I had to get rid of the Mazda parts as they got in the way of the
   750 CFM Holley.

   A few more days work on the intake and the 3 rotor turbo compound
   could run .

   I need a Holley leaning block.

   Paul Lamar



   Amigo -- I am completely unqualified to comment on any of this
   except
   to say that it's looking very impressive and, I would guess, you're
   thoroughly enjoying yourself with the project. I wish you all the
   best for a highly successful result as measured by a mind-blowing
   BSFC. Fuller


   It will be because 50% of the waste energy suitable for recovery is
   dissipated by the exhaust valve. Curtis Wright discovered that back
   in the 1940's and 50's.

   The rotary has no exhaust valves.

   That puts Mazda in a unique position to build the most efficient
   gasoline engines in the world if not more efficient than even
   diesels. Eventual, with a few improvements, like a variable area
   turbine nozzle and a variable ratio turbine gear box it could
   exceed
   the efficiency of even a turbo compound diesel like the Detroit
   Diesel DD15.


   Paul Lamar




   I wonder if piston engines with sleeve valves would have much the
   same benefits. Sleeve valves were a bit of a manufacturing and
   tolerance issues, as I understand it, but the Brits seemed quite
   taken with them during WWII and before. I think they also had
   lubrication issues. Just wondering.

   D Fuller



   They would and did work well in the Napier Nomad turbo compound.
   However there are no sleeve valve engines in current production.


   Paul Lamar


   The 'Nomad' is an example of Single-Sleeve-Valve,
   Burt-McCollum


   type of distribution; from my readings, I guess that the sleeve
   nitriding process
   was the difficult issue, there are some patents on how to
   produce SSVs
   that are accessible in ESPACENET, some are cited in the
   Wikipedia article, and
   Harry Ricardo said that for purposes of retaining the
   lubricating oil layer,
   a finish they called 'satin' or 'velvet' was implemented, this
   is described
     in one of the editions of the book 'The high speed internal
   combustion
   engine'.

   There were several ways to build sleeves, and also for the
   mechanism
   for driving the sleeves, Continental? patented their own way
   for moving sleeves,
   in order not having to pay fees to Bristol, their system proved
   better, as it allowed
   a greater freedom of choice of port heights and placement, and
   more ample
   relationship between the piston course and the sleeve
   configuration.

   H Ricardo said that it took them literally trying thousand of
   materials configurations
   for both cylinder and sleeves, and different sleeve clearances
   to have this system
   running properly, some of this is described in the discussion
   of the Wikipedia
   article 'Sleeve Valve' along with the references.
   Enjoy it!.  Salud †

       Jose Gros-Aymerich
   Madrid, Spain


   Guys, I was very interested in sleeve valve engines. Hewland the
   gearbox guys even looked into it as a new racing engine in the late
   '70s. They said all of the foibles of sleeve valves were cured by
   modern detergent oil. It does present possibility especially as a
   turbo engine.
   Bill




   Of course I lost interest when I got into rotaries. :-)

   Bill

I came across this company years ago... its a shame it hasn't caught on.

http://www.coatesengine.com/

Spherical Rotary Valve


Josh Jacobs