ESE's works engine tuner

[Frits Overmars]

Ok Frits, I will if you will, here I've pushed the piston down to uncover the ports. The irony of it, hot sleeve edge might be a good thing after all

Promoting HCCI, you mean? Could be, Neil, could be....

[Frits Overmars]

I may have been the guy who posted about the use of high back boost port, (maybe slightly higher than the exhaust port). I read about it somewhere, possibly in the British "Motorcycle" magazine and possibly way back in the seventies. - I didn't see a post where Frits asked for the source of the info.

I didn't Will. I saw it with my own eyes in the sixties .

[Frits Overmars]

Frits, it's now your turn to do likewise!

I did; not in pictures but in my descriptions.

[Frits Overmars]

Talking about patents in general, the way I understand it, once a concept is known a patent protects the patent holders commercial interests but patent law does not stop you using the new knowledge to make your own version of it for your own personal use.

That's the way I understand it too. But I'm not a lawyer.

[Frits Overmars]

To be honest Frits I think we sort of know what's happening down below now, how about turning the camera on the cylinder head (combustion chamber). Please and thankyou.

I think I posted a link to the regular VM kart engine catalogue somewhere. Download it and take a look at the cylinder head. It's identical with the Ryger's.

[WilDun]

I didn't Will. I saw it with my own eyes in the sixties .

Ah, then it wasn't my Alzheimer's coming and going! I was beginning to doubt myself and thought maybe I was suffering from dreams and halluinations! Thanks for putting it straight.

Re: visualising the Ryger - There's a few layers of understanding here I think and I'm obviously still in the bottom one!

And FLETTNER, the ratchet scenario, - looks like a captured free piston as it were! - again, I'm in the bottom layer I'm afraid!

- all this stuff is a bit like the Da Vinci code to me - but at least I admit it!

[peewee]

There are some minor appliances handling crankcase breathing .

you must meen like a external pump. besides pumping the air in i wonder if it also handles the lubrication of the crankshaft bearings. wasnt there a canister in one of the photos. a oil reservoir perhaps

[Grumph]

you must meen like a external pump. besides pumping the air in i wonder if it also handles the lubrication of the crankshaft bearings. wasnt there a canister in one of the photos. a oil reservoir perhaps

The way it was set up looked to me like the classic air/oil separator...and i'm very familiar with them (unfortunately)

[jonny quest]

^^^ my thoughts too Grumph

[husaberg]

The way it was set up looked to me like the classic air/oil separator...and i'm very familiar with them (unfortunately)

Remember what looked like a wheel friction drive off the crank/ignition though.
http://www.kiwibiker.co.nz/forums/at...8&d=1432956807
As well as above and below conections

[peewee]

Remember what looked like a wheel friction drive off the crank/ignition though.
http://www.kiwibiker.co.nz/forums/at...8&d=1432956807
As well as above and below conections

do you think the two hoses from the shiny canister are connected to the brass nipple looking things (one in the upper reed area and the other at the transfer entrance) ? thats what it looks like to me. carb looks positioned at the upper reeds. is it in communication with the lower reeds or is there something else going on

[Frits Overmars]

you must mean like a external pump. besides pumping the air in i wonder if it also handles the lubrication of the crankshaft bearings. wasnt there a canister in one of the photos. a oil reservoir perhaps

I must not, Peewee. The Ryger does not incorporate an oil pump (KISS, remember?)

[Grumph]

I must not, Peewee. The Ryger does not incorporate an oil pump (KISS, remember?)

Ok, if it isn't pump lubricated, maybe as has been suggested, splash lubricated - which would predicate rolling element bearings IMO...
If it is splash lubed, a set of one way valves to the air/oil separator would at least give some semblance of circulation - and some cooling too.
Is that a temperature probe on the separator ? In the testing stages at least, it would make sense to keep track of the oil temps.

Oh, and i see i may have got it wrong when i said Wob reckoned there was no reed flange visible...Don't know if I misquoted him or what, but it does look like one is there now I see it again.

[husaberg]

Ok, if it isn't pump lubricated, maybe as has been suggested, splash lubricated - which would predicate rolling element bearings IMO...
If it is splash lubed, a set of one way valves to the air/oil separator would at least give some semblance of circulation - and some cooling too.
Is that a temperature probe on the separator ? In the testing stages at least, it would make sense to keep track of the oil temps.

Oh, and i see i may have got it wrong when i said Wob reckoned there was no reed flange visible...Don't know if I misquoted him or what, but it does look like one is there now I see it again.

http://www.ftl.technology/products/bearings/carbon

http://www.techbriefs.com/component/...t/article/2258
SAE 2002-01-3355 estimates that rings account for about 24% of the total engine friction power loss for a typical European 2.0L engine operating under motorway conditions.

Ordinary - or at least current convention for those power levels, is a triple exhaust port....The homologation papers state one exhaust port i understand....
So there's one point of difference which should be visible.

Well spotted Grumph. Insiders might notice the absence of auxiliary exhaust ports. But then again, there is no current convention for Ryger power levels yet...

Dont need aux ports when there's no rings . . oh, um. . .

correct it could be as big as a Honda bridged port without the pesky bridge

[seattle smitty]

I'm an old, dumb welder with a useless liberal arts degree, and can't do the detailed technical speculations that you smart guys offer on the Ryger, so I have to ask this. In googling terms like "detonation-ignition" and "HCCI SCCI," I get a lot of four-stroke and turbine engine discussion on it that still doesn't give me answers I want (or maybe it does and I just don't get it). So, can you tell me, 1) Would making an engine detonate by-design be the way to get around the fixed burn-rate limitations and allow sky-high rpm levels? 2) Wouldn't you have to light off the detonation in a closely-timed manner, something other than, say, a glow-plug, and if so, how (microwave ignition?)? 3) How do you build a lightweight aluminum engine that will live under shocks that will break up, among other things, the ceramic insulator on a sparkplug, which is a pretty hardy substance? If this is feasible, might the answer to this also be the answer to how rotating/reciprocating parts aren't flying apart at the sky-high rpms?

I get that HCCI is an auto-ignition process, as in diesels; wouldn't this have a little too much timing "scatter" if used with a non-uniform fuel such as gasoline? As to the Ryger, since Frits tells us it uses an ordinary carburetor as the fuel/air mixer, it can't be auto-igniting injected fuel in the manner of a diesel. IF this engine auto-ignites the fuel/air charge, does the combustion chamber shape dictate where the charge ignites, or does it all ignite at once, and if so, is that detonation? People who supposedly knew used to talk about detonation as a product of "colliding flame-fronts." I was always skeptical of this. In my remote youth I got to do a little work on Unlimited hydroplanes powered by big V-12 fighter plane engines from WW2. Four-valve heads, and dual plugs, dual ignition, and these two plugs were located at opposite edges of the combustion chamber; talk about your "colliding flame-fronts," these engines should have been detonating all the time, but no, they did not. Seems to me if flame fronts "collide" the only thing that happens is that the fuel has all been burned and the fires go out. Yes? No?