X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imo-m20.mx.aol.com ([64.12.137.1] verified) by logan.com (CommuniGate Pro SMTP 5.1.9) with ESMTP id 2109778 for flyrotary@lancaironline.net; Mon, 18 Jun 2007 15:04:03 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.1; envelope-from=BMears9413@aol.com Received: from BMears9413@aol.com by imo-m20.mx.aol.com (mail_out_v38_r9.2.) id q.c9a.11e07845 (52831) for ; Mon, 18 Jun 2007 15:02:13 -0400 (EDT) Received: from webmail-mf06 (webmail-mf06.webmail.aol.com [64.12.88.219]) by cia-m01.mx.aol.com (v115.17) with ESMTP id MAILCIAM017-ce5f4676d6b5a9; Mon, 18 Jun 2007 15:02:13 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Fw: Different Rotary Port configurations Date: Mon, 18 Jun 2007 15:02:13 -0400 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: bmears9413@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8C97FF2507D1C6D_8D8_154AF_webmail-mf06.sysops.aol.com" X-Mailer: AOL WebMail 27618 Received: from 65.182.71.8 by webmail-mf06.sysops.aol.com (64.12.88.219) with HTTP (WebMailUI); Mon, 18 Jun 2007 15:02:13 -0400 Message-Id: <8C97FF2507D1C6D-8D8-B4F0@webmail-mf06.sysops.aol.com> X-AOL-IP: 64.12.88.219 X-Spam-Flag: NO ----------MB_8C97FF2507D1C6D_8D8_154AF_webmail-mf06.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" Let me share with the group something thats being over looked. These P Port=20= engines that wont idle are usually in a high performance application. So the= y normally have a very light flywheel. The light flywheel alone creates poor= idle characteristics. In my drag race years I tried several flywheel weight= s on my motors and was amazed at the different idle characteristics the moto= r had..all with the same=20 D port motor. A heavy flywheel would smooth out the idle on P port motors. I= think a prop would qualify as a heavy flywheel.=C2=A0Now low end accelerati= on was poor with P-ports and a heavy flywheel. But in our application I cant= see that being a problem. Unless some of you are planning on landing on an=20= aircraft carrier ;) Bob Mears Supermarine Spitfire -----Original Message----- From: Jerry Hey To: Rotary motors in aircraft Sent: Mon, 18 Jun 2007 12:33 pm Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations I usually keep my mouth shut when it comes to P port discussions. I agree wi= th everything Bill has written with one exception. I doubt the big p ports a= re advantageous at our RPM. A 1.5" i.d. port will flow 7500 rpm, no problem.= The smaller ports are easier to time (less overlap) and the smaller dia. in= take tubes are much easier to fit.=C2=A0 jerry=C2=A0 =C2=A0 =C2=A0 =C2=A0 On Jun 18, 2007, at 1:01 PM, Richard Sohn wrote:=C2=A0 =C2=A0 > Bill,=C2=A0 >=C2=A0 > AMEN to all.=C2=A0 >=C2=A0 > Richard Sohn=C2=A0 > N2071U=C2=A0 > ----- Original Message ----- From: =C2=A0 > To: "Rotary motors in aircraft" =C2=A0 > Sent: Monday, June 18, 2007 11:12 AM=C2=A0 > Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Guys,=C2=A0 > Lets cut to the chase. The P-port rotary will idle fine. The original=C2= =A0 > 12As were p-port. Lots of the NSU wankels were p-port. John Deere and=C2= =A0 > MB C111 engines were p-port. There was no comment that these engines=C2= =A0 > didn't idle. Perhaps not as smoothly as the side port engines, but > idle= =C2=A0 > none the less. The P-port makes the most power, period. Mazda wouldn't=C2= =A0 > have used the P-port only on their LeMans engine if combination ports=C2= =A0 > would have worked better. Don't think for a second they didn't try=C2=A0 > other configurations either. They used the far trailing plug to > improve= =C2=A0 > efficiency less than 2%. Richard's work showed no improvement to power=C2= =A0 > with the side port/p-port combo. Anywhere but idle my guess would be=C2= =A0 > that the inrush from the p-port probably causes minimal flow in the=C2=A0 > side ports. The p-port is open much sooner and flow is underway by the=C2= =A0 > time the side port opens. If we had a source for finished p-port=C2=A0 > housings that cost the same as the standard housings we would all be=C2= =A0 > using them and the discussion would cease and we would move on to > other= =C2=A0 > subjects. For aircraft use the big p-port is for most cases the best=C2= =A0 > possible solution. We can improve on minor details, but not much. The=C2= =A0 > simpler manifolding and more compact package when using fewer tubes > for= =C2=A0 > the intake are all pluses for the p-port. We don't have car low RPM=C2=A0 > issues to worry about. If a good source of the Mazda racing p-port=C2=A0 > housings was available for the same price as standard housings I'd > have= =C2=A0 > 3 on order right now. (20B remember)=C2=A0 > Bill Jepson=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Well, Mark - perhaps in the future=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Only so much time and so many things that would be fun to try. IF I=C2=A0 > interpret the charts correctly the P + S type intake configuration=C2=A0 > appears to provide much more intake port area than either the P or S=C2= =A0 > type along. Makes sense - if you have twice as many intakes it has=C2=A0 > more area. Supposedly the P+S overcomes the low rpm idle problem of=C2=A0 > the PP alone.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > But, for aircraft usage, I think Richard is on the money, you don't=C2=A0 > really spend much time at idle in aircraft usage and I idle above 1600=C2= =A0 > rpm in any case, so who cares {:>) - just go with the P port.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > However, I am intrigued by the large intake area that the P + S=C2=A0 > configuration has over even the PP alone and what that might potent=C2=A0 > for POWER! More Power, Scotty!!!!!=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Saw some information on the Renesis in an SAE paper that indicates the=C2= =A0 > six port (They call it the HIGH POWER Renesis) produces 40% more power=C2= =A0 > than the standard 13B. They did not make a comparison to the 4 port=C2=A0 > Renesis but presumably it produces less than the six port Renesis but=C2= =A0 > more than the older 13B. They also didn't specify the rpm point that=C2= =A0 > occurred, but I assume it must be near its maximum. Also, its not=C2=A0 > clear if this figure was based on the earlier 250 HP claim for the=C2=A0 > Renesis by Mazda or the later adjusted 237 HP claim (actually I'd take=C2= =A0 > either one) .=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > The intake configuration and operation on the six port is quite=C2=A0 > involved, but they do make use of the Dynamic Effect. They call it the=C2= =A0 > Sequential Dynamic Air Intake System (S-DAIS). Since there is no=C2=A0 > intake/exhaust port overlap in the Renesis, they appear to make use of=C2= =A0 > the "A" pulse which is the pressure wave created when the high > velocity= =C2=A0 > air in the intake slams into the closing port and bounced back down > the= =C2=A0 > manifold. They then have several valves that activate at different=C2=A0 > rpm/air flow situations that control the sequential activation of=C2=A0 > elements of the S-DAIS.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > As well as the "A" pulse, the older NA 13B DEI also used the stronger=C2= =A0 > "B" pulse created when the intake opened releasing a burst of the=C2=A0 > trapped exhaust gas residue to create a power shock wave which raised=C2= =A0 > the manifold pressure at the second rotor's intake. But, since there=C2= =A0 > is no intake/exhaust overlap with the Renesis side ports, it would=C2=A0 > appear that only the "A" pulse is used to enhance power.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Ed=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > ----- Original Message -----=C2=A0 >=C2=A0 > From: Mark Steitle=C2=A0 >=C2=A0 > To: Rotary motors in aircraft=C2=A0 >=C2=A0 > Sent: Monday, June 18, 2007 9:12 AM=C2=A0 >=C2=A0 > Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Thanks Richard for the clarification.=C2=A0 >=C2=A0 >=C2=A0 > Mark S.=C2=A0 >=C2=A0 > (Looks like I should have typed a little faster.)=C2=A0 >=C2=A0 >=C2=A0 > On 6/18/07, Mark Steitle wrote:=C2=A0 >=C2=A0 > Well Ed,=C2=A0 >=C2=A0 > It looks like you've got yourself a new intake project. Didn't Richard=C2= =A0 > Sohn try running side and peripheral intake porting on his one rotor?=C2= =A0 > I vaguely remember him mentioning it and that he abandoned the idea. I=C2= =A0 > think it had something to do with the complexity of the dual runners=C2= =A0 > and that he was satisfied with the idle characteristics of the p-port?=C2= =A0 > Maybe Richard can comment?=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Mark S.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > On 6/17/07, Ed Anderson wrote:=C2=A0 >=C2=A0 >=C2=A0 > Ok, here's the answer to my question. The second image shows a three=C2= =A0 > barrel carb with the primary going to two side intake ports and the=C2=A0 > secondary going to the Peripheral ports. Interesting concept.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Ed=C2=A0 >=C2=A0 >=C2=A0 > ----- Original Message -----=C2=A0 > From: Ed Anderson=C2=A0 >=C2=A0 > To: Rotary motors in aircraft=C2=A0 >=C2=A0 > Sent: Sunday, June 17, 2007 10:15 PM=C2=A0 >=C2=A0 > Subject: Different Rotary Port configurations=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Ok, getting a bit quite again. Here is something that some of you may=C2= =A0 > find interesting. Its a graph comparing the possible different port=C2=A0 > configurations for the Rotary engine.=C2=A0 >=C2=A0 > The top graph shows the intake and exhaust port opening for a engine=C2= =A0 > with a peripheral intake and peripheral exhaust - such as a 13B which=C2= =A0 > has been converted to a PP intake.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > The trapezoidal shapes show the port area. For example on the first=C2=A0 > graph the first rectangular area entitled PORT shows the Peripheral=C2=A0 > exhaust port open at 63Deg ATDC. There are two trapezoid areas shown=C2= =A0 > for the Peripheral intake. A "P" which I presume stands for Primary=C2=A0 > and a much larger P+S which I presumes stands for a combined primary=C2= =A0 > and Secondary port. Although, I do not ever recall a PP with two tubes=C2= =A0 > one for primary and one for secondary. So there may be another=C2=A0 > explanation.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > The second graph is our traditional 13B with sideport intake and=C2=A0 > peripheral port exhaust. Here the intake timing for the intake is that=C2= =A0 > of the NA 13B although it shows the intake opening a bit later than > the= =C2=A0 > stock 13B but closing at the stock 40 deg ABDC.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > If you look at the area under the first graphs "P" trapezoid it > appears= =C2=A0 > to be open much longer than the P for the side port intake (2nd > graph),= =C2=A0 > but the trapezoid is not as high. Wonder what that signifies? Open=C2=A0 > longer but not as large a port area?=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Anyhow, thought some of you might find it interesting.=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > Ed Anderson=C2=A0 > Rv-6A N494BW Rotary Powered=C2=A0 > Matthews, NC=C2=A0 > eanderson@carolina.rr.com=C2=A0 > http://members.cox.net/rogersda/rotary/configs.htm#N494BW=C2=A0 > http://www.dmack.net/mazda/index.html=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > --=C2=A0 > Homepage: http://www.flyrotary.com/=C2=A0 > Archive and UnSub:=C2=A0 > http://mail.lancaironline.net:81/lists/flyrotary/List.html=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > ______________________________________________________________________> __= =C2=A0 > AOL now offers free email to everyone. Find out more about what's > free= =C2=A0 > from AOL at AOL.com.=C2=A0 > =3D0=C2=A0 >=C2=A0 > --=C2=A0 > Homepage: http://www.flyrotary.com/=C2=A0 > Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/> List= .html=C2=A0 >=C2=A0 >=C2=A0 > --> No virus found in this incoming message.=C2=A0 > Checked by AVG Free Edition.=C2=A0 > Version: 7.5.472 / Virus Database: 269.9.0/852 - Release Date: > 6/17/2007= 8:23 AM=C2=A0 >=C2=A0 >=C2=A0 >=C2=A0 > --=C2=A0 > Homepage: http://www.flyrotary.com/=C2=A0 > Archive and UnSub: http://mail.lancaironline.net:81/lists/> flyrotary/List= .html=C2=A0 =C2=A0 --=C2=A0 Homepage: http://www.flyrotary.com/=C2=A0 Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.htm= l=C2=A0 ________________________________________________________________________ AOL now offers free email to everyone. Find out more about what's free from= AOL at AOL.com. ----------MB_8C97FF2507D1C6D_8D8_154AF_webmail-mf06.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8" Let me share with the group something thats being over=20= looked. These P Port engines that wont idle are usually= in a high performance application. So they normally ha= ve a very light flywheel. The light flywheel alone creates poor idle charact= eristics. In my drag race years I tried several flywheel weights on my motor= s and was amazed at the different idle characteristics the motor had..all wi= th the same
D port motor. A heavy flywheel would smooth out the idle on P<= /SPAN> port motors. I think a prop would qualify as a heavy flywheel.=C2=A0N= ow low end acceleration was poor with P-ports and a hea= vy flywheel. But in our application I cant see that being a problem. Unless=20= some of you are planning on landing on an aircraft carrier ;)

Bob Mears
Supermarine Spitfire


-----Original Message-----
From: Jerry Hey
To: Rotary motors in aircraft
Sent: Mon, 18 Jun 2007 12:33 pm
Subject: [FlyRotary] Re: Fw: Different Rotary Port conf= igurations

I usually keep my mouth shut when it comes=20= to P port discussions. I agree with everything Bill has= written with one exception. I doubt the big p ports ar= e advantageous at our RPM. A 1.5" i.d. port will flow 7= 500 rpm, no problem. The smaller ports are easier to time (less overlap) and= the smaller dia. intake tubes are much easier to fit.= =C2=A0
jerry=C2=A0
=C2=A0
=C2=A0
=C2=A0
On Jun 18, 2007, at 1:01 PM, Richard Sohn wrote:=C2=A0<= br> =C2=A0
> Bill,=C2=A0
>=C2=A0
> AMEN to all.=C2=A0
>=C2=A0
> Richard Sohn=C2=A0
> N2071U=C2=A0
> ----- Original Message ----- From: <w= rjjrs@aol.com>=C2=A0
> To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>=C2=A0
> Sent: Monday, June 18, 2007 11:12 AM=C2=A0
> Subject: [FlyRotary] Re: Fw: Different Rotary Port= configurations=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Guys,=C2=A0
> Lets cut to the chase. The P-port rotary will idle= fine. The original=C2=A0
> 12As were p-port. Lots of the= NSU wankels were p<= /SPAN>-port. John Deere and=C2=A0
> MB C111 engines were p-port.=20= There was no comment that these engines=C2=A0
> didn't idle. Perhaps not as smoothly as the side port engines, but >= idle=C2=A0
> none the less. The P-port makes the most power, pe= riod. Mazda wouldn't=C2=A0
> have used the P-port only on their L= eMans engine if combination ports=C2=A0
> would have worked better. Don't think for a second they didn't try=C2= =A0
> other configurations either. They used the far trailing plug to > im= prove=C2=A0
> efficiency less than 2%. Richard's work showed no improvement to power= =C2=A0
> with the side port/p-port combo. Anywhere but idle= my guess would be=C2=A0
> that the inrush from the p-port probably causes mi= nimal flow in the=C2=A0
> side ports. The p-port is open much sooner and flo= w is underway by the=C2=A0
> time the side port opens. If we had a source for finished p-port=C2=A0
> housings that cost the same as the standard housings we would all be= =C2=A0
> using them and the discussion would cease and we would move on to >=20= other=C2=A0
> subjects. For aircraft use the big p-port is for m= ost cases the best=C2=A0
> possible solution. We can improve on minor details, but not much. The= =C2=A0
> simpler manifolding and more compact package when=20= using fewer tubes > for=C2=A0
> the intake are all pluses for the p-port. We don't= have car low RPM=C2=A0
> issues to worry about. If a good source of the Mazda racing p-port=C2=A0
> housings was available for the same price as standard housings I'd >= have=C2=A0
> 3 on order right now. (20B remember)=C2=A0
> Bill Jepson=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Well, Mark - perhaps in the future=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Only so much time and so many things that would be fun to try. IF I=C2= =A0
> interpret the charts correctly the P + S type inta= ke configuration=C2=A0
> appears to provide much more intake port area than either the P or S=C2=A0
> type along. Makes sense - if you have twice as many intakes it has=C2= =A0
> more area. Supposedly the P+S overcomes the low rp= m idle problem of=C2=A0
> the PP alone.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> But, for aircraft usage, I think Richard is on the money, you don't=C2= =A0
> really spend much time at idle in aircraft usage and I idle above 1600= =C2=A0
> rpm in any case, so who cares {:>) - just go with the = P port.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> However, I am intrigued by the large intake area that the P + S=C2=A0
> configuration has over even the PP alone and what that might potent=C2=A0
> for POWER! More Power, Scotty!!!!!=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Saw some information on the Renesis in an SAE paper that indicates the=C2=A0
> six port (They call it the HIGH POWER Renesis) pro= duces 40% more power=C2=A0
> than the standard 13B. They did not make a compari= son to the 4 port=C2=A0
> Renesis but presumably it produces less than the s= ix port Renesis but=C2=A0
> more than the older 13B. They also didn't specify=20= the rpm point that=C2=A0
> occurred, but I assume it must be near its maximum. Also, its not=C2= =A0
> clear if this figure was based on the earlier 250 HP claim for the=C2= =A0
> Renesis by Mazda or the later adjusted 237 HP clai= m (actually I'd take=C2=A0
> either one) .=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> The intake configuration and operation on the six port is quite=C2=A0 > involved, but they do make use of the Dynamic Effect. They call it the= =C2=A0
> Sequential Dynamic Air Intake System (S-DAIS). Since there is no=C2=A0<= br> > intake/exhaust port overlap in the Renesis, they a= ppear to make use of=C2=A0
> the "A" pulse which is the pressure wave created when the high > vel= ocity=C2=A0
> air in the intake slams into the closing port and bounced back down >= ; the=C2=A0
> manifold. They then have several valves that activate at different=C2= =A0
> rpm/air flow situations that control the sequential activation of=C2= =A0
> elements of the S-DAIS.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> As well as the "A" pulse, the older NA 13B DEI also used the stronger=C2=A0
> "B" pulse created when the intake opened releasing a burst of the=C2= =A0
> trapped exhaust gas residue to create a power shock wave which raised= =C2=A0
> the manifold pressure at the second rotor's intake. But, since there= =C2=A0
> is no intake/exhaust overlap with the Renesis side= ports, it would=C2=A0
> appear that only the "A" pulse is used to enhance power.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Ed=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> ----- Original Message -----=C2=A0
>=C2=A0
> From: Mark Steitle=C2=A0
>=C2=A0
> To: Rotary motors in aircraft=C2=A0
>=C2=A0
> Sent: Monday, June 18, 2007 9:12 AM=C2=A0
>=C2=A0
> Subject: [FlyRotary] Re: Fw: Different Rotary Port= configurations=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Thanks Richard for the clarification.=C2=A0
>=C2=A0
>=C2=A0
> Mark S.=C2=A0
>=C2=A0
> (Looks like I should have typed a little faster.)=C2=A0
>=C2=A0
>=C2=A0
> On 6/18/07, Mark Steitle <msteitle@gmail.com> wrote:=C2=A0
>=C2=A0
> Well Ed,=C2=A0
>=C2=A0
> It looks like you've got yourself a new intake project. Didn't Richard= =C2=A0
> Sohn try running side and peripheral intake portin= g on his one rotor?=C2=A0
> I vaguely remember him mentioning it and that he abandoned the idea. I= =C2=A0
> think it had something to do with the complexity of the dual runners= =C2=A0
> and that he was satisfied with the idle characteristics of the p-port?=C2=A0
> Maybe Richard can comment?=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Mark S.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> On 6/17/07, Ed Anderson <e= anderson@carolina.rr.com > wrote:=C2=A0
>=C2=A0
>=C2=A0
> Ok, here's the answer to my question. The second image shows a three= =C2=A0
> barrel carb with the primary going to two side int= ake ports and the=C2=A0
> secondary going to the Peripheral ports. Interesting concept.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Ed=C2=A0
>=C2=A0
>=C2=A0
> ----- Original Message -----=C2=A0
> From: Ed Anderson=C2=A0
>=C2=A0
> To: Rotary motors in aircraft=C2=A0
>=C2=A0
> Sent: Sunday, June 17, 2007 10:15 PM=C2=A0
>=C2=A0
> Subject: Different Rotary Port configurations=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Ok, getting a bit quite again. Here is something that some of you may= =C2=A0
> find interesting. Its a graph comparing the possible different port=C2= =A0
> configurations for the Rotary engine.=C2=A0
>=C2=A0
> The top graph shows the intake and exhaust port opening for a engine= =C2=A0
> with a peripheral intake and peripheral exhaust - such as a 13B which=C2=A0
> has been converted to a PP in= take.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> The trapezoidal shapes show the port area. For example on the first=C2= =A0
> graph the first rectangular area entitled PORT shows the Peripheral=C2= =A0
> exhaust port open at 63Deg ATDC. There are two trapezoid areas shown=C2=A0
> for the Peripheral intake. A "P" which I presume s= tands for Primary=C2=A0
> and a much larger P+S which I presumes stands for=20= a combined primary=C2=A0
> and Secondary port. Although, I do not ever recall a PP with two tubes=C2=A0
> one for primary and one for secondary. So there may be another=C2=A0 > explanation.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> The second graph is our traditional 13B with sideport intake and=C2=A0
> peripheral port exhaust. Here the intake timing for the intake is that= =C2=A0
> of the NA 13B although it sho= ws the intake opening a bit later than > the=C2=A0
> stock 13B but closing at the stock 40 deg ABDC.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> If you look at the area under the first graphs "P"= trapezoid it > appears=C2=A0
> to be open much longer than the P for the side por= t intake (2nd > graph),=C2=A0
> but the trapezoid is not as high. Wonder what that signifies? Open=C2= =A0
> longer but not as large a port area?=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Anyhow, thought some of you might find it interesting.=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
>=C2=A0
> Ed Anderson=C2=A0
> Rv-6A N494BW Rotary Powered=C2=A0
> Matthews, NC=C2=A0
> eanderson@carolina.rr.com<= /A>=C2=A0
> http://members.cox.net/rogersda/rotary/configs.htm#N494BW=C2=A0
> http:= //www.dmack.net/mazda/index.html=C2=A0
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