[NoDOHC]

Actually, the V8 tricks are more recipes than tricks (ask me, piston engines is where I cut my teeth). The general principles are identical for piston engines and rotary engines.

The availability of aftermarket parts for Chevy, Dodge and Ford V8s is what really makes them shine.

Still, 100 Hp/Liter is difficult for V8s too (my rotary achieved that with all stock components).

Rules of thumb are lacking in the rotary world, if I had been taking a 350 SBC to the dyno, I would have set the AFR to 13:0, the timing to 38 degrees BTDC above 3000 rpm (inertial advance below that) and taken it to see what it made. I might have tweaked the timing a couple of degrees and moved 0.2 AFR in either direction, but there would have very few power gains.

Interesting enough, my rotary made peak power at 13:1 AFR and 38 degrees BTDC timing (kinda strange, huh). If took a lot more adjustment and tuning to get there though, as I started with way too much timing (my ear told me it was better) and way too much fuel (12:1).

Well now I know what auxiliary injection is. We call it chemical cooling. Nowadays, typically NOS or methanol (even water) is sprayed on the intercooler. Some people actually inject the NOS into the intake air (wet kit, obviously) and mix insane quantities of fuel with it (which cools the charge air significantly). I see this relatively frequently on high-boost turbocharged or supercharged piston engines (although less these days with the availability of good intercoolers).

With diesels, they use wet propane kits to achieve additional charge density and more fuel. This comes at a cost though, as the engine now has fuel in the intake air, introducing the chance of detonation (or pre-ignition, actually).

Years back, people with too high of compression ratios would use water injection kits in the intake to cool the charge (they were a lot of trouble though, as the engine could rust if they were used to recently before shutdown).

edit:

I have to explain my problems with the secondary injectors:

What bothers me about them is that the air must go around a turn after the fuel has been injected into it. This causes the fuel to tend to fall out of the air as the fuel droplets are heavy and the air molecules are not nearly as much so. The inertia of the fuel drags it out of the air stream (which avoids the wall due to sonic reflections and other boundary layer effects) Thus, there is always a 'puddle' of fuel laying at the outside of the turn. This makes the fueling much less precise, especially during throttle transitions.

The ideal injection situation is where the fuel is injected into the air such that it is aimed at the inside of the turn, making the combined splash and boundary effects mix the air and fuel effectively. If the secondary injectors were mounted in the end plate so that the fan from them hit on the inside of the secondary port, I think the fuel mixing (uniformity of the fuel charge) would be better.

On piston engines, they cured these problems with rich-running carbs, heated intake manifolds and low compression ratios (pre-ignition not an issue). Now that they have port injection, they do not need heated intake manifolds, etc. as the fuel is spraying on the inside of the turn going into the intake valve.