ESE's works engine tuner

**Flettner** · 17th August 2015, 11:05

Originally Posted by wobbly

The radial expansive gas force on the ring will be exactly the same as a conventional setup whether the piston needs
skirt support or not.
Look at any long term worn cylinder - where is the wear greatest, at the top where the ring is being forced outward onto the bore.
The answer to your question Neil, the bore needs to be exactly the same as a conventional one, unless you somehow delete the rings radial pressure - not
mentioned in any new patent applications so far.

Good call, thanks.

**wobbly** · 17th August 2015, 12:31

Kel, the usual way to remove the compression rod from the cap is to make a small clamp from two pieces of ally
with a hole drilled thru the centre line.
This holds the rod and you can then undo the locking nut to remove the fork top assy.
Peewee, I would lower the windows and make the middle as wide as the bridge, add a couple of small holes in the
piston bridge for lube as well.

**TZ350** · 17th August 2015, 16:30

Originally Posted by adegnes

I can't think of any other source for 2-stroke info with even close to the amount of knowledge that has been shared here.
Big thanks to all contributors, especially TZ, you've started something truly great!

Thanks, its become a great thread alright ...

... and I have learn't a lot that has helped me with tuning my two stroke from all the other peoples contributions here.

**peewee** · 17th August 2015, 16:32

good idea wob i didnt even think of that but after another look it makes sense. lower it to the floor like this should work good

**tdc211** · 17th August 2015, 16:42

104cc 30mm

for you 100/110 water guys
B port % width is a fuzz more than RSA

**peewee** · 17th August 2015, 17:55

Originally Posted by Muciek

Maybe You should use only top ring, then lower one will not be problem? How much Hp You want to get from this engine. Carb size will not be a problem (too small carb) ?.

the inlet area is alittle small but the piston windows may help. ill check engmod to confirm however but if i position the windows low and wide, then the crankcase will have two sources to pull mixture through near bdc, as there will be piston windows and boyesen ports. i may even cut the windows alittle lower than the inlet floor so they stay below the floor even after the piston is on its way up but all this remains to be seen as i havent got that far yet. reed block seems a bit undersized but i believe the general consensus is that it self compensates by staying open longer if needed. im not real concearned as i dont feel like cutting it off and welding on a bigger one. carb is 48mm lectron , i dont have money for a bigger one so i guess it will have to do. the exh pipe may be the biggest problem as it appears to be rather long with shallow cone angles but ill sort it out when i get to that point but most likely ill probly need a new pipe if im to see top performance

**wobbly** · 17th August 2015, 20:06

Go another step, as inflow from the reeds does not happen till approaching transfer closing.
The more area down low the better, you will have to fudge the geometry in EngMod but it will work well.

**Frits Overmars** · 17th August 2015, 22:02

Originally Posted by peewee

wob, frits, is there any secrets about these small inlet ports ? so far what i did was make them bigger, with no sharp corners anywhere. it probly cant be seen in the photo but i made each corner as large of radius as possible so hopefully the air can follow without much trouble. even the inlet floor leading through the boyesen to the case has a nice radius . the ports may need to be bigger yet but this is as far as i made it tonight. theres a before pic to compare. every corner was sharp as a razor

Take care not to weaken the cylinder; the bottom rear part of the sleeve has been known to break off sometimes and the ears for the cylinder studs may break off too.
Remember that during the upstroke most of the fresh mixture has to go under the piston, but during the latter phase of transfer most of it has to flow from the reed upward into the transfer ducts.

Originally Posted by gamma500

vhm racing testing exhaust port flow, 4° piston top vs flat top with radius. https://www.youtube.com/watch?v=4KRwOObWCtA other interesting videos on their channel also

In the VHM video the radiused edge piston shows a small blowdown increase: 3,2% more flow at 8° opening; 2,4% increase at 27% opening. Too bad they didn't show the difference in exhaust backflow and transfer flow. I've seen improvements of well over 10% in the closing stages of backflow and in transfer flow.

Originally Posted by Flettner

Frits, may we ask, when Ryger first set out on this new engine design were they focussed on the oil less aspect first and the power gain was a surprise extra?

You may, my good man. Ryger had this idea long before we got acquainted so I didn't witness his day-to-day proceedings from day one, but I think the oil-less aspect was his reason to start looking for options and the power gain was a surprise. I experienced it the same way. The oil-less aspect is simple and easy to understand,
but I think I would not have foreseen the incredible power gain either. Even when I learned that it existed, it took some figuring out to find an explanation for it.

EDIT: I don't mean to suggest that the power gain was just luck. Harry Ryger has been working on his brainchild for over ten years. If memory serves, two years ago the power was 56 hp which was not too bad compared to the 54 hp of the Aprilia RSA, but as we now know, that was not the end of it, power-wise.

**Frits Overmars** · 17th August 2015, 22:51

Talk about the devil: a couple of weeks ago I pointed Harry Ryger to the kiwibiker-forum and he seems to be impressed; I just found this mail in my in-box, with Harry's request to post it here:
==============================================
Dear (two-stroke) friends,

Thank you for all the attention you have given the Ryger engine.
My name is Harry and I have been working on two-strokes for about 45 years now.
Back in the year 2000 I was convinced that a clean two-stroke would be possible and I started thinking .. five years before the idea was finally there in the middle of the night, April 2005.
Then it all started… It took me 10 years of development and it was not much of an easy ride.
Nobody believed at first and there I was.. alone with some bits and pieces building the perfect engine.
Honestly I didn’t expect it was that good, I knew it was clean but the power was a nice present that came along with it !
The reason we introduce the Ryger step by step is simple: it is not meant for the big guys but for everybody.
Upgrading a conventional two stroke must be available to everyone before it is to late because of inescapable new emission regulations.

A few things to think about :
30.000 rpm ? easy….. it could do a lot more. How ? don’t let the piston touch the rings !
Port timing ? …not important !
Crankcase volume ? not important !

At last a big thank you to my dear friends Frits, Luc, Thijs and the lot from the Ryger team !

P.S. now and then I answer some questions but within my limitations, on my facebook via pm…Mcd Twist Ryger Engine.

Kind regards
Harry Ryger
=================================================

**husaberg** · 17th August 2015, 23:03

Originally Posted by Frits Overmars

Talk about the devil: a couple of weeks ago I pointed Harry Ryger to the kiwibiker-forum and he seems to be impressed; I just found this mail in my in-box, which I post here in its entirety (if the Dutch part is too Dutch for you, try http://translate.google.com).
============================================
Hallo Frits hoe gaat het ?

ik heb even een kort introductieverhaaltje gemaakt voor het kiwi-forum, wat vind je ervan ? Als je het leuk vind plaats ik het. je kunt ook rustig een beetje editen hoor.
Groeten van harry
--------------------------------------------------------
Dear (two-stroke) friends,

Thank you for all the attention you have given the Ryger engine.
My name is Harry and I have been working on two-strokes for about 45 years now.
Back in the year 2000 I was convinced that a clean two-stroke would be possible and I started thinking .. five years before the idea was finally there in the middle of the night, April 2005.
Then it all started… It took me 10 years of development and it was not much of an easy ride.
Nobody believed at first and there I was.. alone with some bits and pieces building the perfect engine.
Honestly I didn’t expect it was that good, I knew it was clean but the power was a nice present that came along with it !
The reason we introduce the Ryger step by step is simple: it is not meant for the big guys but for everybody.
Upgrading a conventional two stroke must be available to everyone before it is to late because of inescapable new emission regulations.

A few things to think about :
30.000 rpm ? easy….. it could do a lot more. How ? don’t let the piston touch the rings !
Port timing ? …not important !
Crankcase volume ? not important !

At last a big thank you to my dear friends Frits, Luc, Thijs and the lot from the Ryger team !

P.S. now and then I answer some questions but within my limitations, on my facebook via pm…Mcd Twist Ryger Engine.

Kind regards
Harry Ryger
=================================================

Chairs Frits.
Don't let the piston touch the rings............................
I was thinking on the ring seals are in the Sleeve....... but no that would still touch?
Back to attempts at thinking
Unless of course there was plenty of oil in between.

**gamma500** · 18th August 2015, 04:03

Originally Posted by Frits Overmars

In the VHM video the radiused edge piston shows a small blowdown increase: 3,2% more flow at 8° opening; 2,4% increase at 27% opening. Too bad they didn't show the difference in exhaust backflow and transfer flow. I've seen improvements of well over 10% in the closing stages of backflow and in transfer flow.

I was thinking that it might do that also! no free lunch...

I'm waiting eagerly for more ryger pics

**adegnes** · 18th August 2015, 04:06

Originally Posted by Frits Overmars

Talk about the devil: a couple of weeks ago I pointed Harry Ryger to the kiwibiker-forum and he seems to be impressed; I just found this mail in my in-box, which I post here in its entirety:
==============================================
...30.000 rpm ? easy….. it could do a lot more. How ? don’t let the piston touch the rings !
Port timing ? …not important !
Crankcase volume ? not important !....

The plot thickens...