ESE's works engine tuner

[jonny quest]

Best sound to me is a 2 stroke with a shorty silencer... but with minimal intake noise. Oh... and water cooled. Fins are too add to much unwanted noise too

[seattle smitty]

Megaphone fans:


http://www.boatracingfacts.com/forum...1&d=1121385721

http://www.boatracingfacts.com/forum...=looper+photos

http://www.google.com/search?q=quinc...w=1138&bih=530


(There are some You Tube videos, but the sound reproduction is lousy, and more often than not the amateur videography is so awful that it amazes me that the guy would post it at all. Inadequate sound reproduction has been the sad fact of life for movies of motor racing of many kinds for as long as I can remember, which is pretty long. But at least SOME few people know how to mount a camera and point it, pan with it, and zoom it. Not many boatracers' wives, though.)

[JanBros]

Engine cooling is not limited by the amount of coolant, Jan. Increasing the coolant circulation velocity will counteract a reduction of the amount.
But whatever the amount of coolant and its circulation speed, ultimately the heat has to be carried away by air. And how would you control the air flow through a radiator or through a set of cooling fins? It's not the air volume that you would need to control, but the air mass. Not so simple...

not that I would have thought my idea was perfect, I still stand by it in making a rulebook that's very open and still would keep power within limit's.

yes, air needs to cool the coolant, but making radiator's too big (to make them cool better) would result in too much air-resistance (drag). and by combining the rule of amount of coolant with a second rule (yes , I know solving each problem with another rule would eventualy result in the current rulebook ) ) that would determine the coolers themselves (actualy this secondary rule would be nescesary and include oil coolers, to stop manufacturers from using oil as extra cooling), it would be equal for everybody and every type of engine.
and if the engines become too powerful, simply reduce the amount of coolant/size of the radiator.

and if someone thinks air-cooling is the way to go, they'd be free from rules

[WilDun]

But I guess you never heard a two-stroke racer with megaphones.
Now there is a sound that would make the four-strokes crawl back into their caves. When the pre-war DKWs were racing at the Isle of Man, you could not only hear them anywhere on the 60 km long TT course, but even on the British mainland.

Frits, have you ever heard the Norton rotary on full song? - ear damage territory!
I've never heard the DKW of course (much too young ).

[2T Institute]

Or a minimum level of alcohol the rider had to consume at the end of each lap. Finally the Irish and the Czechs could present world teams, but perhaps a cheeky Aussie would be in with a chance as as happened so many times before.

We'll distract ewe's

[Frits Overmars]

Frits, have you ever heard the Norton rotary on full song? - ear damage territory!

Yes, had the pleasure of hearing the rotary Nortons. But let me tell you about ear damage. Ages ago a Van Veen OCR 1000 Wankel engine was converted for dragracing. It was about twice the cylinder capacity of the Norton and it ran over 10.000 rpm, which raised the power from 100 to 180 hp.
Then it got a big blower, which added 'some' power and noise. Then it was fed something different from your regular pump fuel....

http://www.google.de/imgres?imgurl=h...IVSVsaCh3QHwUT

Too bad I did not try to record the sound back then, but it probably would have killed the microphone. To make up for it, here's some more rotary music:

http://www.youtube.com/watch?v=Go3Fgd1wgic
http://www.youtube.com/watch?v=9jAngoCbOMg

[J.A.W.]

Funny, but triple rotor wankel mills, & like 120`crank recips - have the most sonorous, musical note.. viz a V12 F1..

The Aprilia Cube 990/3 Moto GP bike had an incredible ( & SO - LOUD) howl..

As do big Kawasaki triples, with straight - unmuffled - stingers on 'em..

[speedpro]

The PPRE 6 rotor RX4 has a pleasant note as well.

[TZ350]

Thought I might try a few tools to see if the standard ports in a NSR250 MC21 cylinder were going to be any good for my NSR110cc water cooled project.

Started with the Porting Calculator:- http://www.porting-programs.com/



By entering the dimensions from a 54x54 bore stroke NSR250 cylinder as a 54x48 bore stroke NSR110 with 115mm rod and fiddling with the deck height I could get the standard ports into a sensible place with reasonable blowdown. The NSR power valve will be a great help too.



The EngMod2T STA's look good.



The simulated graph does not quite live up to the predictions based on the STA's ..... pipe probably.

But, still its good to see that I will be able to use a standard cylinder without modification just by spigotting the head into it. Pretty much what I hoped for and the Porting Calculator and EngMod2T confirmed it is possible.

[lodgernz]

Looks good Rob. What engine are you planning to mount the cylinder on? I think you've already told us but I can't find it.

[Muciek]

Looks good Rob. What engine are you planning to mount the cylinder on? I think you've already told us but I can't find it.

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.

Attachment 314428

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.

Attachment 314429

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.

Attachment 314431

Step 3, 117mm Rotary Valve.

Custom inner RV plate with KE175 rotary valve cover.

Attachment 314430

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

Attachment 314427

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.......

Here You go.

I have a question unrelated to Rob engine. Could someone point me some directions what to do with frame (bracing) and suspension when bike starts to wobbly on the road under hard acceleration and after passing 115km/h it's dancing all around the lane? There are no free play in bushings in swing arm as they are new and front suspension was maintained (new oil , seals everything is within spec , forks are from GN250) wheels are new ones. Any info would be appreciated

Here is pic of the frame

[Haufen]

Did you try different settings of tire pressure? I have made the experience, that this can influence the bikes behaviour quite a bit, especially when the rest of the bike is close to the limit.

[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.

Could this be the start of the first 40hp Bucket engine ......

Thought I might try a few tools to see if the standard ports in a NSR250 MC21 cylinder were going to be any good for my NSR110cc water cooled project.

The above links connect to the back story posts made so far.

Looks good Rob. What engine are you planning to mount the cylinder on? I think you've already told us but I can't find it.

Hi LodgerNZ, it is going on a Suzuki GP100 bottom end that is being widened with a 11.5mm splitter plate for a 6 speed TS gear cluster and fitted with a KE175 Rotary valve cover for a 118mm RV. The splitter plate will have provision for EFI fuel injectors.




Having widened the cases I needed a longer bigend pin for a wider crank and found a 61mm Diesel gudgeon pin to replace the orginal 50mm one. The KE RV cover allows me to use a much larger RV than the original GP one. The bigend bearing is from an RGV250 and the 115mm center to center rod is from a Yamaha RD400.

[husaberg]

Here You go.

I have a question unrelated to Rob engine. Could someone point me some directions what to do with frame (bracing) and suspension when bike starts to wobbly on the road under hard acceleration and after passing 115km/h it's dancing all around the lane? There are no free play in bushings in swing arm as they are new and front suspension was maintained (new oil , seals everything is within spec , forks are from GN250) wheels are new ones. Any info would be appreciated

Here is pic of the frame

Weight distribution and steering head bearings plus rake and trail.
Having said that it appears weak between the backbone to the swingarm pivot and looks bloody heavy elsewhere. The support for the shocks are indirect also.

[2T Institute]

By entering the dimensions from a 54x54 bore stroke NSR250 cylinder as a 54x48 bore stroke NSR110 with 115mm rod and fiddling with the deck height I could get the standard ports into a sensible place with reasonable blowdown. The NSR power valve will be a great help too.

reed engines don't need really long rods 54 stroke reed engine 110mm is perfect. No real advantages for going that long.