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Thread: Oddball engines and prototypes

  1. #1021
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    Quote Originally Posted by Hemi Makutu View Post
    Not the same at all.

    Manolis has given a lot of thought to engine designs, and has many interesting projects at pattakon.

    He could look at the drawing I posted, and within minutes offer a better solution, as could many others here.

  2. #1022
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    Indeed tjbw.

    Quote Originally Posted by tjbw View Post
    Not the same at all.

    Manolis has given a lot of thought to engine designs, and has many interesting projects at pattakon.

    He could look at the drawing I posted, and within minutes offer a better solution, as could many others here.

    It was meant in jest, since the apparent simplicity of 2Ts does belie the exactitude of making them work well..

  3. #1023
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    Quote Originally Posted by Hemi Makutu View Post
    It was meant in jest...
    I guess people still have to get used to the new, improved Hemi .
    Keep up the good work mate.

  4. #1024
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    Ta, fella.

    Quote Originally Posted by Frits Overmars View Post
    I guess people have still got to get used to the new, improved Hemi .
    Keep up the good work mate.
    Well rounded or what eh, chippie?

    http://cdn.intechopen.com/pdfs-wm/43662.pdf

  5. #1025
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    Quote Originally Posted by Hemi Makutu View Post
    Well rounded or what eh, chippie?

    http://cdn.intechopen.com/pdfs-wm/43662.pdf
    Yes, I think of you as hemispherical hemi makatu

    Nice link, thanks.

  6. #1026
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    Quote Originally Posted by tjbw View Post
    Well it's the weekend, so some might like to contemplate this drawing.

    To be fair the author commented on a revision to this shortly after it was posted, perhaps he should have corrected the drawing too.
    If the designer expected to actually increase the power he would need to increase the exhaust back pressure along with the intake pressure. A turbocharger is a better (and widely proven) solution.

    Lohring Miller

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  7. #1027
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    Quote Originally Posted by lohring View Post
    If the designer expected to actually increase the power he would need to increase the exhaust back pressure along with the intake pressure. A turbocharger is a better (and widely proven) solution.

    Lohring Miller

    Click image for larger version. 

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    No lag with the supercharger. I'd love to see some of the proven solutions, including more photos and info on the engine in your post. I'm aware that some large two stroke marine engines use poppet exhaust valves with a turbocharger.

    Retrofitting a 'charger to an existing 2 stroke engine can result in the additional mixture getting blown out the exhaust port, and would indeed require exhaust redesign to return the additional mixture to the cylinder.

    Whilst I'm not convinced that the complication is worthwhile, I'd love to play with one of these:
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  8. #1028
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    NEC V4 supercharged 2 stroke engine

    Recently we had a look at a Villiers V4 2 stroke which used a supercharger to send mixture to a shared crankcase.

    Here's an old NEC V4 liquid cooled 2 stroke, it was built in 1910. It has a 3 chamber supercharger. Two of the chambers send air direct to the piston controlled transfer ports. The third chamber sends mixture to a cylindrical rotary valve, which then opens after the transfer port. The objective being to purge exhaust gas, from the cylinder, before mixture is transferred via the transfer ports.

    Other features include, cast iron cylinders with integral head, cast iron deflector pistons, and copper water jackets.

    This engine, which is on display at the Science Museum in London, is thought to be the first supercharged aero engine, and it is featured in Setright's book "Some Unusual Engines"

    Some more photos and text here:
    http://www.practicalmachinist.com/vb.../t-112596.html
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  9. #1029
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    Quote Originally Posted by tjbw View Post
    Well it's the weekend, so some might like to contemplate this drawing.

    To be fair the author commented on a revision to this shortly after it was posted, perhaps he should have corrected the drawing too.
    I guess the problem with the drawing I posted was due to the graphics being delegated to someone who didn't fully understand the request, which was to add a breather hole at the top of the transfer port. The hole was added, but the transfer was shaded (closed), so no mixture would ever reach the cylinder. It doesn't help either if the centrifugal supercharger is rotating in the wrong direction.

  10. #1030
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    14 unconventional engines

    Here's a 13 minute video, uploaded by VisioRacer on youtube, with "14 unconventional engines". Includes 2, 3, 4, 5 and six cylinder engines, and also a Rolls Royce turboshaft engine.

    https://www.youtube.com/watch?v=iaCIidQ1Mjs

  11. #1031
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    Quote Originally Posted by tjbw View Post
    No lag with the supercharger. I'd love to see some of the proven solutions, including more photos and info on the engine in your post.
    Snowmobiles have run turbochargers like the engine pictured for a long time. Some ran variable vane turbines to reduce lag. The engine pictured developed around 800 hp with nitrous injection. Below are some more pictures.

    The most noted supercharged and/or turbocharged two strokes were the Napier Nomad and the Rolls Royce Crecy. Single cylinder test engines for the Crecy developed a BMEP of 321 psi with an intake pressure of 36 psi and an exhaust back pressure of 12 psi. Gas turbines were a better solution for aircraft.

    Lohring Miller

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  12. #1032
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    Napier Sabre technical animations.

    These may be of interest to some, the Sabre also being a powerful piston aero-engine, that did see service.

    http://www.hawkertempest.se/index.ph...ergio-pasquale

  13. #1033
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    Academic research paper on 2T DI/Jet Ignition.


  14. #1034
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    Hardly "unmanageable."

    Quote Originally Posted by WilDun View Post

    The 500cc H1 Kawasaki and the 750cc H2 were the ultimate in unmanageable street bikes, but they did thrill (and kill) us young "tossers" so that was the end of the British bikes.
    I bought my 1st H1 as a ride to work commuter, partly because I didn't want wear out my sporty Triumph
    doing such mundane miles, & partly because in those days it was too likely to be stolen, if left outside.

    I got flak from my Brit-bike mates for going Nippon & 2T, but yet, they had to respect its capabilities..

    H1 was not "unmanageable" - at 500cc it had enough low rpm torque to purr about on, even economically,
    & with the powerful electronic ignition, not foul plugs either..

    They didn't steer nicely like the Brit bikes of the day, for sure - despite Kawasaki changing the angles etc,on
    every model change, but stay rubber side up & the ground clearance/roadholding was ok..

    The H2 was even more docile, but as shown below, made a good production racer, even in Europe.

    http://www.kawi2strokes.com/forum/vi...hp?f=22&t=1350

  15. #1035
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    I stumbled upon this video: https://www.youtube.com/watch?v=SL1uwRtqPWE
    Crank phase variaton on the fly - I love it.
    I just hope Flettner doesn't see this; I'm afraid he wouldn't be able to resist...

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