1000cc two stroke

[FilthyLuka]

so what chance a bunch of enthusiastic novices in a shed of producing something (Barring in mind JB had the money to back up research & development) that would hold together? I feel a Youtube moment coming on.

If the enthusiasts consist of fulla's like yourself, ixion, imdying and a few others that come to mind, i would guess the chances would be rather high.

Im currently stacking up docs and white papers that im finding on the internets and off folk like yourselves...

A project is doomed to failure if the planning isn't done

[T.I.E]

can ya make me a sv2000s? V4? put two sv engines together?
maybe two tl1000r engines would be better?

[FilthyLuka]

can ya make me a sv2000s? V4? put two sv engines together?
maybe two tl1000r engines would be better?

Would probably be alot simpler than this project...

[Ocean1]

RGV bootm end wouldn't work. No way the crank would take it , or the main bearings, and like the man said, crankcase just can't pump enough air. Remember, on a two stroke the crankcae is a pump. Pumps gotta be big enough.

Buell/harley gearbox should be heavy enough, it''s torque that matters most to a gearbox, and two strokes don't deleop so much of that. Gearbox bearings will be going faster than they were designed for, so the lubrication may be an issue.

I thought one of the design criteria for 2T cases was minimum volume, to optimise downstroke compression ratios. If so you’d make the crank first, then the cases, with minimum comfortable clearance from the crank swept path.

Think a Buell box would be heavy enough, 150hp examples exist and if you’re worried about a bit extra you could just change the primary drive ratio up and compensate at the back sprocket. Can’t see revs being an issue, bearings are rated to more than standard revs. Clutch might need attention though, for both torque and rev reasons, but again I think it’d be worth trying the standard set-up with slightly heavier springs if nesc.

There’s already kits available to convert Buells to chain/sprocket final drive, not that the belt’s necessarily a weak point but you’re going to be messing with ratios and sprockets are cheap…

Its a theoretical situation, why throw money at a project before the plans have been made?

I wan't to figure out what the best way to make a 1000cc two stroke Vtwin is, figure out what frame would be best suited for the application, work out the rough cost and go from there.

Buell frame, mount the engine off modified heads to existing frame mounts, handles well and is rigid enough. Only thing I’d be worried about is the frame work hardening and cracking from vibration, so use modified standard Buell rubber mounts.

Only reason I like the idea of a V2T is because there’s a big difference between an IL2 4T and a V2 4T, the most attractive of which is good tractable power from the V. So I’d be fascinated to see how a V2T would behave.

How about a composite carbon/kevlar one?

/edit: Rough cost...10 metres of 195gm dual twill, about a thousand bucks, plus another $200 for resin... $300 for misc supplies. Probably make it for under $2000, assuming all went to plan (which it wouldn't). Then we just need some sucker to test ride it

High risk design issues, very cool but it’s adding unnecessary work to the engine development. Save it for the #2 prototype.

[FilthyLuka]

I
High risk design issues, very cool but it’s adding unnecessary work to the engine development. Save it for the #2 prototype.

Err... i actually have a buddy of mine who can do that for me provided i draw up the plans and give him enough money/beer.

Im currently staring into an RGV 250 Crank Case, trying to work out a decent design for transfer ports, might just completely rip off the RGV250 Crank-Case Design, draw up a custom crank and change some of the dimensions to suit the CR500 top ends. Its the transfer ports are whats kinda worrying me, seeing as its a 500 cc cylinder, not a 125, obviously the transfer ports would need to be considerably bigger.

(and guys, making a custom engine has been a dream of mine for quite some time, and now im actually earning the funds to be able to go out and do it. The second the Gixxer is all sorted and the next lot of funds come through, there will be a CR500 donk in my garage. If all else fails, i will fit the stock cr500 to a NSR250 frame and have a track bike...)

[deanohit]

I remember seeing in Dirt Wheels a few years back a completed CR1000V engine made from 2 CR500 engines that was built in Europe, it was being put in a quad bike built for hill climbs like Pikes Peak.

[Ocean1]

Err... i actually have a buddy of mine who can do that for me provided i draw up the plans and give him enough money/beer.

Im currently staring into an RGV 250 Crank Case, trying to work out a decent design for transfer ports, might just completely rip off the RGV250 Crank-Case Design, draw up a custom crank and change some of the dimensions to suit the CR500 top ends. Its the transfer ports are whats kinda worrying me, seeing as its a 500 cc cylinder, not a 125, obviously the transfer ports would need to be considerably bigger.

(and guys, making a custom engine has been a dream of mine for quite some time, and now im actually earning the funds to be able to go out and do it. The second the Gixxer is all sorted and the next lot of funds come through, there will be a CR500 donk in my garage. If all else fails, i will fit the stock cr500 to a NSR250 frame and have a track bike...)

Edit: Carbon frame design is tricky, need to specify load cycles etc, could talk to High Modulus in Warkworth.

Don't think Mr Suzuki is going to be too worried about you lusting over his case porting arangements, but they're a component of the overall porting design, so if you're going to use CR500 top ends why wouldn't you copy Mr Hondas cases? ANd CR500 cranks for that matter, just need to figure out the centre bearing/seal.

[F5 Dave]

. . I posted the major reason not to bother though, here. Bliss.

Well it'd be ok for poppin down to the shops. . .

[deanohit]

Thought you engineering fellas might also be interested in this, the Desmo Harley. Completely custom crankcase to make the Desmo gear work, pretty unique.

[Ocean1]

I remember seeing in Dirt Wheels a few years back a completed CR1000V engine made from 2 CR500 engines that was built in Europe, it was being put in a quad bike built for hill climbs like Pikes Peak.

Details man, dimensions, spec's...

Thought you engineering fellas might also be interested in this, the Desmo Harley. Completely custom crankcase to make the Desmo gear work, pretty unique.

Wonderful entheusiasm. But why bother?

[FilthyLuka]

Edit: Carbon frame design is tricky, need to specify load cycles etc, could talk to High Modulus in Warkworth.

Don't think Mr Suzuki is going to be too worried about you lusting over his case porting arangements, but they're a component of the overall porting design, so if you're going to use CR500 top ends why wouldn't you copy Mr Hondas cases? ANd CR500 cranks for that matter, just need to figure out the centre bearing/seal.

That was the plan, its just i don't have a Honda two smoker V-twin crank case readily available

Alot of this is going to be more clear once i actually see the internal workings of the CR500 so my brain can put a picture to the idea

Thought you engineering fellas might also be interested in this, the Desmo Harley. Completely custom crankcase to make the Desmo gear work, pretty unique.

No sir i don't like it

[deanohit]

Details man, dimensions, spec's...

I know, I know, I'm busy furiously looking through my mags at the mo' looking for the article!

[Pixie]

Why a V-twin,other than fashion?
They make so much engineering sense - that's why Rotax don't make one.
The sensible layout for a two stroke twin is a parallel twin.
Ditto for a two stroke four it's a square four - RG's and RZ's were squares - anything with 2 crankshafts is a square.

Work out how much this home built will cost.
Go and buy any sprotbike that will outperform it.
Spend the savings on whores and drugs.

[Ixion]

..
Im currently staring into an RGV 250 Crank Case, trying to work out a decent design for transfer ports, might just completely rip off the RGV250 Crank-Case Design, draw up a custom crank and change some of the dimensions to suit the CR500 top ends. Its the transfer ports are whats kinda worrying me, seeing as its a 500 cc cylinder, not a 125, obviously the transfer ports would need to be considerably bigger.

..

Transfer ports are more or less determined by your reed valves, and piston. Bear in mnd that the crank is going to be substantially bigger thana 125 cyclinder crank. Ditto main bearings.

I rather like the idea someone had of joining two CR500 crankcases.

Re V twin versus parallel twin. One problem with big two stroke parallel twins, is that because the crank on a two stroke normally ends up wider than on a four stroke (cos of the centre ebarings and seals,, or labyrinth, the rocking couple gets quite big, which means lots of vibration. The T500, f'instance will vibe your feet of the pegs. And that rocking vibe tends to twist the crankshaft, cos a built up crank can never be as rigid as a forged single piece crank. That leads to all sorts of issues, high cylinder wear and eizure, primary gear noise or failure (a good reason to use a chain or belt primary) . Or, broken crankshafts. V Twin has better inherent balance

[Ixion]

,,,

Work out how much this home built will cost.
Go and buy any sprotbike that will outperform it.
Spend the savings on whores and drugs.

So, where can I buy this two stroke sprots bike ? Huh, huh? Don't need whores or drugs if you've got a two smoker.