X-Virus-Scanned: clean according to Sophos on Logan.com
Return-Path: <lehanover@gmail.com>
Received: from mail-bw0-f52.google.com ([209.85.214.52] verified)
  by logan.com (CommuniGate Pro SMTP 5.3.8)
  with ESMTP id 4365028 for flyrotary@lancaironline.net; Mon, 21 Jun 2010 12:15:23 -0400
Received-SPF: pass
 receiver=logan.com; client-ip=209.85.214.52; envelope-from=lehanover@gmail.com
Received: by bwz16 with SMTP id 16so1138655bwz.25
        for <flyrotary@lancaironline.net>; Mon, 21 Jun 2010 09:14:47 -0700 (PDT)
DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed;
        d=gmail.com; s=gamma;
        h=domainkey-signature:mime-version:received:received:date:message-id
         :subject:from:to:content-type;
        bh=0QiMsFRsN8dzMJDELu221ROnY+8/bI/Lxmrb/evcTnE=;
        b=usXlAAME1b7bOWglFtwztS15We3WFuq6t1+yeWMYHb/st9JgOPY18UbQENjbnxQ1Di
         mFLd2c6i5pTgTXwQJo60sF9D06dsF99MS9rZow7eKshD+pVvsp3RtjmedzjgxoQrJDAh
         BKo9iR80SUmaoAhVgsUhmNhZaH2mWlZRHL48s=
DomainKey-Signature: a=rsa-sha1; c=nofws;
        d=gmail.com; s=gamma;
        h=mime-version:date:message-id:subject:from:to:content-type;
        b=qE3M1oZMnpve3SpDgWiczrNkmhlHe3Hi2BCnnORrVDPqISgPyvzXC+hcDThNs25hjf
         wffaO0dqacxLRpL6uu8CO/fn/BPoIM0wJCiUilgDBFI3h5cxNffvAjeKLUh+0+A46xDH
         14RQmIyh/Mj32ql0SKlrC3zNVxpJRojMKRxgg=
MIME-Version: 1.0
Received: by 10.204.83.14 with SMTP id d14mr3184954bkl.50.1277136887108; Mon, 
	21 Jun 2010 09:14:47 -0700 (PDT)
Received: by 10.204.68.204 with HTTP; Mon, 21 Jun 2010 09:14:46 -0700 (PDT)
Date: Mon, 21 Jun 2010 12:14:46 -0400
Message-ID: <AANLkTinn3xfWOYbqroKgNw2DU2Bu6NVSTNM4tItLAnhk@mail.gmail.com>
Subject: RE: 13B rotary engines
From: Lynn Hanover <lehanover@gmail.com>
To: flyrotary@lancaironline.net
Content-Type: multipart/alternative; boundary=0016e6d7e0937cfdb304898c9ae9

--0016e6d7e0937cfdb304898c9ae9
Content-Type: text/plain; charset=ISO-8859-1

 In a message dated 6/21/2010 11:03:01 A.M. Eastern Standard Time,
rv-4mike@cox.net writes:

Thanks for the feedback Lynn. Unusual to see a "poor port design" actually
aid performance.

Mike Wills


It is not obvious until you start graphing the open and close events, but
the side port which uses the side of the rotor as a shutter to open and
close the port, offers Mazda great latitude in port timing.  In the
periphery ported engine (both ports) it is impossible to arrive at zero
overlap, and have an engine that will produce any power at all. The apex
seal does not close off either port at all, it just valves gasses in one
direction or another.

In addition, the overlap of the periphery ported engine is far more
effective flow wise than overlap in the side ported engine. One apex seal is
above the intake port when the opposing apex seal is below the exhaust port.
Flow between the two is unobstructed.

So, at low RPM you get fresh mixture leaving through the exhaust port, and
combinations of burned and unburned fuel and exhaust gasses flowing partway
back into the intake runners.

This reduces the low RPM output to the point that the engine seems quit
docile, and is easy to drive around in the car, slowly, or possibly taxi in
an aircraft.  This would make off idle tuning data useless as there will be
fuel burning right on top of the EGT probes, and unburned fuel reaching the
F/A sensor.

The engine will act along the lines of a piston engine with a long duration
cam. When the engine reaches its happy RPM where all of the mixture is
burning inside the engine, it will step up on the "CAM" and you will see
what a good idea this was. Use slow throttle inputs until you find the "WOW"
RPM, and be ready with all available rudder.

When we first ran a factory periphery port engine, we found that there were
places on the track that would not allow full throttle. This with 11" wide
slicks. Thank Heaven for rev limiters. The driver reported the rear end
getting real loose cresting hills and bumps.

Why yes it was..........

Lynn E. Hanover

--0016e6d7e0937cfdb304898c9ae9
Content-Type: text/html; charset=ISO-8859-1
Content-Transfer-Encoding: quoted-printable

<div>
<div>In a message dated 6/21/2010 11:03:01 A.M. Eastern Standard Time, <a h=
ref=3D"mailto:rv-4mike@cox.net">rv-4mike@cox.net</a> writes:</div>
<blockquote style=3D"BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARGIN=
-LEFT: 5px"><font style=3D"BACKGROUND-COLOR: transparent" color=3D"#000000"=
 size=3D"2" face=3D"Arial">
<div><font face=3D"Calibri">Thanks for the feedback Lynn. Unusual to see a =
&quot;poor port design&quot; actually aid performance.</font></div>
<div><font face=3D"Calibri"></font>=A0</div>
<div><font face=3D"Calibri">Mike Wills</font></div>
<div style=3D"FONT: 10pt Tahoma">
<div><br></div></div></font></blockquote></div>
<div></div>
<div>=A0</div>
<div>It is not obvious until you start graphing the open and close events, =
but the side port which uses the side of the rotor as a shutter to open and=
 close the port, offers Mazda great latitude in port timing.=A0 In the peri=
phery ported engine (both ports) it is impossible to arrive at zero overlap=
, and have an engine that will produce any power at all. The apex seal does=
 not close off either port at all, it just valves gasses in one direction o=
r another. </div>

<div>=A0</div>
<div>In addition, the overlap of the periphery ported engine is far more ef=
fective flow wise than overlap in the side ported engine. One apex seal is =
above the intake port when the opposing apex seal is below the exhaust port=
. Flow between the two is unobstructed.</div>

<div>=A0</div>
<div>So, at low RPM you get fresh mixture leaving through the exhaust port,=
 and combinations of burned and unburned fuel and exhaust gasses flowing pa=
rtway back into the intake runners.</div>
<div>=A0</div>
<div>This reduces the low RPM output to the point that the engine seems qui=
t docile, and is easy to drive around in the car, slowly, or possibly taxi =
in an aircraft.=A0 This would make off idle tuning data useless as there wi=
ll be fuel burning right on top of the EGT probes, and unburned fuel reachi=
ng the F/A sensor.=A0 </div>

<div>=A0</div>
<div>The engine will act=A0along the lines of a piston engine with a long d=
uration cam. When the engine reaches its happy RPM where all of the mixture=
 is burning inside the engine, it will step up on the &quot;CAM&quot; and y=
ou will see what a good idea this was. Use slow throttle inputs until you f=
ind the &quot;WOW&quot; RPM, and be ready with all available rudder. </div>

<div>=A0</div>
<div>When we first ran a factory periphery port engine, we found that there=
 were places on the track that would not allow full throttle. This with 11&=
quot; wide slicks. Thank Heaven for rev limiters. The driver reported the r=
ear end getting real loose cresting hills and bumps.</div>

<div>=A0</div>
<div>Why yes it was..........</div>
<div>=A0</div>
<div>Lynn E. Hanover=A0</div>

--0016e6d7e0937cfdb304898c9ae9--