ESE's works engine tuner

[TZ350]

..........

[bjorn.clauw.1]

https://m.youtube.com/watch?v=SkJd7LL24ec

Driving it

[karter444]

thanks for the advice on tig torches

I have just seen the small tm 24 watercooled 180 amp torch heads on Ali express, they can be purchased for US $8.00

CHEERS

[Flettner]

thanks for the advice on tig torches

I have just seen the small tm 24 watercooled 180 amp torch heads on Ali express, they can be purchased for US $8.00

CHEERS

$8.00, ask yourself, buy a decient one.

[Larry Wiechman]

As stated previously, a water cooled torch is the only way to go. Push LOTS of water through it. A square wave TIG machine with the ability to offset the balance is a plus. A helium/argon gas mix (or straight helium $$$$) will generate higher temps for a given amperage.

[peewee]

At $8 I suspect it may be from china. 25/75 or 50/50 gas mix works fine. On small cylinders you may even be OK with straight argon. You just have to try and see. Helium is expensive, at least where I'm at so I wouldn't use it unless you need it. Expect some warpage and have a plan how to fix it

[breezy]

Hello, ive just read a post on another site in which the poster said" we dropped the compression right down as it enabled the bike to rev higher". is this correct, less compression easier to rev? less forces on the piston/ conrod/bearings maybe less heat?

once you have your engine on the pipe maybe a conservative 9500rpm with all its momentum would being able to vary the compression (lower) at this peak make it rev more?
has anyone have any views on this, come across anything, on the net, relating to this? thanks, nigel.

[Frits Overmars]

Hello, ive just read a post on another site in which the poster said" we dropped the compression right down as it enabled the bike to rev higher". is this correct, less compression easier to rev? less forces on the piston/ conrod/bearings maybe less heat? once you have your engine on the pipe maybe a conservative 9500rpm with all its momentum would being able to vary the compression (lower) at this peak make it rev more?
has anyone have any views on this, come across anything, on the net, relating to this? thanks, nigel.

Less compression = less expansion = more heat and energy left in the exhaust gases when the exhaust port opens = higher exhaust pipe frequency.

[dark art]

I had thinking some time ago, in making a dry sump gearbox. My mental version of it, was to use a electric pump (widely availabe for cars) to feed a catch tank and then, gravity feed. The main reason was to try to make a normal wet sump when the electric pump wasn´t pumping. In my head at the time it would be easy to implement, the only main area of concern being the clutch lubrification.

The reason for this idea is because I bought a second hand bike, a nsr75, wich the previous owner filled the gearbox sump to the very top. First time I rode it it will hardly pull the 3rd gear on a small straight, very underpowered. After the 5min ride I discovered I had oil in everyplace behind and below the engine, even in brakes.
As soon as the oil level was normal, the bike could pull 5th gear on the same straight. Didn´t check the hp at the time, obviously, but at leat 50% of the total power was lost in oil pumping out of the cases

[breezy]

Less compression = less expansion = more heat and energy left in the exhaust gases when the exhaust port opens = higher exhaust pipe frequency.

Frits, thanks for reply.. could you extend this as higher exhaust pipe frequency = extending useful range of exhaust pipe = increased rpm ?

[SwePatrick]

Hello, ive just read a post on another site in which the poster said" we dropped the compression right down as it enabled the bike to rev higher". is this correct, less compression easier to rev? less forces on the piston/ conrod/bearings maybe less heat?

once you have your engine on the pipe maybe a conservative 9500rpm with all its momentum would being able to vary the compression (lower) at this peak make it rev more?
has anyone have any views on this, come across anything, on the net, relating to this? thanks, nigel.

to test this, pour some high octane fuel (not alcohol) like 116octane or something in the tank.
this fuel burns slower and leaves more heat in gasses, this will heat up the pipe more, and might give you more rev.

[trevor amos]

I suppose one must pose the inevitable question, what is regarded as a high or low compression number within the context of ,say a good 125cc engine? The actual number of a ratio tells us nothing of the actual quantity of mixture contained in the combustion chamber at the point of ignition. If there is little in there, squeeze the hell out of it! Perhaps the real answer is a variable ratio that progressively lowers at escalating, higher rpm that provides for improving cylinder filling! Avgas reacts better to a high ratio, unleaded though faster burning is averse to high cr. So what is high and what is low in compression ratios?

Trevor

[bjorn.clauw.1]

Is there any patent information allready available? (Ryger offcourse )
If not, I may have found something.

[wobbly]

The amount of energy available to the combustion process is finite.
How it is distributed is dependent upon the CR , the ignition timing and the squish velocity.
As you raise the com, more energy within the A/F mixture is transferred to the surrounding metal ( head/piston/cylinder wall ) and to raising the gas pressure earlier within the cycle.
Thus less remnant heat energy is available to the wave process within the pipe.
Same for ignition timing, spark of the mixture earlier and the same thing as above occurs.
Then lastly we have squish velocity - as this is raised the turbulence within the combustion space is increased - thus raising the burn speed, with the same effect as advancing the timing.

With regard to compression ratios in a ( normal tech - not Ryger ) 125, this is entirely fuel and end use dependent.
For what we regard as unleaded ie pump gas of the 95/98 octane range we can use around 13.5 to 14.5 :1, the higher number is common for MX where throttle response is favored over
outright peak Hp numbers, and thus the bmep is lower compared to say a road race designed engine spec.
This comes back to the effective dynamic compression created within the combustion space by the entire engines design specifics.
And for what we regard as leaded race gas ie Avgas the numbers are 15.5 to 16.5:1.
Go up to 110 leaded rocket fuel ( or C12/C14 ) then 17.5:1 is commonplace.

As the com is dropped, then more heat is seen in the header pipe as measured by an egt, and this extra heat is created thru the entire rev range - thus as usual, no free lunch ie greater
mach number of the gas speed from the higher local temp means better overev, at the expense of course of bottom end.
This can to some extent be ameliorated by winding in advance lower in the rev range - but as many have found,this can create havoc on part throttle use off the powerband.

Re the Ryger patent info - we already know how the top end "works " from an existing published paper, but we still have no idea at all about the 30,000 rpm capable sealed bottom end.

[trevor amos]

Many thanks wobbly, As always an authoritative account of what is actually happening and thus what is required with our `home tuned`engines, information based upon the reality of what is from an expert who has been there and done it!

Regards, Trevor