Fair weather rider
SHRINK FITS.
here is a link for you all, you just have to determine the fit you would like to try,
NOTE, assembly techniques are not discussed, softness and or hardness of materials being used,
If you are using a material that is not strong enough to wit stand the assembly forces required to assemble by force it WILL just be mashed up, assembly techniques such as dry ice, heating or both may be required. It's not as simple as you may think.
http://www.engineersedge.com/calcula...tolerances.htm
No8 Wire Extraordinaire
I'm too stoopid to visualise how that crank is supposed to work but why would the reed be aimed there? I call bogus.Originally Posted by cotswold
Edit, now I look for 30 seconds more, is that a valve, in the head and low low single transfer?
I think I'll hold out for the NSR500 road bike as the more likely option. Make mine the V Twin, no point over egging the pudding.
Don't you look at my accountant.
He's the only one I've got.
Forum whore
Could it be Hondas take on the Ryger bottom end with a detroit diesel top end, looks like a pretty ordinary uniflow 2t with the crank drive stolen from an old shaper, giving the piston different speeds up and down , longer duration power stroke , shorter duration compression. Where are you husa ??
My neighbours diary says I have boundary issues
Forum whore
The alloy plugs cant be weld retained ( but several pressed in dimples on the circumference helps ) so i press them in with around 0.03 to 0.05mm
interference.
The Mallory inserts can be retained by simply melting the crank material into the plug in a couple of opposite arcs on each side, so the press fit can be reduced
to 0.01 - 0.02 .
You have to be careful with this as I have had a crank web split out from the Mallory hole, to the wheel circumference ,as the press fit was too tight due to the
plug being slightly oversize.
Welding of the center axle on twins is often needed - " advised " when there are two press fits on top of each other as we see in rebuildable RD/RZ/Banshee cranks.
The inner press fit simply expands outward into the hole for the big end pin.
This prevents the two inner wheels from turning in relation to each other and wreaking the phase, but usually this only occurs with a seize on one side.
Cranks like RGV and Aprilia etc have integral pins on the inner wheels so should not need welding of the axle if the press is sufficient.
If the big end press fits are not correct then welding is sometimes the only way to keep them true - but is really butchery of the first order.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
Anorak
Been freezing my wet ass off at league.
thinking the same as you I seen something similar earlier, Aye Ken will confirm
I don't like those valves as they lose the sharp pulse energy.
I do like uniflow.
Kinky is using a feather. Perverted is using the whole chicken
Bucket Racer/Crasher
Funny as. The journos mention the fuel injection and how it sprays a cone into the cylinder, but . . . . . if you check Fig 5 there is no injection while the transfer ports are open. It does seem like there is 3 injectors, maybe. The exhaust opens at approx. 115ATDC and the transfers about 10 degrees later. That isn't much blowdown for a crankcase scavenged 2-stroke. They also talk about a 2-stroke screamer, but(again). . . . . .the exhaust valve is pushrod operated which is astounding given the lift required to allow the exhaust to escape the cylinder and the very short duration available to achieve it, about half what a 4-stroke could allow.
I'm with Dave and call bullshit, unless they use forced induction, REALLY forced!
No8 Wire Extraordinaire
Oh well if we are talking `Really forced` it's time for another musical interlude ( yeah its been a few pages but I've been busy).
http://m.youtube.com/watch?v=F5sIXUbMgF0
Don't you look at my accountant.
He's the only one I've got.
still basking in the glory..
unbelievable video.....strange what goes on in peoples minds
still basking in the glory..
Flettners, sleeve valve engine , with up-to-date sleeve and piston materials... got to be a winner
No8 Wire Extraordinaire
And that such people could be your caregivers in later life.unbelievable video.....strange what goes on in peoples minds
Just to help you sleep tonight.
Don't you look at my accountant.
He's the only one I've got.
Hardcore Biker
Hoosa is right, there has been quite a bit of banter on the Ryger behind the scenes.
The Honda engine. No details on the exhaust system, but if you look at the exh and transfer timings, there is around a 7 degree blowdown, compared to around a 30 degree blowdown of a high performance engine (say 192 exh and 132 transfer durations) which might develop max power at 12k. Given this is approx 1/4 of the angle duration, I suggest that the engine is an industrial engine running at 3 to 3.6k to suit a synchronous alternator running at 50 or 60 hertz. That's if it does rely on a matched resonant exh system. It is not a race engine, pushrods, clunky build etc. One feature is the very longs stroke and beam mechanism, possibly to reduce friction due to piston side thrust. Not sure about oil control though. If it does rely on a strong blowdown effect (the Kadenacy effect), then the poppet valves might be a liability. Maybe that's why it looks more like a low speed engine.
"Success is the ability to go from one failure to another with no loss of enthusiasm.”
Forum whore
Might release some details of my latest engine soon, but you will all have to sign a non disclosure ageement
This new version will have vairable everything! compression, ports (throttled transfers), exhaust, crank case, 24/7 reeds and burn no oil. With suitable injection no hydrocarbons out the exhaust, bastardised version of FOS . NOT using direct injection. Who would ever want a fourstroka again?
AND it's 100cc water cooled
It does have a road bike " leagal " gearbox.
BUT I can't say any more
No8 Wire Extraordinaire
Sorry your works rider is broken. You'll have to use someone talented.
Don't you look at my accountant.
He's the only one I've got.
Highway Biker
Frits, do you know Rob Met of MB engines ?
If so , you can mention me , Neil from NZ.
Been interesting reading different things on this thread.
My experience is in model racing engines, mainly 2.5cc and 6.5cc engines.
I have spent many years making mistakes and making the odd discovery as well.
Most I have discovered have been aired here in the many pages of posts by various people.
Little things can sometimes make a big difference on model engines, but I am not not sure how that pans out to
full size engines. One that comes to mind is an engine that I was involved in making,that had a bore of 21.5mm and
a stroke of 18 mm with a rod length of 34mm, transfers were 132 deg exhaust to suite the class type, ie full pipe or
tuned muffler pipe. Then we made a new version of the engine with a bore 20.37,stroke 20.06mm rod length 35.43mm
transfer of 132 deg and again exhaust to suite. When we made the new engine it performed about the same as the shorter
stroke engine. But then the tweaking came. Slightly bigger induction hole and a geometry change gave a substantial increase in
torque. Tried the same mod to the older engine and there was no gain to be seen. Then there was some small changes to the tuned
muffler that gave a measurable gain. On the short stroke engine, would not run properly on the new muffler version.The piped version of the
short stroke and the square engine both benefited from the exhaust port insert that restricted the area to 75% of the ex area, then blended
to the pipe header diameter. On the square engine there was a gain by having a small 0.4mm step on the bottom side of the insert at the
75% restriction intersection. I guess you could call it an anti reversion step. The only other change was a subtle change on the width of the
bottom of the exhaust port relative to the side transfer ports.
The power increase on the piped engine was from about 3 hp at 29,900 to over 4.2 hp at 31500 rpm
Interesting all the same.
Hardcore Biker
Frits, can you tell us what Harry Ryger is planning to be doing with his engine concept, in the future?
Does he intend to sell it to an OEM, like a Motorcycle or Kart manufacturer? Does he plan to start his own company as an engine supplier?
Just holding the patent(s) for as long as possible (20 years is the maximum I believe) and waiting is not going to help much, but cost quite a bit.
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