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David Garside was a project engineer at BSA's Umberslade Hall research facility. He is notable for having developed an air-cooled twin-rotor Wankel motorcycle engine which powered the Norton Classic road bike.〔The Wankel Rotary Engine: A History By John B. Hege page 137, ISBN 978-0-7864-2905-9〕 Although the Classic was not the first production rotary-engined bike, it was significantly lighter, smoother and more powerful than the contemporary Suzuki RE5. ==The Norton Classic== Garside, who had been impressed by the Fichtel & Sachs engine in the DKW Hercules bike, installed a bought-in F&S air-cooled single-rotor engine into a BSA B25 'Starfire' frame as a "proof of concept". This proved reliable and smooth, but under-powered. Garside then created a prototype twin-rotor engine (with F&S rotors) which doubled the capacity of the earlier test "mule". This twin-rotor engine was installed in a BSA A65 frame.〔"Bike" magazine Summer 1973〕 Wankel engines run very hot, so Garside gave this air-cooled motor additional interior air-cooling. Air was drawn through a forward-facing filter situated to provide a ram air effect. This air passed through the interior of the rotors and then into a large pressed-steel plenum before entering the combustion chambers ''via'' twin carburettors.〔"Cycle World" magazine February 1971〕 The plenum (which doubled as the bike's semi-monocoque frame) enabled the transfer of much of the heat to the surrounding atmosphere. The carburation process further reduced temperatures ''via'' the heat of evaporation. Even so, at 50°C the fuel-air mixture was still hotter than ideal, and the engine's volumetric efficiency remained somewhat impaired The eccentric shaft's main bearings and the inlet manifolds were fed by oil-injection lubrication, and the fuel-air mix also carried residual mist of oil from the interior of the rotors, which helped to lubricate the rotor tips.〔Bill Murray monograph 1985: "The decline of the British motorcycle industry"〕 The Norton Wankel engine was further developed at Staverton into the MidWest aero-engine. The MidWest engine's output increased from BSA's 85 bhp to nearly 110 bhp〔MidWest Engines Ltd AE1100R Rotary Engine Manual〕 by improving volumetric efficiency. This was achieved by dumping overboard (rather than burning) the hot rotor cooling air, and by feeding pressurised fresh cool air to the combustion chambers. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「David Garside」の詳細全文を読む スポンサード リンク
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