ESE's works engine tuner

[dark art]

Ryger said in they facebook page that a aprilia rs125 can be converted in 1 day with some complimentary ducts, acheving full benefit (70hp).
Now thats interesting, most probably any engine can be converted easily enough

[TZ350]

Ryger said in their facebook page that a aprilia rs125 can be converted in 1 day with some complimentary ducts, achieving full benefit (70hp). Now that is interesting, most probably any engine can be converted easily enough

That is what I am hoping for ....

[F5 Dave]

1 day.24 hrs. Unspecified workforce, unspecified spare parts. Yeah. I can see that.
You could also turn a brothel into a vicarage in that time. But the returning customers probably wouldn't be so enthusiastic.

[WilDun]

Good one!

[polinizei]

Hey Guys,

my name is Michael, I am the owner of Xyger Rennsport, a little German 2 Stroke workshop.
I think each of the 24 brands that end with "yger", stand for ultimate Engine Knowhow and Race Performance :-)
The letters also indicate the Knowhow of the performance ranking... so take care :-)

Here are my thoughts about the Ryger enigma.
The Ryger engine could work with pulse charging and the simple rule: "First in First Out"
On the German Wikipedia, there is a scheme picture of valveless pulse engine.

Its shows how it deals with the air and exhaust masses.
https://upload.wikimedia.org/wikiped...e-jet-work.jpg


To prevent the carburetor from backflowing exhaust gases, there could be a conventional intake reed between the little intake and the carb.
There is a picture on facebook of a Aprilia Ryger conversion, with a visible Reed-Plate.

The breathing could work through a higer C- Port only, or with a higher A, B, C Port at the same height.

To have a better charging of the A- and B Port with a higher C- Port, there could also be reed valves in the Boyesen Ports.
In both scenarios, I don´t think the transfer ports open/close at same time as the exhaust.
The heavy returning wave of the exhaust could easily push the fresh carge back in the ducts.



Why does the bucket of the Ryger engine have 11 ducts?
I think, more but smaller ducts can reduce the mixing between burnt and unburnt gases in the duct.


The pulse scavenging is probably a very powerful and stable process, instead of the old fashioned crank case pumping and exhaust sucking.
That could be the reason why the Ryger Team did a reeving test, to see what happens with its bottom End...

Thats my X(R)yger Conversion I did in the early days (Just kidding)
https://picasaweb.google.com/1172489...99973983774818

[MotleyCrue]

Reeds in transfers would have to open and close in about half the time that regular engine crankcase reeds do and do it at a lot more rpm too. The reeds would have to be pretty short to keep up. Open and shut in say 120 degrees crank rotation at 30000 rpm compared to say 240 degrees at 13500 rpm. Seems not too likely to me.


The trouble with transfers is that a lot of the opening happens when the piston is moving very slowly. The exhaust opens when the piston is moving very fast. That patent that everyone denies had a moving cylinder wall at the bottom so a transfer could actually open up really fast (piston is moving slow but wall can be moving fast). Sure the patent is overly complex and probably not "it" but it might be a predecessor to the final concept.

[2005bully]

Reeds in transfers would have to open and close in about half the time that regular engine crankcase reeds do and do it at a lot more rpm too. The reeds would have to be pretty short to keep up. Open and shut in say 120 degrees crank rotation at 30000 rpm compared to say 240 degrees at 13500 rpm. Seems not too likely to me.


The trouble with transfers is that a lot of the opening happens when the piston is moving very slowly. The exhaust opens when the piston is moving very fast. That patent that everyone denies had a moving cylinder wall at the bottom so a transfer could actually open up really fast (piston is moving slow but wall can be moving fast). Sure the patent is overly complex and probably not "it" but it might be a predecessor to the final concept.

MotleyCrue.... At times even the most impractical design is able to illuminate the merit of a concept. But simple implementation is when the true difficulties present themselves..........

[d2t]

Hi everybody! I'm new to this forum but I must say, reading through this thread has proved to be very interesting. Some of your ideas are very entertaining!

I too wonder of what Mr. Ryger has developed and can only speculate for now but it fills me with excitement to think that this could be a return to a new street-legal 2-stroke era. With as much as some of you focus on power, I wonder why there are very little comments on how this engine gets such an efficient burn? I've studied various injection technologies over the last decade and wonder if the fuel is delivered in such a way that it doesn't have to be drawn into the crankcase and compressed like the fresh air charge does. Still a long-shot as it's carbureted – not injected. Just throwing an idea out there.

Also I wonder if Fritz laughs himself to sleep at night after reading some of these posts, knowing that he is one of the few that understands the principals behind what is driving us all mad. Regardless, I can't wait to see this engines' launch one day. Should be a great day for all 2T enthusiast!!!

[MotleyCrue]

But will "one day" be this year, next year, the year after. Reading up on patents, things can drag on a long time, sometimes on purpose. Sounds like people have projects on hold waiting for "one day".

Sounds to me like the engine scavenges good but pushes ALL of the mixture back into the cylinder plus some of the exhaust from the cycle before. That way no fuel escapes. Also sort of like EGR on a 4 stroke but the exhaust gas isn't displacing mixture it is just added to it. No doubt that would cover off both fuel economy and emissions quite well, but how to do that over a range of engine speeds, in a simple way, is hard to say.

[Larry Wiechman]

http://www.bourke-engine.com/history/animation.htm


I have not seen it mentioned here, so I'll throw this in the mix.
No joy trying to load the GIF to KiwiBiker. Click the link to see the animation and read the backstory.

[peewee]

i wanted to use a rubber manifold that would mate directly to the reed block but never could find anything with a correct bolt pattern so i made some adaptor plates but im wondering if i shouldnt make some new ones with thinner material ? but if they were thinner the bolts would only thread in about four turns. not sure if that would be strong enough or not. its a M8x1.25 bolt so maybe four turns would be ok for this application. any bright ideas ?

[peewee]

Hi everybody! I'm new to this forum

got any photos of your past or present 2t projects ? we like to see the neat stuff other folks are working on. dont be shy and post em up

[husaberg]

i wanted to use a rubber manifold that would mate directly to the reed block but never could find anything with a correct bolt pattern so i made some adaptor plates but im wondering if i shouldnt make some new ones with thinner material ? but if they were thinner the bolts would only thread in about four turns. not sure if that would be strong enough or not. its a M8x1.25 bolt so maybe four turns would be ok for this application. any bright ideas ?

Counter sink the manifold into the adaptor by milling around the out line.
Wob modified some FCR carbs for an engine as did Jan Thiel.

[wobbly]

Just countersink the back of the plate and have fully threaded csk cap bolts sticking out.
They only need a couple of threads in the plate to hold them from turning as you do up a nyloc from the front.
i used the same idea on this rear sprocket carrier.
You can cut down the csk heads to reduce the depth in the plate.

[SwePatrick]

Ryger engine.
As you are touching the area of pulsejets.
This is something i have been thinking about for a while.
As exhaustsystems are getting wilder and wilder i feel that 'engine is secondary to the pipe'.
The pipe more and more works like a pulsejet but with the combustion at the outside of the pipe in an 'kompressor'(piston engine).
You just need crankcasecompression to start the engine, then the pulsejet takes over and controls the piston.

Rgds.