ESE's works engine tuner

[breezy]

Engine Losses - 62.4 percent

In gasoline-powered vehicles, over 62 percent of the fuel's energy is lost in the internal combustion engine (ICE). ICE engines are very inefficient at converting the fuel's chemical energy to mechanical energy, losing energy to engine friction, pumping air into and out of the engine, and wasted heat.

Advanced engine technologies such as variable valve timing and lift, turbocharging, direct fuel injection, and cylinder deactivation can be used to reduce these losses.

maybe its that simple

[Ocean1]

As a total aside, at Orbital ages ago, we set up a motoring rig and on this was a 4cyl 4T engine, but no head. At 2 - 3k rpm, oil was collecting on top of piston. Stop it, wipe it, re-run it and the same. My conclusion from that was that while oil control rings are very important, some form of high pressure above the piston during the cycle is further necessary to prevent oil migrating upwards to above the piston. So, given the Ryger doesn't use oil, say no more than a 4T, then either its piston or rod or mechanism must at least be subject to a positive pumping pressure.

Or there's a low pressure, (vacuum) maintained in the crank case?

[husaberg]

Engine Losses - 62.4 percent

In gasoline-powered vehicles, over 62 percent of the fuel's energy is lost in the internal combustion engine (ICE). ICE engines are very inefficient at converting the fuel's chemical energy to mechanical energy, losing energy to engine friction, pumping air into and out of the engine, and wasted heat.

Advanced engine technologies such as variable valve timing and lift, turbocharging, direct fuel injection, and cylinder deactivation can be used to reduce these losses.
maybe its that simple

charge cooling........any method of fuel injection should lead to better control over low speed emissions

Or there's a low pressure, (vacuum) maintained in the crank case?

Now we are talking, things spinning in vacuums have little friction.

Pretty sure most old style supercharged two strokes had no modern reed valves or fuel injection.

[Ocean1]

Now we are talking, things spinning in vacuums have little friction.

Pretty sure most old style supercharged two strokes had no modern reed valves or fuel injection.

You don't get nothing for nothing, If you pump the case down to bugger all you've just increased the effective compression without the usual penalties, but you've still got to pump air into that cylinder somehow, eh?

[husaberg]

You don't get nothing for nothing, If you pump the case down to bugger all you've just increased the effective compression without the usual penalties, but you've still got to pump air into that cylinder somehow, eh?

Not when you are not using the traditional crankcase.
Anyway from memory with a two stroke its 1/3 losses for additional crankcase compression pressure without cooling.

[Flettner]

What if, there is more than one way to get linnear motion apart from a scotch yoke. A crank within a crank using a fixed gear on the case, hard to explain without showing it but the upshot is a linnear movement, rod and piston could be one, with the rod ( round )and piston being guided by a bush ( and seal ) under the piston but above the crankcase. Piston might not even need rings as we know them. Occilating components could be made very lite. I saw this mechanisim on a Dutch printing machine once

Could an exhaust chamber have a half wave ( you know, work at twice the length with two lots of pulses running up and down over each other ) ie a chamber thats good for 15,000 might also be good for 30,000?
If this is all true Frits, don't answer

[ken seeber]

I think we should be thinking simple, really simple. Frits reckons 98% of the parts are OEM VM parts so it can't be too much different. Also consider that a crude assumption or fact about an IC engine is that of the fuel energy, 30% goes to power, 30% to engine heat and 30% to exhaust. If the engine is 70 hp = 52 kW. That's a shitload of energy at your disposal, at a relatively high grade. Have no idea of what energy is used in performing the well understood "expansion chamber function", but I just can't see it being anywhere near 52kW. Otherwise, it is just escaping out the tailpipe as waste heat and a nice noise.

[Sketchy_Racer]

May not be of relevance,

But in regards to the Ryger, Frits can you answer whether the motor idles like a normal 2T. For example 1500-2000 RPM idle speed

[husaberg]

What if, there is more than one way to get linnear motion apart from a scotch yoke. A crank within a crank using a fixed gear on the case, hard to explain without showing it but the upshot is a linnear movement, rod and piston could be one, with the rod ( round )and piston being guided by a bush ( and seal ) under the piston but above the crankcase. Piston might not even need rings as we know them. Occilating components could be made very lite. I saw this mechanisim on a Dutch printing machine once

Could an exhaust chamber have a half wave ( you know, work at twice the length with two lots of pulses running up and down over each other ) ie a chamber thats good for 15,000 might also be good for 30,000?
If this is all true Frits, don't answer

Not hard to draw its a rack.
Are you meaning this

Actually have a look here

https://grabcad.com/library/most-lik...m?per_page=100

Yes they do, some good some bad all in patterns. Wob and Frits have mentioned them pretty sure Jennings covers them. harmonic?
I remember there was alternate length calculations in the old 4 stroke intake calculations.

https://youtu.be/fiJKeyHk-II

[breezy]

Not when you are not using the traditional crankcase.
Anyway from memory with a two stroke its 1/3 losses for additional crankcase compression pressure without cooling.

"Vacuum tube-based transport has a lot of things going for it. Speed, for one. Anyone who has spent time on a fast motorcycle knows that even without any wind, the air itself is a brutally powerful force working against your engine as you get up above 125 mph (200 km/h). In fact, air resistance is the number one problem to combat as speeds increase." (taken from maglev site):


so running in a vacuum is frictionless? things get sucked into a vacuum? like a black hole in star trek..() " engine revs to 30,000rpm".... then goes into melt down?. wonder why hp only quoted at 17,000 rpm.

maybe the crank, if its isolated / insulated from engine is made to work like maglev systems at certain times

[dtenney]

My bet is the Ryger motor is a short stroke motor utilizing the FOS port system......thus the high rpm with the time area needed for the motor to breathe.

[breezy]

My bet is the Ryger motor is a short stroke motor utilizing the FOS port system......thus the high rpm with the time area needed for the motor to breathe.

still with some kind of help with the breathing of the engine as well, to counteract the time the very short time the ports are open at high rpm. vacuum pumps/pressure pumps, cat convertor on exhaust. forget about using exhaust supercharging with return wave, use it for something else.

[jonny quest]

Bringing up the idle is a point I made too. I'd guess it's very high.

Trans oil to lubricate crank. Two reed valves. One installed in reverse for below piston to relieve pressure, the second higher with direct intake over piston.

The low reed is plumbed into airbox.

That's my guess.

Frits, can you answer this? Is the Ryger easy to start?

[Yow Ling]

Rhomboid drive ?
is the 98% by mass or parts count?

[Frits Overmars]

Could an exhaust chamber have a half wave ( you know, work at twice the length with two lots of pulses running up and down over each other ) ie a chamber thats good for 15,000 might also be good for 30,000?
If this is all true Frits, don't answer

Let's look at it from the other side. And let's stick to rev numbers that don't scare everybody.
Say you have an engine with a pipe that is working optimal at 12,000 rpm. Then at 2/3 x 12,000 rpm (that's 8,000) it's pure disaster: the pipe pulses will shove the washed-through mixture all the way back into the crankcase just before the transfers close, and then suck the remaining cylinder contents out of the cylinder just before the exhaust closes.
But at 1/2 x 12000 (you do the math) it's looking better again. The pipe will shove mixture back into the crankcase alright, but then it will suck it back from the crankcase into the cylinder for a second time before the transfers close, and send a second stuffing pulse to the exhaust port just before it closes.
So yes, a pipe that is designed for 12,000 rpm, will also do some good at 6000 rpm (a little lower actually because the exhaust gas temperature at 6,000 rpm will be lower than at 12,000 rpm).