my 6 ports are closed and i've seen a thread on a custom way to make them open based on rpms from the ecu, but every time i try to seach it doesn't come up....please help if you know were the thread is cuz i've looked through the forum for 2hrs and i'm going f*ckin crazy

 

Huh?
I must not understand what ports you're talking about. The intake ports are opened by the rotor passing by. If they are plugged then the engine is seized. I don't think this is what you're refering to. Please clarify.

 

On a GSL-SE there are 2 intake ports and 1 exhaust port per rotor chamber. (2+1) x 2=6 ports. The secondary intake port opens only under high RPM conditions.

 

exactlly but my exaust doesn't have the pipe coming back from the cat. without the pipe theres no pressure to actuate the secondaries, and since i dont want to wire them open on my daily driver i'm trying to find the thread on an alternate way to open them

 

I think you're thinking of using the airpump to open them. you can use the air pump to open up the secondaries instead of exhaust backpressure... try mazspeed.com I think there is a write up there?!?!?

 

I've been wondering if there's a way to rig a solenoid to one of the coils to kick in around 4k RPMs to open the ports electronically with two motors insted of two actuators, then have the solenoids kick off at 4.2k RPMs so the motors don't burn out. I really have no idea how solenoids work though, It's just a thought, but i'd love to see it done.

 

European 6 port engine use the pressure from the airpump, but they don't have sleeves. The aux. ports are closed/opened by butterflies, in the intake manifold.
A European intake could help you (I guess)

 

Uhm, 6 and 4 ports refer to the number of intake ports only. 6 ports have 1 primary, 1 secondary and 1 auxillary port per rotor. I know you know that though so it was probably a typo.

 

Rev is right and on my 12a 6 port the actuators are worked from the back of the switches through little holes that exhaust travels through. The pipe your talking about is the "Back Pressure Sensing Tube" and I dont Run one. My actuators seem to work fine. I cut the secondary spring in half and now my secondaries and my auxhilaries come in at the same time.

 

sorry no air pump

 

I saw a thread a month ago on the 2nd gen forum about electric selonoids try there
I removed the sleaves all together as weal as the actuators lost very little low end. seems to work fine other wise

 

This rotary learning curve is HUGE!

So what you're telling me is that my 85' GSL-SE has ports that open up on their own not by the rotor passing the port opening? How is this done? That would entail valve train right? Wrong. How then?

 

rotating sleeves - basically a cylinder open at one end and along one side - when the port is open, the side of the cylinder is turned towards the rotor chamber. By turning the cylinder you close the port.

If that's inaccurate, wiser minds will point out my errors

 

It's not that hard to understand. I don't know what RPMs the 6-ports open (5th and 6th ports. Maybe 5000RPM I think), but it is done with exhaust backpressure, and the creation of vacuum on the 2 actuators which rotate the port sleeves to the open position. See the pictures. The sleeves could be considered a type of valve, but not the type you think of when you think of a piston engine. They open at a specific RPM and stay open until you decelerate below that RPM. The effect is more low-end torque (supposedly).

Correct me if I am wrong please...

 

No, all the ports are opened and closed by the passing of the rotor tips but not all are necessarily being used.

On the 12A's for example, only the primary ports (centre plate) are used at idle and low load. The secondary butterflies in the carb are vacuum operated so they only start feeding the secondary ports (end pates) when there's sufficient load.

In addition to primaries and secondaries, the 6-port engines have two auxillary ports which are located above the secondary ports. These open at higher rpm to provide more port area and longer port timing. This is done to try and give the engine better VE while still maintaining good response and driveability at low rpm. Kind of like rotary v-tec if you will.