Hello Paul,

I've found some patents, that may be interesting for someone ...

Ending with 505  filed in 1967
  an example of rotor construction - this type was not used in the C111
engine

Ending with 214  filed in 1966
  the lubrication system for apex seals + the trochoid housing they applied

Ending with 724  filed in 1966
  the patent about rotor recess basics

Now some data / infos related to the M950F / KE409
  R 99 mm
  e 15 mm
  a 4 mm
  W 75 mm (Width)
  Vc 602 ccm (Chamber Volume)
  E 9,3:1 (Compression Ratio)

Volumetric Efficiency at WOT between 2000 - 7000 rpm  ~ 110 - 115%

Trochoid was coated with Nidur (other name for Nikasil), produced by Mahle

1969  3 rotor version
  net power 280 hp/7000
  torque 220 lb-ft/5000 - 6500
  IMEP 10,5 bar
  weight 150 kg

1970  4 rotor version
  350 - 365 hp/7000
  over 400 NM/4000 - 5500
  IMEP 11 bar
  180 kg

plus a special 4 rotor version in car no 11
  with 2 length intake pipes - unfortunately I've never seen a picture or a
scetch of it
  torque over 400 NM between 4000 - 7000 rpm
  maximum at around 440 NM
  this car is still in use as a showcar for example at oldtimer meetings -
driven by Dr. Liebold, one of the "Daimler Rotary Men" ...

With these engines Daimler-Benz / Mercedes-Benz was able to surpass the US
emission limits with warm engine only - no reactor or catalyst was used ...

Perhaps you have the book of R.F. Ansdale (1971). As far as I know, it
contains some additional informations.

And just for your entertainment + pleasure I've added 5 pictures / photos to
the zip archive ... ;-)

I hope, this old stuff is not to boring to you ...

With kindest regards

Frank (Herfert)

Too bad MB did not hang in there and copy Mazda on the trochoid
wear surface. NSU had Nikasil and it did not hold up. Apex seal chatter.
Part of the chatter problem was the hardness of the rotor housing surface.

The Mazda rotor housing liner is hardened 41xx steel.
The modules of elasticity of steel is three times that of aluminum.
That was the secret to the success of the Mazda apex seals.

That is the reason all these other manufactures dropped out.

It was kind of a mistake on Mazda's part for not licensing this technology
to everybody at very low cost. There would a lot more Wankel cars
out there and a tremendous amount of additional R&D done on the Wankel
engine.

Perhaps the fuel efficiency would be equal to the piston
engine by now or even better.

The Mazda patents have expired and more Wankel products are possible
and would be successful if they just copied the Mazda rotor housings.

The other thing is charged cooling. Charge cooling is inadequate for
everything  except extreme light duty. Not only that the HP per cubic
inch or per pound of weight would increase by 20 to 30% if charge cooing
was done away with. Better breathing and VE.

We now know how to do that with an electric oil pump, an oil pan and
an oil cooler. No change of roller bearings would be required.

Paul Lamar

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