Using

EngMod2T to investigate Transfer Port Stagger

This document takes a quick look at some of the effects of transfer port stagger. The engine
simulated is a generic single cylinder with a tuned pipe. The following three states are simulated:

• Base Engine – 5 transfers and using a triple exhaust port (Main plus auxiliaries)
• Small blow down specific time area (BSTA) – using a single exhaust port
• High primary compression (Crankcase compression)

In each case the mach index, the mass flow and the purity at each transfer port pair is displayed.

The transfer port opening timings are as follows:

• Transfer 1 - 117° ATDC

• Transfer 2 - 120° ATDC
• Transfer 3 - 123° ATDC

Transfer 1 is next to the exhaust port and transfer 3 is the boost port.

1. Base Engine

There is a substantial
reverse flow before
port closure for all 3
ports.
For this configuration
there is only reverse
flow for port 1.
 The reverse mass
flow for port 1 is
quite a bit more than
for the rest.

The reverse mass

flow is minor on the
opening side.

Even though there is reverse flow

in port 1 it is so small that the
purity at the port mouth only
drops to 0.95.
 2. Low BSTA (single exhaust port)

To decrease the BSTA for this test the main exhaust port was kept but the auxiliary ports were closed off.

In this case all 3 ports

show high reverse flow
velocity.

Each port has some

reverse mass flow.
The reverse mass flow has a major
effect on the transfer port purity
which will negatively affect the
scavenging performance and
cylinder purity.
 3. High Primary Compression

This engine uses the full exhaust port again (Same BSTA as engine 1) but with the primary compression ratio
increased from 1.35:1 to 1.55:1.