ESE's works engine tuner

[Frits Overmars]

longer down stroke than up stroke?

Yes, the whole engine is slowly disappearing towards the center of the earth.
Now there's an idea: if we mount the engine upside down, it will be great for aero use. Flettner, are you paying attention?
Oh man, Adegnes, I haven't laughed like this in ages .

[wobbly]

The issue with The TM kart engine ( now completely redundant due to the CIK ) is that we are allowed to remove metal for tuning
NOT add any.
The area at the flange face was 82% before adding the extra ears and was around 86% afterwards.
In reality, if allowed, i would have welded up the floor to reduce the area up into the duct as far as I could, and remade the transition spigot.
But in answer to your question re the Ex depression overscavenging,again,if I could I would be welding up the port bottom corners
and lifting the duct bdc floor to prevent this from happening - no matter what transfer quality was present.
But, as it stands if you are dealing with crap transfers,then creating sufficient blowdown flow or STA ,will also not be an issue,so as you say maybe
the "trick" of extending the ears right down to the round spigot exit is only a necessity when for whatever reason the design becomes Blowdown STA limited
ie full out high bmep designs.

Dr - take the money and run - Joe for sure had that engine,or something like it that no one was supposed to know about.
He had it in a small nailed up case in the workshop,would never even discuss it,and I never understood till years later what that was all about.

[Flettner]

Are there 11 separate reeds in 11 transfer ports? That would certainly stop back flow until the pressure dropped. Then perhaps the transfer ports could be somewhat taller? Lucky I haven't finished the cylinder yet on my test engine
Although it would be best have the reeds low in the transfers, perhaps part of that spacer plate? This would delay fuel air into the cylinder much like my delayed transfer port injection ie no time to get the fuel air over to the exhaust port and out. Would account for the economy / emissions. Perhaps?
That would have to be a big fat KISS.

[wobbly]

OK, here is the actual info relating to CIK homologation application for the next 3 year period.
Ryger cannot have a CIK approval yet, as the process has only just begun.

The paperwork application to the CIK had to be in by the 1st of August, as approved by the manufacturers local ASN ( ie like Kartsport NZ )
Then the final application numbering from the CIK is issued by the 21st Sept.
For engines there is an inspection period by the CIK between 19th Oct and 30Nov and for homologation purposes there must be 50 completed
units, with components available for 150 total.
The final approval is then published by the CIK for the next 3 year period on 1 Jan 2016.

It will be very interesting to see what transpires, as the CEO of the biggest Italian karting conglomerate is on the CIK board making the approvals.

[Grumph]

OK, here is the actual info relating to CIK homologation application for the next 3 year period.
Ryger cannot have a CIK approval yet, as the process has only just begun.

The paperwork application to the CIK had to be in by the 1st of August, as approved by the manufacturers local ASN ( ie like Kartsport NZ )
Then the final application numbering from the CIK is issued by the 21st Sept.
For engines there is an inspection period by the CIK between 19th Oct and 30Nov and for homologation purposes there must be 50 completed
units, with components available for 150 total.
The final approval is then published by the CIK for the next 3 year period on 1 Jan 2016.

It will be very interesting to see what transpires, as the CEO of the biggest Italian karting conglomerate is on the CIK board making the approvals.

Enjoyable legal fun...if you're not involved....
Wonder if Harry will try and get it homologated as a kit given "over 90%" of an already homologated motor is used ?
If he is basing the unit for homologation on an available motor, and has to produce 50 converted units....Will they sell the units to him for homologation purposes ?
Yep, interesting to watch and see what happens.

[husaberg]

Enjoyable legal fun...if you're not involved....
Wonder if Harry will try and get it homologated as a kit given "over 90%" of an already homologated motor is used ?
If he is basing the unit for homologation on an available motor, and has to produce 50 converted units....Will they sell the units to him for homologation purposes ?
Yep, interesting to watch and see what happens.

Or it could just run in a controlled class of its own.

[wobbly]

No I checked, the Ryger has applied for homologation in an existing class, there are no papers filed to have a new class instigated.
As I opined before, short sighted in the extreme, as they must surely realize that even the most arrogant of French bastards would
have serious misgivings about releasing an engine into an existing class that has near on twice the power, the emissions situation notwithstanding.
So unless of course the high ranking CIK board member Italian CEO, already has a backhanded deal going under the table with Ryger
to have/purchase manufacturing rights ,as I said,I believe the chances of being granted an homologation into an existing class is nil.

[Flettner]

Yes, the whole engine is slowly disappearing towards the center of the earth.
Now there's an idea: if we mount the engine upside down, it will be great for aero use. Flettner, are you paying attention?
Oh man, Adegnes, I haven't laughed like this in ages .

No, we use the improbability drive, you end up where you least expected to

[Grumph]

No I checked, the Ryger has applied for homologation in an existing class, there are no papers filed to have a new class instigated.
As I opined before, short sighted in the extreme, as they must surely realize that even the most arrogant of French bastards would
have serious misgivings about releasing an engine into an existing class that has near on twice the power, the emissions situation notwithstanding.
So unless of course the high ranking CIK board member Italian CEO, already has a backhanded deal going under the table with Ryger
to have/purchase manufacturing rights ,as I said,I believe the chances of being granted an homologation into an existing class is nil.

I'm trying not to sound like a conspiracy theorist here.....but.....By any chance does the Board menber's company make the engines Harry R has used as the base for his product ?
I hasten to add i have no knowledge of who makes what - and who's up whom....

[adegnes]

No, we use the improbability drive, you end up where you least expected to

Hopefully somewhere "mostly harmless".

[F5 Dave]

I don't even like Tea.

[Lightbulb]

I did a search, but could not find any info on Ti pipes and there advantage or their shortfalls. Cost of material is not part of the equation I am looking at. Just from a performance point of view and what makes the very best material for a pipe to make max power with as wide a powerband as possible with good over rev power as well. (A pipe dream, my joke.)
Do they perform better because of the material?
Is there inherent problems due to the low thermal heat conductivity ?
Ti is quite low in expansion, so I imagine they may need to be made a slightly longer tuned length to compensate for both the low length change and a possibly slightly bigger diameter stinger outlet to compensate for a higher average internal temperature.
If making a Ti pipe, what wall section compared to a conventional pipe would be considered ? The same or would it be thinner in order to try and get more heat transferred out of the initial header area ?
Would small longitudinal ribs on the outside of the header in the 1st 5 diameters of length be an advantage to help increase surface area to aid in the cooling of the initial header area?
Any input would be very much appreciated.
Neil

[husaberg]

I did a search, but could not find any info on Ti pipes and there advantage or their shortfalls. Cost of material is not part of the equation I am looking at. Just from a performance point of view and what makes the very best material for a pipe to make max power with as wide a powerband as possible with good over rev power as well. (A pipe dream, my joke.)
Do they perform better because of the material?
Is there inherent problems due to the low thermal heat conductivity ?
Ti is quite low in expansion, so I imagine they may need to be made a slightly longer tuned length to compensate for both the low length change and a possibly slightly bigger diameter stinger outlet to compensate for a higher average internal temperature.
If making a Ti pipe, what wall section compared to a conventional pipe would be considered ? The same or would it be thinner in order to try and get more heat transferred out of the initial header area ?
Would small longitudinal ribs on the outside of the header in the 1st 5 diameters of length be an advantage to help increase surface area to aid in the cooling of the initial header area?
Any input would be very much appreciated.
Neil

Give me a minute, they work no better but are lighter but they need different dimensions due to thermal properties.
http://www.kiwibiker.co.nz/forums/sh...post1130772641
http://www.kiwibiker.co.nz/forums/sh...post1130635237
http://www.kiwibiker.co.nz/forums/sh...post1130780167

[TZ350]

Since the advent of the 110cc 2T watercooled rule change, I have heard of at least three other 110's being built.

Here is the start of mine. 54mm bore x 48mm stroke for 109.9cc.



Step 1, fit a 11.5mm spacer plate between the GP's cases so that I can run a six speed TS125ER gearbox and clutch instead of the GP's original five speed.



Step 2, a 115mm conrod. The crank used to have a 19mm big end pin. But will now have a 22mm bigend offset 1mm to reduce the stroke to 48mm. And a Mallory metal counter weight plug.



Step 3, 117mm Rotary Valve.

Custom inner RV plate with KE175 rotary valve cover.



Step 4, Custom adapter plate for the rebored (renickosiled a while back) NSR cylinder.



Lots of lovely yummy ports for the watercooled, power valved, never fade all day cylinder.

A totaly in the spirit 110cc H2O, not much to it realy.

And hopefully it won't be to hard to convert this lot to a Ryger engine later, so could this be the start of the first 40+ hp bucket engine.......

[Haufen]

Yes, the whole engine is slowly disappearing towards the center of the earth.

Looks like it generates tons of downforce, too