ESE's works engine tuner

[husaberg]

The guided piston would allow for a short very piston ( apart from the bit to cover exhaust port) so transfers would be real short, just like the little bulges in the side of the cylinder we are seeing. The more I think about this the more I'm convinced there are reeds in each transfer, perhaps that's why we are not allowed to see the dyno results as you would see that the chamber is not upsetting transfer flow off the pipe. When the pipe is working, good, but when it's not at least the transfer flow is not stalled and there by upsetting the intake flow. A tight crank case ( no bottom end involved) would promote high transfer pressures. The transfers closest to the carb would probably be weired off so these reeds are direct from the carb, not through the crank case. ????
The reed block we see incoming from the carb will only have reeds on the bottom (like suzuki mudbug etc) heading down into the crank case, the upper half will have the reeds that feed straight into the cylinder right up near the port walls. Make sense? Remember all transfers can be higher than normal now as the flow will only happen when pressures allow and exhaust pressure can not back track down the transfers into the crankcase at all.

I posted this a while back.

Forget the stuff going on down low.
found this to.

[wobbly]

Well as we discussed Neil, there is no reed in the intake, the pic shows the carb rubber/manifold only,no reed plate after that.

Rich, the Ignitech ignition cut works perfectly as long as the sensor is really well mounted such that it works identically every shift.
I use a 12V NPN proximity sensor that pulls the input to ground when it sees the head of a pinch bolt on the shaft going into the gearbox.
Set it up so it triggers just as the shift drum starts to actually move, use 40mS cut with 250mS recover time.
You can tell instantly if the shift cut is too long, in that the riders head will jolt forward, as the engine effectively stops.
If its too short, it will be super hard to actually push the lever into the next gear.
I have tried pulling out advance but it seems to work OK in 5th and 6th, but not in 2nd 3rd where you need more time/cut due to the bigger rev drop.
Running speedshift rounds the drive dogs leading edges quickly no matter how its done, and you will get it jumping out of gear if its not undercut.
Boss in Wanganui do a great job, for bugger all.

[richban]

Well as we discussed Neil, there is no reed in the intake, the pic shows the carb rubber/manifold only,no reed plate after that.

Rich, the Ignitech ignition cut works perfectly as long as the sensor is really well mounted such that it works identically every shift.
I use a 12V NPN proximity sensor that pulls the input to ground when it sees the head of a pinch bolt on the shaft going into the gearbox.
Set it up so it triggers just as the shift drum starts to actually move, use 40mS cut with 250mS recover time.
You can tell instantly if the shift cut is too long, in that the riders head will jolt forward, as the engine effectively stops.
If its too short, it will be super hard to actually push the lever into the next gear.
I have tried pulling out advance but it seems to work OK in 5th and 6th, but not in 2nd 3rd where you need more time/cut due to the bigger rev drop.
Running speedshift rounds the drive dogs leading edges quickly no matter how its done, and you will get it jumping out of gear if its not undercut.
Boss in Wanganui do a great job, for bugger all.

Cheers Wob. Racing this weekend so will see how we get on. Also there should be all 4 300's on the grid for the first time. Would be nice to block out the front row with 2 strokes for a change.

[Frits Overmars]

Some help needed please Frits. I am old drinking buddies from Uni with Ron Denis, and he mentioned in a recent email his Honda F1 was proving to be a piece of shit. So my suggestion was to fit 6 Rygers onto the V6.

Love the idea. And if you compare the size of a Ryger two-stroke single with a Moto3 foul-stroke engine, you can imagine how beautifully compact that V6 could be.
And imagine the sound of it! Bernie Ecclestone has been complaining about the lack of audio attraction in the present F1 turbo engines. An unsilenced Ryger V6 revving to your heart's desire could easily make that complaint go away.

Well now that the 1M Euro transfer from McLaren into my Paypal account has gone thru I thought I could start work,and your NDA could easily be made to go away.

You could make the financial aspect of the non-disclosure agreement go away. But that is not what it's about. I gave my word, simple as that.
Maybe you could spend your money trying to make Ecclestone see the error of his ways when he said "no two-strokes in F1".

don't you love it when you can use the same text twice Wob?

[TZ350]

Chambers and his bike, an RS chassis powered with an RG50 had a good day, Sunday was probably its first real day racing. The bike ran well and Chambers took two second places in F5. It has 21 on it because it is really being setup for Av for when she is back down this way.

Well that was Mt Wellington again, wet in the morning but pretty reasonable in the afternoon for the points races. Two strokes dominated F4 again.

Moools brought his sidecar out for the first time, its pretty good and I think it won both of its points races.

Lots of simple but good features, it has a FXR150 engine and it went really well, the construction looked well engineered but easily done. I would love to see how a 2T with a CVT transmission would go in a sidecar like this.

[husaberg]

Love the idea. And if you compare the size of a Ryger two-stroke single with a Moto3 foul-stroke engine, you can imagine how beautifully compact that V6 could be.
And imagine the sound of it! Bernie Ecclestone has been complaining about the lack of audio attraction in the present F1 turbo engines. An unsilenced Ryger V6 revving to your heart's desire could easily make that complaint go away.


You could make the financial aspect of the non-disclosure agreement go away. But that is not what it's about. I gave my word, simple as that.
Maybe you could spend your money trying to make Ecclestone see the error of his ways when he said "no two-strokes in F1".

don't you love it when you can use the same text twice Wob?

Frits what do you know about the Norton Rotaries Exhaust air cooling drawthrough system. It seemed to be a big pipe mounted on the exhaust that (I think) drew air through the engine using a venturi.
They called it a exhaust-ejector.

I posted a pic ages ago can something like that be used to drawn in additional mixture on a two smoke.

[Frits Overmars]

Frits what do you know about the Norton Rotaries Exhaust air cooling drawthrough system. It seemed to be a big pipe mounted on the exhaust that (I think) drew air through the engine using a venturi. They called it a exhaust-ejector.
I posted a pic ages ago can something like that be used to drawn in additional mixture on a two smoke.

In the original Sachs Wankel engine on which the Norton rotary was based (the first Norton racer even had the same port timings as the Sachs) the air/fuel-mixture was drawn from the carburettor into the right-hand side cover, then through the innards of the rotor, through the left-hand side cover and then via a U-turn into the chamber.

This way the rotor was cooled from the inside, but at the same time the mixture was pre-heated considerably, which did the power no good at all.
In the interest of horsepower Norton decided to feed the mixture directly from the carb into the chambers but they wanted to keep the internal air cooling of the rotor, so they used the flow energy of the exhaust gases (which is considerable in a Wankel) to draw air through the rotor. Later they switched to oil cooling for the rotor.

[ken seeber]

[QUOTE=TZ350

. I would love to see how a 2T with a CVT transmission would go in a sidecar like this.[/QUOTE]

The thing is, that I reckon that a piped up 2T scooter is less than exciting, sort of like a Moto3.
The buzz from a 2T is hearing it getting on the pipe prior to each gearchange.
Forget efficiency, go for the sound, trhe sensation and the goosebumps.

[Frits Overmars]

The thing is, that I reckon that a piped up 2T scooter is less than exciting, sort of like a Moto3.
The buzz from a 2T is hearing it getting on the pipe prior to each gearchange. Forget efficiency, go for the sound, trhe sensation and the goosebumps.

Yes, that is my only problem with a CVT, Ken. Physically I know that it is better to keep the rpm at a constant level but emotionally I am hooked on hearing the rise of the torque through the rpm rise. That is also one of the charms of an inertial dyno.

[karter444]

can anyone explain why 250 mx cranks need to be so heavy,
could be they need to provide some counter balance for the piston
could. be they need to provide some inertia to maintain a more uniform piston speed under compression and as the piston passes through the transfer stage
or could be to fill crankcase volume
not sure ??

[Ocean1]

can anyone explain why 250 mx cranks need to be so heavy,
could be they need to provide some counter balance for the piston
could. be they need to provide some inertia to maintain a more uniform piston speed under compression and as the piston passes through the transfer stage
or could be to fill crankcase volume
not sure ??

I know that where HP is usually substantially more than required to break traction then weighting up a flywheel makes a bike hook up better...

[wobbly]

250 cranks dont need to be "heavy" as such.
But ss Frits has explained several times the ideal crank has smooth faces with no pockets or cutaways, so this generally means full circle wheels.
It then also has to be able to provide the correct balance factor for the reciprocating assembly.
So alot of each web can be bored all over the place and filled with alloy/plasic, and any extra correction for balance then achieved with Mallory.

It would seem that the FIM are not that keen on a screaming 2T V6 ( but Bernie was quite taken by the blowjob scenario ) so looks like the trip for me
and Frits to the Hilton Bahamas with or without Paris's sexual favors is on hold for now.
It was quite difficult explaining to Ron that my Dutch friend wouldn't spill the beans, so I would have to send back the 1M Euro fee.

[Lef16]

What type of stainless steel do you use for making exhaust pipes?
About a year ago I bought a TIG but I couldn't make it work and I gave it up.
My problem was that it was letting very small holes(ivisible for eyes) in the start and ending of every welding.I figured it out when I leak tested...disaster....
I think because of wrong type,or cause of wrong thickness of the rod,or because of the wrong setting...I couldn't understand.
Cheers

[JanBros]

was thinking of the Ryger again :
looking at the pictures :
* looking at the crankcase at the bottom of the 2nd picture, it shows an ordinary boost-port transfer passage (like in a normal 2-stroke).
* looking at the 3rd engine from the bottom, it shows the usual transfer passage for A and B transfers.
* there does not seem to be a passage under the exhaust

Attachment 314432Attachment 314433

it just seems impossible to me that there are 11 transfers at the same height in the cylinder (like in a normal 2-stroke). So I thought maybe there are the usual 5 in the cylinder, and 6 somewhere between the crankase and the added spacer, but then again I wouldn't know where the 6th would go.

and if the Ryger has it's own crankcases, why would they still integrate that "look-a-like-bolt-on-a-reed-valve-here" at the front of the cases ? or is that where that bottle goes onto, and why does it have a filter on top ?



how do you guys think how/where the 11 transfers would be ?

[Flettner]

was thinking of the Ryger again :
looking at the pictures :
* looking at the crankcase at the bottom of the 2nd picture, it shows an ordinary boost-port transfer passage (like in a normal 2-stroke).
* looking at the 3rd engine from the bottom, it shows the usual transfer passage for A and B transfers.
* there does not seem to be a passage under the exhaust

Attachment 314432Attachment 314433

it just seems impossible to me that there are 11 transfers at the same height in the cylinder (like in a normal 2-stroke). So I thought maybe there are the usual 5 in the cylinder, and 6 somewhere between the crankase and the added spacer, but then again I wouldn't know where the 6th would go.

and if the Ryger has it's own crankcases, why would they still integrate that "look-a-like-bolt-on-a-reed-valve-here" at the front of the cases ? or is that where that bottle goes onto, and why does it have a filter on top ?



how do you guys think how/where the 11 transfers would be ?

Ryger are using a standard bottom end so you will see the original transfers in the case. The plate seals all this off as there would be a large valve guide type thing in the middle that the crank is connected to, bottom end is now fourstroke type, plain bearing pressure feed bigend. So all the twostroke stuff goes on above the plate (and in the plate). Easy to imagine 11 transfers, could be one ring of ports on top of another? Because they are using reeds in the transfers and up close to the cylinder ( I think ) there is no need for a conventional reed in the induction as we are used to, this is a red herring. As wobbly points out, there is no reed block sandwiched in there. I don't know, just my observation.

Rod is 20mm shorter and the spacer is approx 25mm taller, add to that a shorter piston, everything seems to "stack" up.