ESE's works engine tuner

[peewee]

the newer pwk can function at a fairly steep angle. i measured it one time but cant recall off top my head

[rodg]

.

2015 Mt Wellington 2 Hour.

Attachment 317434

first place went team to Team GPR

Attachment 317429

Once again the 4T boys get to give us 2T guys the learn ....

Attachment 317431 Attachment 317430

Fish and Andrew took second place. They each did it the hard man way by riding at race pace each for a whole hour non stop. The difference between 1st and 2nd place was just 10 seconds.

Attachment 317433 Attachment 317432

The only 2T to finish took third place. This was an amazing result after being knocked of in the horseshoe and having to push the bike back to the pits for repairs and re inspection before they could re join the race. They had lost four laps as a result of the off.

Thanks to the ESE boys lending me their dyno and expertise the Friday before the 2 hour. Fitted a new pipe and with a little bit of fiddling found some nice wide horsepower. Rob's suggestion to increase the air correction jet diameter and up the main worked a treat providing a small increase in power everywhere. Chris and I piloted the bike to 3rd in the 2 hour behind two pretty quick teams. Not too bad considering we had a bit of an off and lost four laps. We ended up 3 laps behind the leaders.

[TZ350]

... increased the air correction jet diameter and up the main worked a treat providing a small increase in power everywhere.

Red line best power with the original main and 1.25 air correction jet. Blue line, 1.45 air correction plus bigger main jet.

Great to have such a clear result of what can be achieved by adjusting the air correction jet to bend the fueling curve.

[TZ350]

.

Interesting supercharged 2T:- http://www.odd-bike.com/2014/02/dkw-...force-fed.html

Carb Tuning. http://www.3cyl.com/mraxl/manuals/carbtune/carbtune.htm

[MotleyCrue]

the newer pwk can function at a fairly steep angle. i measured it one time but cant recall off top my head

The "downdraft" Keihin FCR carbs such as

http://www.ebay.com/itm/KEIHIN-FCR-3...f-9G9A&vxp=mtr

Can one of these carbs be made to work on a 2 stroke engine? They are pretty steep even with the bowl flat and very steep when the bowl is inclined. They are relatively expensive even for one and I need two, so if it's not doable I don't want to waste all that money, but getting the carbs very steep would solve a lot of other problems.

[SwePatrick]

Mine pwm carb is at it´s limit, if i alter the angle a little bit steeper it starts to drip from ventilation.
Maybe one could make a deeper bottom plug on bowl and make the jets reach longer into that plug, then lower floatlevel.

PWM and some newer PWK´s (Airstriker?) has a new separated idlesystem from lowspeedjet.
It runs through the chockesystem instead, throttle is resting dead on the floor, air runs through the choke hole instead.
You adjust the idle with turning the chokeknob.

Really neat feature actually =)

http://www.pbase.com/jdjetting1/image/43260810

[TZ350]

Old air cooled Suzuki GP100 soon to be a 30+hp water cooled 110cc six speed Suzuki GP-NSR Frankenstein engine.

This quote links back to the back story so far.

Another step on the way to building the Suzuki GP/NSR110 super Frankenstein engine, the crankshaft.
Attachment 316848
The GP/NSR110 crank parts.

The crankshaft post goes to the GP/NSR110 back story. The whole build can be read by following the backstory posts like a trail of bread crumbs.

Another step forward, the cylinder to crankcase adapter/spacer plate.



I picked up all the finished machining for the crankcases yesterday. There is still a lot of hand work too be done on things like cutting in the transfer ports and inlet tract but now I have everything to start finishing it off and putting it together.



The engine is going to run a dry sump for the primary gears and clutch. The wet clutch plates are going to be lubricated by pumping oil up the center of the gearbox input shaft to the inside of the clutch hub. Where it will get centrifuged out through holes in the inner hub to lubricate the clutch plates. After that it will drain back into the sump leaving the clutch assembly free to rotate in air instead of churning around in a bath of power robbing oil.

For a pump I am going to use a diaphragm fuel pump. I had thought of running the gear cluster dry sump as well but just did not have the courage to rely on getting the oil spray right for lubricating the gears, maybe next time.

At the GP, someone in the know told me there are those planning to get the 110 rule thing that was 105, now 110 changed back to 107. That will work for the shorter stroke MB100 boys who got the rule changed in the first place so they could run the cheap over sized KT100 pistons but it would disadvantage all the other 100cc makes like Kawasaki and Suzuki who then couldn't. To be fair, a rule change to make the KT100 piston available without de stroking the crankshaft needs to make the advantage available to everybody in that class. And that means 110cc max oversize for F4 100cc 2T's if you wan't to share the love around with the cheaper over sized pistons.

In the end it does not really matter to me what cc rule change advantage they try to give themselves. If it disadvantages my current build, I will just make another crankshaft with a stroke to suit.

Currently I have been working with old cylinders that need re plating to meet the re bored part of the rule. On any cylinder shortening the stroke increases the blow down STA without any porting required. So if I have to shorten the stroke anymore to stay within any new tricky dicky rule change I will be able to enjoy the advantage of the correct amount of blow down and not having to port and re plate the cylinder. Basically I will be getting the same power/rpm for the effort of a crank build, as much power as before for less effort, a win win in my book. I just wish I had figured that before I started the 110cc version.



Oooo look another crankshaft could this be a 106cc version, I have been thinking ahead and now have 115cc 110cc and 106cc crankshafts for the GP/NSR hybrid and could easily build a 100cc version if I had too. A 125cc version would be difficult because of limited space in the crankcase.

The only rule change that would really effect Team ESE would be banning the spirit of Bucket racing and limiting cleverness. There is the Hyosung standard production cup, class, or whatever it is, for those who want to take the easy path and not have to make any real effort to develop a reliable front running engine. That sort of racing is as interesting as Bat shit in my opinion.

The history of Racing is littered with good ideas that have effectively been banned because others have been to lazy or technically challenged to keep up. In Buckets, part of winning is building something special, and in this class I think attempts to limit that are wrong.

[breezy]

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Interesting supercharged 2T:- http://www.odd-bike.com/2014/02/dkw-...force-fed.html

Carb Tuning. http://www.3cyl.com/mraxl/manuals/carbtune/carbtune.htm

thanks for posting the supercharging article.. 2thumbsup well worth a read..

[tjbw]

thanks for posting the supercharging article.. 2thumbsup well worth a read..

Agreed, very interesting info on DKW development history, thanks TZ.

[FastFred]

At the GP, someone in the know told me there are those planning to get the 110 rule thing that was 105, now 110 changed back to 107. In Buckets, part of winning is building something special, and in this class I think attempts to limit that are wrong.

TZ you are not wrong about interferance, I have even heard talk of hp limits and dyno tests at the track. I guess the powers that be haven't heard that the 2T picked to win was 80cc and 22hp and the 2T that very nearly won was 70cc and 20hp well less than the 30hp of some specials. Leave the rules alone, hp is self limiting and after a certain point its more about riding skill.

[Bert]

TZ you are not wrong about interferance, I have even heard talk of hp limits and dyno tests at the track. I guess the powers that be haven't heard that the 2T picked to win was 80cc and 22hp and the 2T that very nearly won was 70cc and 20hp well less than the 30hp of some specials. Leave the rules alone, hp is self limiting and after a certain point its more about riding skill.

You might as well throw in minimum weight into the rumour mill as well...

TZ's comments above are concerning, last thing we want is constant rule changes for a class that has had minimum interference over the years. Personally I'm not really a fan of the 110cc rule, however if it enables more people to have more fun - then success..

Other rumours heard are splitting the classes (bikes with GP running gear) and even opening up a post/classic bucket class... TZ - I look forward to having a catchup and a brew at Tokoroa.

[TZ350]

You might as well throw in minimum weight into the rumour mill as well...

... yes that would be fair, kitted up Rider plus Bike = 220kgs min, do away with that light bike skinny kid advantage, level playing field and all that.

[TALLIS]

... yes that would be fair, kitted up Rider plus Bike = 220kgs min, do away with that light bike skinny kid advantage, level playing field and all that.

Now we are talking Rob! I think 190kg is fair (don't ask where I got that figure, and there's no hidden agenda)

[mr bucketracer]

Now we are talking Rob! I think 190kg is fair (don't ask where I got that figure, and there's no hidden agenda)

no no no 200kg (-; that way we can still have kfc

[jasonu]

no no no 200kg (-; that way we can still have kfc

Fat cunt...