Post by hudson on Feb 26, 2021 0:28:56 GMT -5
www.wankel-spider.de/tipps_u_tricks/flachstrom_vergaser.html
The above link I found on the internet it was posted in German and translated with Google, Not sure if it will open in English or German.
I believe this is the origin of the RE5 carb. It states development was for a NSU Wankel. As you can see in the pictures the float has been moved to the opposite side to accommodate the RE's packaging needs. The article does a nice job of explaining some of the design features. There are a lot of mods to adapt it to the RE5 such as throttle cable-vs-linkage.
The bore sizes are the same as are the circuit layouts.
I think Suzuki went with this carb. design to utilize the two throttle bores to go with their duel intake port design that was developed to broaden the RPM power curve by basically giving it variable port timing. I think this was very clever and I don't know of another rotary that made use of two intake ports with different port timing to solve the issue of choosing either low RPM torque or high RPM horsepower.
I rode these bikes in the 70's when they were new and I will say the carb. calibration was not perfect then and had several glitches that were just excepted as quirks of the rotary. I think Suzuki was pushing it to the lean limit to try and make fuel mileage more acceptable to to the public's expectations. There has also been changes to our gasoline in the last 40 year that is probably adding to the problem. Suzuki also rushed this project to market and we all know how many changes were made in early production and that development stop abruptly when sales were not good. I have worked many hours (maybe 100) and thousands of miles at evaluation of the calibration in the last year by changing many of the jet sizes in all of the circuits as some circuits were over rich and some were lean. I have come to a very good settings that provides smooth/clean carburetion at all rpm's and loads. My conclusion was there is not one fix all problem but several small problems.
Brian
The above link I found on the internet it was posted in German and translated with Google, Not sure if it will open in English or German.
I believe this is the origin of the RE5 carb. It states development was for a NSU Wankel. As you can see in the pictures the float has been moved to the opposite side to accommodate the RE's packaging needs. The article does a nice job of explaining some of the design features. There are a lot of mods to adapt it to the RE5 such as throttle cable-vs-linkage.
The bore sizes are the same as are the circuit layouts.
I think Suzuki went with this carb. design to utilize the two throttle bores to go with their duel intake port design that was developed to broaden the RPM power curve by basically giving it variable port timing. I think this was very clever and I don't know of another rotary that made use of two intake ports with different port timing to solve the issue of choosing either low RPM torque or high RPM horsepower.
I rode these bikes in the 70's when they were new and I will say the carb. calibration was not perfect then and had several glitches that were just excepted as quirks of the rotary. I think Suzuki was pushing it to the lean limit to try and make fuel mileage more acceptable to to the public's expectations. There has also been changes to our gasoline in the last 40 year that is probably adding to the problem. Suzuki also rushed this project to market and we all know how many changes were made in early production and that development stop abruptly when sales were not good. I have worked many hours (maybe 100) and thousands of miles at evaluation of the calibration in the last year by changing many of the jet sizes in all of the circuits as some circuits were over rich and some were lean. I have come to a very good settings that provides smooth/clean carburetion at all rpm's and loads. My conclusion was there is not one fix all problem but several small problems.
Brian
