ESE's works engine tuner

[Flettner]

guess why you wouldn't see anything special through the exhaust port

Edit: He is probably holding it at what is left of the piston skirt to cover the exhaust


Attachment 317108

Yes I agree.

[WilDun]

guess why you wouldn't see anything special through the exhaust port

Edit: He is probably holding it at what is left of the piston skirt to cover the exhaust

Geez - it took a helluva long time for people to come to that realisation! - but, there's a little bit more to finish the jigsaw

Then, ............ as always, I could be wrong!

[ken seeber]

Yes I agree.

Fletto, do you agree with this one as well?

And the good news is that it will just fit into our current boxes.

[Lightbulb]

Where did you find that Ken ? , that looks about right to me.

[polinizei]

....With the KF and KZ classes gaining popularity, STRIKE became the Australian distributor for the Italian made Meteor pistons and commenced delivery of these in early 2013.

http://www.strikeproducts.com.au/whatsnew.asp

[jonny quest]

2 sets of rings. Just saying

[Flettner]

Fletto, do you agree with this one as well?

And the good news is that it will just fit into our current boxes.

There you go, just build the rest of the engine around that. Did you want a cylinder to go with that order?

[breezy]

00000000000

[breezy]

guess why you wouldn't see anything special through the exhaust port

Edit: He is probably holding it at what is left of the piston skirt to cover the exhaust


Attachment 317108

that looks very weak.... mechanically

[breezy]

Fletto, do you agree with this one as well?

And the good news is that it will just fit into our current boxes.

a few years back i had a wiseco piston i used to run back to front to keep the piston ring pegs from falling over the exhaust port. it was a piston port engine and i had removed some of the skirt to extend the inlet timing on the other side of the piston.. on one occasion i put the piston in wrongly with this inlet piston side such that at tdc the exhaust port didn’t fully close. it may have been a coincidence, but the engine ground to a halt after about 300 yards. big end seizure!! big end cage disintegrated and my brand spanking new conrod turned blue!!

[tjbw]

Fletto, do you agree with this one as well?

And the good news is that it will just fit into our current boxes.

Nice mock-up, wink wink

[Lef16]

I can't remember from where I have this photo on my computer,from Jan Thiel's facebook page I think....
It could be ryger,the piston fits........................

[MotleyCrue]

Here's what I think about the powerband. The Ryger engine will make good torque over the usual rpm that the normal exhaust pipe works at, then at the medium high rpm 13.5-14 k to 15.5 -16k rpm scavenging will be mediocre just like any engine off the pipe but torque will be propped up instead of falling off a cliff because the HCCI will keep a good burn going even with mediocre scavenging. The small exhaust port and small for the rpm size stinger help with this.

Then at high rpm nearing 17000 rpm the pipe will start working again (also factoring in a slightly lower exhaust temperature because of the HCCI). Do the math and at some super high rpm any pipe will actually start working again because though the first reflection off the converging cone arrives way too late to be useful the second reflection from the converging cone will arrive just on time when the exhaust port is closing on the cycle after that. Cool beans. All you got to do is span the rpm gap between the 2 good torque engine speeds. This cant be done without HCCI to prop up the torque through the nasty engine speed zone that exists between the 2 good engine speeds explaining why no one else has done it.

The second peak torque engine speed would be about 40-50% higher than the first peak torque engine speed and in between the 2 speeds is the bad zone that is very much propped up with HCCI and a stinger smaller than the rpm would suggest.

[Frits Overmars]

Do the math and at some super high rpm any pipe will actually start working again because though the first reflection off the converging cone arrives way too late to be useful the second reflection from the converging cone will arrive just on time when the exhaust port is closing on the cycle after that. Cool beans.

Secondary pulses can work when the revs are too low for the pipe. The first reflection pulse will come too early, followed by a second suction pulse and a second stuffing pulse that may arrive just in time before the exhaust port closes. But when at ultra-high revs the first reflection comes too late to do some useful stuffing, the next combustion will be weak, the next emerging pulse will be weak, the combustion after that will be even weaker and the gas dynamics will collapse completely.

[MotleyCrue]

Secondary pulses can work when the revs are too low for the pipe. The first reflection pulse will come too early, followed by a second suction pulse and a second stuffing pulse that may arrive just in time before the exhaust port closes. But when at ultra-high revs the first reflection comes too late to do some useful stuffing, the next combustion will be weak, the next emerging pulse will be weak, the combustion after that will be even weaker and the gas dynamics will collapse completely.

At normal peak torque rpm the primary pulse would be approximately 180 degrees after exhaust opening and the secondary approximately 360 degrees after exhaust opening, at higher revs this becomes greater and is no good (example 220 and 440) as you mentioned, but at even higher revs things get better again when the primary is 270 degrees after exhaust opening and and the secondary is 540 degrees after exhaust opening. 540 degrees is when the exhaust port is closing on the next cycle. The secondary pulse from the previous cycle stuffs the cylinder during exhaust port closing instead of the primary pulse on the current cycle.

That's how I see it, 2 torque peaks , one at normal speed for the pipe and the other at 40-50% higher speed. A torque hole in the middle rpm between the 2 peaks that gets propped up as well as possible. Hot exhaust to extend good torque revs as much as possible past the first torque peak rpm then when the gas dynamics crash the exhaust gets much cooler and the second torque peak would start to mature at less than the 270/180 = 1.5 x difference in rpm between peaks, then fully mature as the revs climbed further and the exhaust once again got hotter.