Hardcore Biker
& good guess, but never fear, I think it is actually one of your old mate Leo M's 2T Kawasaki 750/3s..
Here is a Norwegian tuned one running 39mm carbs.. ~120 hp, not too shabby for a primitive old piston port machine..
http://s1240.photobucket.com/user/jy...r3is6.jpg.html
Forum whore
A tuned H2 producing 100 hp @ 9000 rpm in 2013? That doesn't sound like Leo. My street-H2 made about that power @ 7500 rpm 40 years ago.Originally Posted by Hemi Makutu
Couldn't your graph have been from one of Leo's 500 cc triples?
Hardcore Biker
Leo has been hobby developing/racing those basic old-school triples for quite some time, & with good results.
He has dyno'd those new German billet triple heads & confirmed that they are worth a ~10% power increase,
- on both the stock set-up & on power-tuned mills.
Adit: ( Funny thing, although 'husaberg' has apparently lost interest in posting here in "his" thread, & claims to put me on "ignore"..
...never-the-less he has just red-repped me for this post.. - shame on you Glen)...
Last edited by Hemi Makutu; 20th November 2016 at 21:42. Reason: Adit:
Hardcore Biker
Hemi,
Adit: ( Funny thing, although 'husaberg' has apparently lost interest in posting here in "his" thread, & claims to put me on "ignore"..
...never-the-less he has just red-repped me for this post.. - shame on you Glen)...
Not sure what this is all about. Doesn't sound great though. Some time ago there was some Oz dude, was it JAW, JAZ or something like that, who got a bit out of hand by seemingly one-upping everyone. Sort of killed the thing for a bit. It was a shame. Husa is a legendary contributor to the pages I read, namely ESE and Foundry. He, like everyone else I am sure, runs short of time every now and then and therefore can't contribute continuously all the time.
Cheers
Ken
Hardcore Biker
" Husa is a legendary contributor"
Agreed, and husa is also brilliant at finding relevant links, wish I knew how he did it, even though google is my friend too
Hardcore Biker
Posted by Freeze HD on youtube:
https://www.youtube.com/watch?v=MfO9...E&spfreload=10
Hardcore Biker
Hemi,
Not sure what this is all about. Doesn't sound great though. Some time ago there was some Oz dude, was it JAW, JAZ or something like that, who got a bit out of hand by seemingly one-upping everyone. Sort of killed the thing for a bit. It was a shame. Husa is a legendary contributor to the pages I read, namely ESE and Foundry. He, like everyone else I am sure, runs short of time every now and then and therefore can't contribute continuously all the time.
Cheers
Ken[/QUOTE]
Well Ken, I'd have thought that the more interesting posts added - the better.. with no need for a 'dummy spit'..
& just how technical accuracy can be misconstrued as an emotive "one upping" or thread "killing" thing is strange to me..
I know Glen can do a decent post, & over on the bucket tuner thread - I recently openly complimented him,
& indeed green repped him - for the excellent Bimota V-Due update he put up..
But I can also see that he's not "too busy" to have put quite a few needless (& plainly malicious) red-reps on my posts..
Anyhow, this pipe/gas flow design data link belongs here: www.chengfluid.com/flow_conditioner
Adit: Now this very post has received just such a needlessly malignant red-rep from "Husa.. ...a legendary contributor",
so hey - that "legendary" record as a "contributor" is sure looking tainted now, eh you jokers...
Last edited by Hemi Makutu; 22nd November 2016 at 21:19. Reason: Adit:
Forum whore
Hemi, I think this is a once in a lifetime-opportunity to prove that you're above this.
Hardcore Biker
Hemi, I think this is a once in a lifetime-opportunity to prove that you're above this.
Now - its true that I have 'a touch of the tarbrush' - along with some Neanderthal - in my DNA...
Yet it is surely up to Glen to contribute something to this thread - other than sour grape red-repping.
Alright, back on topic....
On another thread, the supposed propensity for hard running 2Ts to 'nip up' ( piston/bore heat seize)
on shutting the throttle after a WFO period was discussed.
I suggested an old safety trick of killing the ignition while holding the throttle WFO ( wound fully open)
would offer both cooling/lube & engine braking too.
While I have habitually done so on air-cooled 2Ts, today being summery warm, I grabbed an RZ 350 LC
out of the back shed & ran it up to full heat soak ( middle of temp gauge range in ~27` ambient),
then tried the WFO on killed ignition trick, on a long steep down hill section.
Although the RZ (with P-Vs shut & reed valve induction) didn't offer much engine braking, I was surprised
at how quickly the temp gauge needle dropped into the cool running zone, ( within seconds) & that it
took several minutes of hardish running to get it back up to the middle mark again.
I may put a thermocouple under the plug washer of the centre cylinder on one of my air-cooled triples & see
what that does too...
Hardcore Biker
There is another Bourke engine: a HCCI, fuel-injected, two-stroke. Developed 1918-32
Sealed crankcase, under-cylinder transfer chambers.
Fuel injection to transfers
Three layer bearing at yoke for speed reduction.
From a Hot Rod magazine article (July 1954)
2 cylinder 30ci = 490cc (or 491.612 for Frits)
Weight 38lb = 17.7kg (or 17.6901)
Power 114hp @15,000rpm (imagine if it had decent transfer ports)
Successfully run up to 20,000rpm.
In 1968 Russell Bourke said: The refined scotch yoke solved everything for me. Its geometry is such that the twin pistons remain at T.D.C. longer, long enough for the extremely rapid hydrogen-oxygen combustion process to burn all of the fuel before the down stroke really begins. I use compression ratios up to 24-1, which gives the high pressure and temperature needed to trigger the explosive combustion. When a cylinder fires, its piston acts as a projectile and the entire piston and rod assembly moves. As it moves, kinetic energy is transmitted to the crankshaft.
Initial combustion temperature is higher than poppet valves could stand, but as the piston moves on its down stroke, cylinder volume increases. All the fuel has burned, however, and cylinder walls are not seared with flame. Instead, the expanding gases act just as scientific laws say they should - as a refrigerant. The pressure of still-burning fuel is not suddenly valved out to the atmosphere to make a loud noise. There is no exhaust flame throwing heat energy to waste. My engines exhaust is so cool that a man can hold his hand close to the ports without harm.
The straight-line motion of the pistons eliminates piston slap, there is no valve clatter or gear whine, the exhaust is muted. The hydrogen-oxygen combustion does not produce carbon monoxide. If my engine were in general use we would never hear of monoxide deaths or smog caused by these engines. As the pistons are interconnected the crankshaft never feels their reciprocating forces and counterbalancing is not needed. The action of the yoke is such that 100 percent balance is possible for the crankshaft; it spins as smoothly as a flywheel. You might guess that the engine would shake from piston action but it does not, because the twin piston assembly is free as it can't transmit its reciprocating forces to the body of the engine, and also absorbs those forces within itself. It is simply thrown back and forth, explosion forces reacting against momentum forces so that things are cancelled out, as in a free piston engine, which it is.
The engine burns straight fuel like any four-stroke cycle machine. As can be seen in the drawing, the crankcase is separated from the cylinders. Piston blow-by does not go into the crankcase but is re-circulated via incoming charges. Oil in the crankcase is not contaminated and lasts indefinitely. The cylinders and pistons are lubricated by small oil holes which leave a metered amount of oil between the piston and walls. There is no poor idling or spark plug fouling such as is experienced when oil is mixed with two-cycle fuel. Each piston produces a power stroke on every revolution and as twin pistons are the foundation of the idea, there are two power impulses for every revolution. Any number of twin-piston power units can be bolted to a variety of bases to give power clusters of any desired output.
There is a reason for each and every detail. The engine can stand detonation pressures because there is no connecting rod angularity or crankpin bearings to suffer intolerable shock loads. Pistons have turbulating fins on them to impart tornado action to the incoming charges. This makes unburned charges rush past open exhaust ports without going out through them. Piston skirts are split and preloaded against the cylinder walls so there is heat transfer when the engine first starts. If pistons were a loose fit their heads would overheat from detonation before the rest of the metal expanded enough to dissipate heat into the cylinder walls. Connecting rods are bored out to help dissipate any heat into the crankcase oil, this, along with the coolness of incoming charges under the pistons, keeps the national leather seals from scorching. Slipper-type bearings in the yoke have large area and are made of shock resistant alloy, so they withstand detonation easily.
I have run my engines up to 2,000 hours without noticeable wear. They respond to the throttle without faltering. I have had them reach speeds of over 20,000 rpm without harm and the only apparent speed limitation is in the ability of an ignition system to produce sparks that fast. They run well on cheap fuels such as brown distillate, and as for economy, my little 38 pound 30 cubic inch job gave 76 hp at 10,000 rpm and at an easy 6500 rpm burned only one gallon per hour. The Bourke Cycle engine comes closer than anything else that I am aware of to completely fulfilling the five desirable attributes for an efficient internal combustion engine laid down by the unfettered mind of de Rochas a century ago.
*************
Heaps of details & pics & links to more stuff here:http://www.projectbourke.com/
You can even buy the blueprints & the operating handbook.
Copyright (C) ProjectBourke.Com & Bourke-Engine.Com - All Rights Reserved
Forum whore
I don't believe it, I bet the bugger shakes. How can it not unless you run at least four banks of these at 180 degrees to each other. Forget all the other stuff but it does have a Ryger style under piston, and HCCI back then! I bet Ryger studied this engine at length.
Hardcore Biker
This replica doesn't seem to shake too much.
His idea is that it's basically a free piston engine, with the inertia cushioned by the compression/combustion at the end of each stroke.
He doesn't think its a 2 cylinder, two-stroke either.
It's a duel piston, mono-stroke with all functions,( induction, compression, combustion & exhaust) completed twice in one cycle/revolution.
His original prototype was an X4 radial (He was a WW1 aircraft engine instructor)
Later ones were the flat twins, or banked together as flat 4's & 6's.
Got to give him points and respect for some Very Advanced thinking.
(We do stand on (or peak over) the shoulders of Giants)
Cheers, Daryl.
Forum whore
Sure. And that compression pressure presses alternately against the left-side head and the right-side head. Can you guess the result of that?
I've never seen a better description of a two-stroke twinIt's a duel piston, mono-stroke with all functions,( induction, compression, combustion & exhaust) completed twice in one cycle/revolution.
Muddler/Dabbler.
A guy who can design and build his own engine is no 'dummy' for a start and people like Mr Bourke are not likely be given to bullshit -The fact that he had it running at all is a great achievement.
Unfortunately in today's world and after the (extremely interesting) Wankel disaster, no manufacturer would be game to risk trying to start something new and unproven.
Why would manufacturers who are doing well with constant tiny modifications to existing technology and raking in big profits want to dump everything and take on something new anyway? - Case in point, almost everything to do with the internal combustion engine is now based around the four stroke despite it's high cost, complexity, weight and lack of compactness!
After all, we in the motorcycle world know that the manufacturers of these engines even managed to gang up on the already established two stroke market and almost wipe it out, so when they can do this, why should anyone even try?
Guess it's because they love to try and it's as good a reason as any! - that's where the Bucket Boys come in!
Strokers Galore!
Forum whore
Don't get me wrong, good on the guy and some interesting thinking going on but to say it's balanced (or doesn't shake) can not be accurate. It's kind of like saying my twostroke parallel twin is balanced because the combustion forces bounce the piston back where it came from. My twostroke twin is not balanced and although from a distance it looks ok it's not fun to be around up close -- until I fitted the balance shaft.
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