ESE's works engine tuner

[Frits Overmars]

Re LPG in a daily-driver, Frits do you ever have cold start-up problems in mid-winter, before there's any heat around the regulator? I once owned a propane-powered Twin Coach bus that had this issue.

If there were predictions of below-zero temperatures, I would switch to petrol the night before, before turning the engine off.

Still entertaining faint hopes you will comment on my notions, if they are not utterly unworthy of comment, in post 16109, page 1074 . .

Now let me leaf back to that post. By the way, it would help if you would give a direct link to the post in question.
You can do that by clicking on the post number and then copying and pasting the link that appears on top of the page. In your case it would have been http://www.kiwibiker.co.nz/forums/sh...post1130810898

Now that I've found it, I'll read it once more and try to find what I've missed.

[Frits Overmars]

I remember; all I missed at the time was the time to react to your flood of proposals .

My first notion for a 24/7 system was to use two carbs.

My ideal was, and is, to get rid of carbs altogether. And I certainly would not want to use two of them. Been there, done that.

My current suggestion is to locate the second (24/7) carb on the side of the cylinder opposite the exhaust, directly above the lower portion of the boost-port. I would re-direct the bottom of the boost port to connect directly and smoothly with this second carburetor, and plug off its previous connection to the crankcase.
Now rather than having a modern-style skinny boost-port, one could try an older-style wide boost-port, as used to be seen in some lower-power 2-strokes

You said it. A modern-style skinny boost port would be far too small; older-style wide boost ports would mean giving up decades of transfer port development.

Or, you could have dual boost-ports. Or, you could make your direct connection to the B transfer ports. Or to the "finger-ports" that we used to grind into old-fashioned 3-port cylinders (I have several such engines, mostly Konigs).

A 500 cc König makes the most beautiful sound and almost as much power as a 25 year-old 250 cc Yamaha or Honda. I wouldn't use it as a reference.

You could end up having only the "A" pair of transfers connected to the crankcase, rather like very old loop-scavenged 2-strokes, and none of the other ports would come into play until the engine got up to "pipe-speed.... it would solve both the problem Frits had with lack of lube to the bearings... The crankcase is always getting lubricating oil from the primary carburetor.

...Assuming that the engine will still breathe through that primary carburettor, even though there are more and perhaps easier ways for it to inhale. And even if it does, air speed through that primary carb will drop and the mixture will go lean. Yeah, you can correct that with the second carb; the one that I don't want. Remember KISS?

[wobbly]

More free power - Egor.

[Flettner]

Thank you for your LPG replies, I've been given a chance to manufacture some 700 twin engines but the customer wants them to run on LPG. No problem with everything else but I've not had a lot to do with LPG so this will be interesting. Thankfully they will be running at constant RPM's.

[Mental Trousers]

NOTE post #16193 now has an attachment that Frits asked me to add a week ago. http://www.kiwibiker.co.nz/forums/sh...post1130813132

Much obliged Shane. Now if you could change the name of the zipfile from fritz.zip to frits.zip, I'd ask you to marry me.

Whoops. Fixed.

Thanks for the offer but I have no wish to have 2 mothers inlaw.

[Frits Overmars]

Thank you for your LPG replies, I've been given a chance to manufacture some 700 twin engines but the customer wants them to run on LPG. No problem with everything else but I've not had a lot to do with LPG so this will be interesting. Thankfully they will be running at constant RPM's.

You will of course inject the stuff. But in case you don't, you should know that the converter contains a large membrane that is affected by longitudinal and lateral g-forces. Best place the converter so that acceleration richens the mixture, braking leans it, and cornering doesn't affect it.
Come to think of it: constant rpm indicates airplane use, doesn't it? Then you have air pressure variations to worry about as well. Use injection, not the converter.

[monkeyfumi]

I never knew Australia was a part of Holland

Before it was Australia, one of its names was "New Holland"...

[Flettner]

You will of course inject the stuff. But in case you don't, you should know that the converter contains a large membrane that is affected by longitudinal and lateral g-forces. Best place the converter so that acceleration richens the mixture, braking leans it, and cornering doesn't affect it.
Come to think of it: constant rpm indicates airplane use, doesn't it? Then you have air pressure variations to worry about as well. Use injection, not the converter.

Thankfully not Aviation and thankfully not on the move. Also thankfully pipes can be straight ( header will have a bend ). I think this is an opportunity not to miss out on. The customer wants to pay for them and I get hours of test time on his ticket. ( even if it is on LPG ).

[husaberg]

I never knew Australia was a part of Holland

Before it was Australia, one of its names was "New Holland"...

New Zealand (Or New Zeeland)as well, is named after a part of the Netherlands, but the First Dutch fella as well as never noticing Cook Straight, He was also not that emamoured with the inhabitants and would not accept except their invitation to stay for lunch.

[wobbly]

He must have seen the Palangi Pot

[ken seeber]

I never knew Australia was a part of Holland; liquid LPG injection was developed by the dutch company Vialle over 20 years ago (or maybe 30 years; I'm not sure).

I don't question that Frits.

New Zealand (Or New Zeeland)as well, is named after a part of the Netherlands, but the First Dutch fella as well as never noticing Cook Straight, He was also not that emamoured with the inhabitants and would not accept except their invitation to stay for lunch.

Maybe neither group found the other group delectable The reality probably was that our locals were told about the liquid LPG injection around 350 years ago and now Ford/Boral/Orbital got it into production. We're on the ball over here !

Around 6 years ago the Oz fed and state governments were offering decent incentives (around A$2k per car) for people to convert their cars to LPG and an industry grew. The logic was there, we have tons of gas over here and we were/are selling it for around $0.02 per litre to overseas, at the same time we are essentially importing all of our petrol. The mixers around then were Oz made, multiple parts and expensive. We decided to enter the fray with a cast one piece design, that featured a cored channel feeding into the venturi via a full circumferential slot. Worked a treat. Set up the production tooling etc and the next day the gov'ts decided to drop all incentives for conversions. The whole industry collapsed overnight. As I said, we're on the ball over here and LPG as a fuel is not as common with diesel becoming more so.

[TZ350]

Kel won the first race and bettered the lap record to but unfortunately DNF'd in the second and was unable to start in the third.

The finishing order of the 1st A grade race was 2T 4T 2T 2T - 2nd race 4T 2T 2T 4T and the same again for race 3. The 50's of F5 Daves and Tim circulated mid field in A grade, no mean feat for 50's as the pace in A grade was very fast and furious.

The Second round of the 2014/15 North Island Series was a huge hit this weekend.

A-grade had 20 bikes lined up for the first start along the short and narrow, yet very technical circuit.

Great race report and pictures by Moto4

The results of round 2 of the North Island series are up on Mylaps now:
http://www.mylaps.com/en/events/1104229

As many of you are aware, we had a few problems with the timing loop under the track.

[mr bucketracer]

Kel won the first race and bettered the lap record to but unfortunately DNF'd in the second and was unable to start in the third.

The finishing order of the 1st A grade race was 2T 4T 2T 2T - 2nd race 4T 2T 2T 4T and the same again for race 3. The 50's of F5 Daves and Tim circulated mid field in A grade, no mean feat for 50's as the pace in A grade was very fast and furious.



Great race report and pictures by Moto4

no no second was 4t 4t 20hp (-; 2t and 2t fixed lol

[TZ350]

no no second was 4t 4t 20hp (-; 2t and 2t fixed lol

You are right ..... muffed that one, glad I am not the race reporter.....

The Team GPR Videos from Taumarunui are starting to appear here:

First race, Scotty's bike, a view with a difference.

[TZ350]

All the 2T's at Taumarunui were interesting, this one took a 4th and two 3rd places in A grade. It runs a TF125 farmbike engine, (for those interested in racing a 2T, they still make TF125's new so plenty of engines around). This one has been modified for a triple exhaust port and runs an exhaust temperature data logger.



A Team GPR bike with an H2O 100cc twin engine, note the two into one muffler, clever.