In the riders seat
We've welded a piston skirt before when someone took a bit much off, piston was preheated, welded and then it cooled down in a temp contolled oven thingy, then machined on a latheOriginally Posted by peewee
We ran it a season and then found when the motor was stripped it was starting to crack near the weld
"If you can make black marks on a straight from the time you turn out of a corner until the braking point of the next turn, then you have enough power."
Forum whore
engine feels like bucket of gravel when you turn it over , so maybe a gearbox problem, or could just be ice
My neighbours diary says I have boundary issues
L-Plate Rider
No takers, eh? It might be worth mentioning that the patent was filed by the same person who owns the trademark to the "Ryger" company name.
I only found one diagram related to the patent but after reading through the application notes, I've went ahead and labeled all of the diagram's parts for ease of identification. I'm sure that nobody will be able to reverse engineer this into a usable performance product before the next round of FIA CIK starts and we begin to see the actual engine in use considering it's been almost a decade in development. I still wonder if this is the actual Ryger engine patent because I've seen it mentioned that stepped pistons are not allowed according to karting rules. It still seems to be the most viable concept and incorporates some of the ideas I've read on this thread in recent past.
Hardcore Biker
weld that to or use something like JB-weld ?
Muddler/Dabbler.
It's a real pity that development of a new concept has to be hampered by rules (ie as in the competition environment) when in the everyday world environment it could be seen as a great breakthrough (with unrestricted development)! -ie. unrestricted except for the pollution thing of course!
Hardcore Biker
I can understand why stepped pistons which have supercharging effect would be banned. However the stepped piston in that drawing has less pumping effect than a conventional engine with crankcase compression.No takers, eh? It might be worth mentioning that the patent was filed by the same person who owns the trademark to the "Ryger" company name.
I only found one diagram related to the patent but after reading through the application notes, I've went ahead and labeled all of the diagram's parts for ease of identification. I'm sure that nobody will be able to reverse engineer this into a usable performance product before the next round of FIA CIK starts and we begin to see the actual engine in use considering it's been almost a decade in development. I still wonder if this is the actual Ryger engine patent because I've seen it mentioned that stepped pistons are not allowed according to karting rules. It still seems to be the most viable concept and incorporates some of the ideas I've read on this thread in recent past.
Hardcore Biker
janbros if your pin is in the center of the groove all you do is just machine the pin down a hair further than the groove depth. thats how mine are anyways.
Highway Biker
I think Frits said the Ryger only made mid 50s HP up until about 2 years ago so whatever patent information is relevant to that, and to most of us, must have been updated significantly around 2013. It might not even be published yet.
I think the piston is ultra long and has several transfers in it below the piston ring(s). The lower transfers loop to the transfers above the piston as some have suggested. 4 lower transfers feed 2 very tall transfers above the piston (guessing the 2 B ports), 2 lower transfers in the piston feed the 2 A ports. C is not fed from a separate piston skirt transfer. That makes 5 transfers on top and 6 transfers on bottom totalling 11.
Below each B would be 2 transfers in the skirt below the rings, stacked, but separated with enough skirt (25-30 mm) that they both start to open around 65 BBDC.
That would increase the transfer port area above the piston so instead of having 1C, 2Bs and 2As, it would be like aving 1C, 4Bs and 2As, probably enough transfer area increase to go from 13500 to 17000 rpm.
The piston would have to be long to include the pair of 2 stacked transfers in the skirt plus the 25-30 mm of skirt between the 2 stacked transfers, probably an added length equivalent to the mm of the spacer + the mm difference between a regular rod and the 90 mm rod.
Maybe some sharp cookie could draw that unless there is an obvious flaw in the thinking.
Electron Basher
No8 Wire Extraordinaire
And good vid. I've told Roger about it. He will be a bit sore for a few weeks.
Don't you look at my accountant.
He's the only one I've got.
Highway Biker
That Patent drawing is basically useless to you, unless you have the ability to think of the natural progression. Really that is no more than a 1900 patent of a 2 stroke engine, and then coming up with an Aprilla engine design from that 1900's information. Very few people can have that type of foresight and then to not only create a work example, but one that makes more power and at the same time has lower emissions and a higher overall efficiency.
The Ryger people are very clever in deed to come up with what they have. I really want them to do well with their endeavours. I know only too well the effects of subtle differences in an engine and the dramatic performance increase or decrease that it can create.
Do you honestly think that publishing some of the old Ryger patent was going to do anything positive to encourage the people behind the Ryger engine to want to participate in discussions about engine technology ? They have more to offer the forum about their ideas and thinking than most can imagine, and post stuff that is most likely going to Pi$$ them off is not the way to learn from such people. They have without doubt worked very hard to come up with their ideas. The proof that they have worked hard for it, is because very experienced engine design people are blown away with the real technology that they have created.
Neil
Moped rider
Assuming on my part......this patent has a relation to the Ryger design.And that I have some grasp of basic mechanics and gas dynamicsthen it seems to me....
The lower cylinder does not necessarily have to fill the entire 125cc+ of mixture.Only provide a pumping action in addition to the upper part of the pistons at some point in the cycle(likely near BDC) to further increase trapping efficiency.Possibly also providing damping to the piston as it approaches BDC.Timing the charge from the lower cylinder and communicating it to the upper could be handled by the placement of the internal ports and reeds.I've had some experience working on similarly configured high pressure air compressors .They use reeds to control the flow of air stage to stage at up to 6000 PSI although normally set at 3500.
Additionally,the piston area normally occupied by a straight skirt is out of the way for more of the cycle,allowing the cylinders transfer ports(and exhaust inflow)more time.Far better than just boost ports in the skirt.
The lower cylinders primary function may just be stabilization.
Then again,who knows,It may even be simpler.Frits said simple,I take him to mean exactly that.
Still leaves bearing surfaces of the piston and crank to sort out at 17k+ Which possibly are helped by cooler combustion temps and the damping action of the lower cylinder.
Thanks to all for the slow motion genesis of two stroke theory.
Forum whore
When moving ring pins I simply use a small riffler file and shave down the old pin flush with the back of the groove.
You could of course use a 1mm slot drill in the mill.
The new pin is easily made from whats called piano wire, and use the Z axis hand wheel after drilling the hole 0.05mm undersize to press the wire in.
Never had a failure as I have always been moving to 6 o"clock.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
L-Plate Rider
Not my intention at all. Not trying to be the Ernst Degner to Mr. Ryger's Kaaden-like developments. As I stated, I'm sure nobody will be able to reverse engineer this almost decade old patent into anything usable in any amount of reasonable time. However, the starting point for an idea is only a glimpse into what could be and may encourage another to come up with new ideas in a different way than what has come to be with the Ryger. This forum is full of great/crazy ideas. I wish nothing but success for the Ryger team. If the technology is really that good, I'm sure the investment they made in development will pay off (and I'm sure they'll be keeping me poor as I'll be buying a Ryger engine for myself).
Still, I have my doubts that this is even close to what the final product looks like. I'm not a patent secret agent, I just got lucky at google.
Hardcore Biker
Maybe; Kreidler used their 4-foot x 3-hand transmission from 1962 or '63. I couldn't find a date for mr. Morris' double-box Bantam.
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