ESE's works engine tuner

[2005bully]

[QUOTE=seattle smitty;1130930972]
H-berg, I remember seeing ads for the Lakes injector. At one point I believe the rights to it were bought by somebody in the light aircraft industry, even got FAA approval. The office was supposed to at Renton (Washington State) Airport where I was learning to fly; I looked for it one day, but don't recall now whether I found it or talked to anybody. The aircraft version might have been larger than the original Lakes Injector, which I recall being made primariy for karters, with a bore of around 25mm. I'll look at your inks again, fun old stuff.

I suppose there must be a "tank foam" that stands up to methanol and the other fractions.

Do any of the kart classes run alcohol these days, as they did long ago? The only motorcycles I remember running alcohol, besides the drag bikes, were the "speedway" dirt track bikes, an interesting in-crowd sport mostly in southern California, IIRC. Oops, just did a quick google, and I see there is speedway racing Down Under. Serious racing, but looks sort of like drift-cars but with bikes.


In response to Seattle Smitty......... I was first put on to the LAKE INJECTORS in the 70's by the late E.C. Birt. A with most low production parts in those days it was hard to track down any kind of supply. In the early 80's I found a company by the name of HAPI engines located in Elroy Arizona, that had resurrected a version of the LAKE injector and re-named it "POSA FUEL". The company specialized in adapting VW air cooled engines to experimental aircraft use. The POSA carb was one of the items they marketed for the conversion. I purchased some of the units from them and adapted them to methanol fueled kart engines. Used a pulse pump with a return line that that had an adjustable restrictor. (much like a dial a jet) The POSA did feature a flat sided needle much like the Lectron carbs of today. When tuned correctly the POSA units worked very well. But 50 degrees of cyl head temp or if the sun went behind the clouds, and the tuning process had to be completely re-configured. From later experience with custom made mechanical fuel injectors, I'm sure the results would of been much better with a mechanical pump. HAPI engines went out of business in the mid 80's. I still had one of the POSA units hidden away. Attached a few pictures of it for your review. Also have a couple of the original instruction sheets if your interested...

Methonal resistant "tank foam" is used in most late model and sprint car fuel cells that are run on dirt track ovals.

There are a few 2 stroke race kart classes left in the USA that allow "open" fuel...... Methanol / Castor oil is the preferred choice of most.... Here at the shop we build a fair number of methanol carbs for the 2 stroke kart market. But it seems most 2 stroke products today, are in the same position as the last guy making buggy whips, If you stay in the game you keep getting a larger percentage of an ever smaller market. Kermit Buller

[Frits Overmars]

That POSA carb seems to be next of kin to a Gardner:

[seattle smitty]

Sprint cars, of course, should have thought of them having foamed tanks. Thanks Kermit. I remember seeing the name E.C. Birt . . .

How long have you been around karts? Was talking to some bikers about the slider-pipes that outboard racers use; those are impractical for bikes, but some of the sprint kart guys in the late-'60s/early-'70s had movable baffle-cones. They set the length in the pits, then track-tested and made further adjustments as appropriate. This is a trick that could easily be applied to a bike by any of the 2-stroke bucket racers or even street riders here, giving additional tune-ability (could be a good thing, though it violates the KISS principle).

Do you recall these adjustable baffle cones?


(EDIT) Found info on E.C. Birt, interesting man, if anyone's curious: http://articles.superhunky.com/bio/E.C.%20Birt

[husaberg]

That POSA carb seems to be next of kin to a Gardner:

very much so.
A nephew even of the Wal Philips

H-berg, I remember seeing ads for the Lakes injector. At one point I believe the rights to it were bought by somebody in the light aircraft industry, even got FAA approval. The office was supposed to at Renton (Washington State) Airport where I was learning to fly; I looked for it one day, but don't recall now whether I found it or talked to anybody. The aircraft version might have been larger than the original Lakes Injector, which I recall being made primariy for karters, with a bore of around 25mm. I'll look at your inks again, fun old stuff.

Kermit Buller

Yes it was red I have some links to them I have posted.

[2005bully]

Sprint cars, of course, should have thought of them having foamed tanks. Thanks Kermit. I remember seeing the name E.C. Birt . . .

How long have you been around karts? Was talking to some bikers about the slider-pipes that outboard racers use; those are impractical for bikes, but some of the sprint kart guys in the late-'60s/early-'70s had movable baffle-cones. They set the length in the pits, then track-tested and made further adjustments as appropriate. This is a trick that could easily be applied to a bike by any of the 2-stroke bucket racers or even street riders here, giving additional tune-ability (could be a good thing, though it violates the KISS principle).

Do you recall these adjustable baffle cones?


(EDIT) Found info on E.C. Birt, interesting man, if anyone's curious: http://articles.superhunky.com/bio/E.C.%20Birt

Buller built was incorporated in 1978. Starting in the early 70's I did all sorts of 2 stroke work, became pretty well karts only by the 80's. Over the years I spent around a decade as an IKF board member, National tech director, Chairperson for the NAKTC, (in charge of North Americas 2 stroke Homologation.) Yes as far as adjustable pipes.... I am very familiar with them. Virtually all of the USA fixed gear pipes have adjustable head pipe lengths. Originally a piece of "flexable" exhaust tubing was used to connect the pipe and header. By changing the length of this "flex pipe" the head pipe length can be adjusted in the pits. Today std ex tubing is used as a connector, but is still referred to as "flex pipe" in karting jargon. On the fly adjustable "slippy pipes" were originally built by the Hartman's in Calif. Later Hartmans expansion chamber business was sold to Rod and Art Verlinger. They still operate as RLV in Santa Maria Calif. To this day Slippy pipes are still legal for the fixed gear lay down enduro karts, and RLV still produces a few of them as they are ordered. The slippy pipes are built with a parallel center section (most usa fixed gear kart pipes are cone to cone) The stinger on this outer baffle cone is very short with an oversized ID. A second baffle cone is positioned inside the outer baffle cone. This second inner baffle cone has a stinger of the proper id and length while its od is a slip fit into the outer cones stinger. At the end of the inner stinger a thick flat washer is welded onto the stinger. This washer has a square notch cut into it that slides along a piece of key stock supported by the silencing can. (this prevents the inner cone from rotating) This washer also has a small hole drilled into it, through which a cable is anchored. The cable is run out through a small tube welded to the silencing can, Eventually the routing of the cable terminates at a steering wheel mounted handle. The pipe can be "pulled" by the driver at any time. Learning to effectively operate one is a great lesson for understanding the relationship of ex temp relative to tuned length. Some of the early karters also experimented with head pipe lengths that were adjustable on the fly, but that was quickly made illegal. Point of interest, The stinger inside the stinger reduces the amount of force pushing the inner baffle back and allows it to be pulled by hand. I don't have any pictures of the internal parts of a slippy but did attached a picture of one from the outside.

I came to know E.C. very well. Often times he was misunderstood by the public for his habit of not following conventional wisdom, which I found very enlightening. RIP E.C.

Kermit Buller

[2005bully]

That POSA carb seems to be next of kin to a Gardner:

Fritz... That's a new one on me, Never have seen one by that name. From the pictures they look to be a fundamentally identical.

Kermit Buller

[Frits Overmars]

Fritz... That's a new one on me, Never have seen one by that name. From the pictures they look to be a fundamentally identical.

Funny that; I'd never heard of the POSA.
Yes, their principles seem to be identical: a slide that makes for a perfectly smooth inlet tract at WOT, a needle jet that moves with the slide, and a needle that is fixed in the outer carb body, although adjustable because it's threaded. And if you take a look at that second picture: an adjustable main jet where the fuel line attaches to the needle jet. This was not a Gardner original but a private modification. I have a vague notion that Wobbly had something to do with that...

[wobbly]

I think there are several interlinked effects of lifting the floor ( and or adding larger bottom corner rads ) to an exhaust port.
First off going all the way up to the transfer height, must be considered an " extreme " case, where any one of the effects that is detrimental to power
could easily swamp any smaller effect that would usually be helpful.
If the A port has already a large wall or septum dividing it off from the main port - then I can see that any advantage from the lifted floor via a reduction in short circuiting would be minimal.
Creating a high dam at the port, by inference then means we get back to having a very tapered "diffuser" like duct, with a much bigger exit area than that at the entry point.
And as is well documented, the exact reverse makes better power.
In this case the sim is not very helpful in determining what is optimum, as it takes no account of the change in short circuiting efficiency, only the flow effects on the Mach numbers of the area changes.
Then lastly we have the thermal issue of the insert overheating, due to lack of an efficient heat path to the cooler water or finned cylinder.
Very much a can of worms, not easy to sort the positive effects and be able to identify any general pointers to guide other tuners.

[seattle smitty]

I think Husaberg's mention of the Wal Phillips injector brings up maybe the earliest of this sort of device in the mid-'60s. I emphasize "maybe." I do believe the Wal-Phillips preceeded the Lakes, Posa, et al, . . . for whatever that's worth . . .

Nice description of "slippy pipes." One of the (so far . . . ) salutary simplicities of outboard racing is that we don't have mufflers to deal with.

[Grumph]

I think Husaberg's mention of the Wal Phillips injector brings up maybe the earliest of this sort of device in the mid-'60s. I emphasize "maybe." I do believe the Wal-Phillips preceeded the Lakes, Posa, et al, . . . for whatever that's worth . . .

The Wal Phillips which was a very simple gravity feed, butterfly throttle device preceded the Gardner which was a very effective and complete carburettor.
Gardner was written up in the UK mags several times in the late 50's and early 60's. His carbs went through several variations until they were as is still available now. What he was doing was widely publicised in the motorcycle press, certainly the English language ones, possibly Continental ones too.

Wal Phillips was an ex speedway rider and initially saw his injector as a simply set up replacement for a carb on alky burning speedway singles. If you go back even further, it has many similarities to the Binks "mousetrap" carb of the 20's which was ideal for speedway as it was either on or off....and nothing in between.

[husaberg]

Fritz... That's a new one on me, Never have seen one by that name. From the pictures they look to be a fundamentally identical.

Kermit Buller

Funny that; I'd never heard of the POSA.
Yes, their principles seem to be identical: a slide that makes for a perfectly smooth inlet tract at WOT, a needle jet that moves with the slide, and a needle that is fixed in the outer carb body, although adjustable because it's threaded. And if you take a look at that second picture: an adjustable main jet where the fuel line attaches to the needle jet. This was not a Gardner original but a private modification. I have a vague notion that Wobbly had something to do with that...

The Wal Phillips which was a very simple gravity feed, butterfly throttle device preceded the Gardner which was a very effective and complete carburettor.
Gardner was written up in the UK mags several times in the late 50's and early 60's. His carbs went through several variations until they were as is still available now. What he was doing was widely publicised in the motorcycle press, certainly the English language ones, possibly Continental ones too.

Wal Phillips was an ex speedway rider and initially saw his injector as a simply set up replacement for a carb on alky burning speedway singles. If you go back even further, it has many similarities to the Binks "mousetrap" carb of the 20's which was ideal for speedway as it was either on or off....and nothing in between.

I have posted some stuff on all of them including the mouse trap.
I will dig it up latter.
Gardner made a set of carbs for the Dual valve Exactaweld (whoops it was the Armstrong)
A few used to gun them on the early clasics including from memory Bill Swallow of the 3 bearing Velo modified Norton into a near Seeley thing he used to race.
https://c1.staticflickr.com/3/2810/1...0e6ccb21_b.jpg
I am not sure if the Gardner had a conventional needle or funny shape like the posa, lake,EI, Bluestreak, lectron, Quiksilver Edlebrock, Smart family

Attachment 257204Attachment 257205Attachment 257206

Working on the EI carb with the 24mm venturi behind the slide, its a bit of a trick getting the mixture right. Its easy to wind the needle up and down and have it either rich on top lean below or the other way around. But not having a good selection of needles, I am having to stone the flats on the two needles I have, to try and get a profile that fuels correctly.

Attachment 257208Attachment 257203Attachment 257207

A comparison of the OKO with the 24mm restriction in the bellmouth like Frits suggested (Red Line) and the EI carb with the venturi behind the slide idea (Blue Line).

I am still working on tuning the EI carb and haven't completly given up on the venturi behind the slide idea yet but the 24mm venturi restriction in the bellmouth concept does look promising.

That is exactly the issue everyone has had with Lectron and EI carbs.
Get the mid spot on and the top will be rich, jet the top correct and the mid will be lean - no matter what needle is used.
I have said for years that a solenoid powerjet ( or adding a proper air correction system) would fix everything, but that needs alot of work to set up, so has never been done.
Its worth doing though, as the nice atomisation of the Lectron setup is worth having.
Another route would be a powerjet with air correction, these are available - I will post a link here when I find it.
Another possibility is the company that bought the patents from Edmonson - the guy who did Lectron and EI.
These new carbs won everything at Pikes Peak where they ran.
The 2T Quad had my pipes and was easily the fastest on the hill - listen for the screaming Banshee.

http://www.youtube.com/watch?v=ZneHu...1&user=motovox

Here is the air corrected powerjet setup - I have a pair and will test these on the first F3 - 400 engine on the dyno

http://www.thunderproducts.com/dial_a_jet.htm

Here is some more stuff i sent TZ a while Back

http://www.psipowerinc.com/mxAtvCarb.html
Attachment 257214Attachment 257220


heres the other offshoot of the lectron lake etc
http://revmasterautomotive.com/revmasteraviation/?p=221

seen these talked about never a look though.
Attachment 257215
http://www.aeroconversions.com/produ...arb/index.html
Attachment 257216

Plus another
Attachment 257222
http://www.psicarbs.com/bigair.php

http://www.saltmine.org.uk/dale/dale-faq.htm
Eplanation here "
The Lectrons have a central fuel outlet, that being the needle area. The needles controlled all fuel now with the exception of the power jet. One of the ideas was to eliminate the rich and lean spots in the fuel delivery curve as can happen with a multi-area delivery device such as a normal carb. The other was to make a system that was easy to adjust. Lectron succeeded brilliantly in one area, failed miserably in the other.

Fuel control was with the needle. A taper was ground into the needle on the side that faces the intake area of the engine. Needles were graded and marked 5-3, 6-1, 6-2 etc. These numbers were easy to understand. The first number was the overall richness of the needle. A 5 series was leaner than a 6 series. The second number was the midrange richness. A -3 was richer than a -1. The very top end was controlled by the power jet exactly as we understand power jet function now.

In order to have a "base" point that tuning could be initially set to, a distance was specified as standard, a datum. This was the length of the needle from the adjusting nut(what would be the needle clip in a Mikuni) and the tip of the needle that extends into what would be the needle jet in a Mik. The "needle jet" was not adjustable, much like the TMX style of Mik. The standard length was 1.945" or something like that. If the length was longer, the overall fuel was leaner as the taper would be lower and this would allow less fuel for any given throttle opening. The opposite was true if the needle length were shorter than 1.945". I think that if you had to go more than 2 turns in either direction, it was time to change the needle for a different fuel curve. This allowed for the fine adjustment of fuel.

If one were to replace the screws holding the top of the Lectron with snap clips to allow quick removal of the top, a minor needle adjustment with power jet swap could be made in about 2 minutes for 2 carbs. This was one of the Lectrons strong points.

If jetting was ok in the mid-range but off a bit just before power jet came on, you wouldn't want to adjust the needle as this would upset the balance with the mid-range. You would select a needle with a different second number - 1, -3 etc. THIS is where the Lectron failed. The quality control of the grinding of the needles was such that even though you had two needles marked the same, it didn't mean that you hade two needles that were the same. At first this caused all kinds of confusion as one would change the needles expecting a change in a known area and the engine wouldn't run anything like what was expected. Only after measuring the needles very accurately at absurdly small stations were we able to ferret out that Lectron needles were ground by the firm of "Byguess and Bygolly"!

The only way to solve this problem was to carefully hone stone the needles and hope that the results gave you a pair of needles that could be used together, run them, grade them, and hope that one was fortunate enough to get a selection after a while. With all this tuning work done to the needles, it's not hard to see that if one had a good set, they didn't get loaned out at all(Hey! I need as set of 6-2's. Got any I could borrow for this race?) Might as well part with your right arm once your friend figures out your needles work better than his!

On of the other strong points was that without a pilot circuit, the Lectrons could be run at absurd angles(35 deg) compaired to the Mik's. This allowed the carbs to be mounted to a straight manifold on the Super-street RD's for a more direct shot at the intake. If a Mikuni was mounted this way, it would flood horribly under hard braking as fuel poured out of the pilot circuit. This was not a problem with the central fuel point on the Lectron's.

But time moves on and the quality control finally caught up to Lectron(and some other problem with finances or something). Carb technology advanced as well and we have very good, though expensive stuff now that needs computers to do all the thinking where us mortal humans did it before. This is progress...I think."

http://www.ozlaverda.com/what-s-an-e...or-t15-10.html
Attachment 257217


I knew i had seen this somewhere explanation of the "cheater" Carb for controlled carb classes
http://lectronfuelsystems.com/faqs.html#Tuning
What is a Lectron High Velocity Carburetor?
The standard Lectron carburetor has a 2mm taper. For example a 40mm carburetor will start out 40mm and taper down to 38mm at the fuel pick up then taper back up to 40mm. The Lectron High Velocity carburetor has a 4mm taper. For example, a 38mm HV carburetor will start at 40mm and taper down to 36mm at the fuel pickup then back out to a 38mm. This carburetor was first designed for racing classes that had a restriction on carburetors size. This was Lectron’s answer to have a small carburetor work like a big carburetor. The Lectron High Velocity carburetor is also used today for bikes that do not have much “port speed”. Engines with a small amount of port speed have trouble picking up fuel efficiently this carburetor corrects that. Final note, many people put Lectron High Velocity carburetors on engines not understanding why? Just because of the name “High Velocity” they think it is a better carburetor than the standard Lectron.
Don’t confuse the issue.

History of Reds Carbs from what i understand Red or his son was in business with one of Kenny Roberts sons. Wob would know for sure, but i think his son may have worked for KR.
History Behind the AFT Carburetor

Since the beginning of the combustion engine, man has had a natural desire to get as much power out of the wide variety of motors manufactured for work and play. For the past 37 years, William “Red” Edmonston has chosen the motorcycle as his passion for power and speed.

Red started racing Triumph motorcycles in the 1940’s and after 13 years of racing and breaking bones, he decided to move to California and work with Triumph as a road manager as well as open a Honda dealership to provide for his young family. During the 1960’s, Red continually became frustrated with the fuel delivery systems for the motorcycle industry. Most of the carburetors being manufactured and sold on motorcycles were complex to tune, and required a constant effort to keep tuned for proper operation of the motor. This was primarily because of the multiple and overlapping circuits (different jets for the differing throttle positions) that caused the air fuel mixture to be very rich at different throttle positions. These early carburetors could not adapt for altitude changes either, which added to the constantly differing air-to-fuel ratios and tuning problems. Besides the frustrations that many had with keeping their motorcycles running at optimum, these crude fuel delivery systems also cause the motor to run very inefficiently and with significant harmful emissions.

In the late 196o’s, after many years of racing, managing race teams, and selling motorcycles, Red began his long career of inventing, designing, and manufacturing carburetors for the motorcycle industry. In short, Red has had a significant impact on the motorcycle industry over the past 40 years. Red has held nearly 100 patents and has invented and manufactured nine different carburetors, each of which has shared some similarities while each subsequent model continually added improvements in functionality and performance. The history of the Red Edmonston’ carburetors spans many years and a great deal of experience and improvements:

· 1968-1969: The Lake Injector prototype and final production model carburetor.
· 1970-1971: The Pos-A-Fuel prototype and final production model carburetor.
· 1971: The Pos-A-Fuel with remote float bowl production model carburetor.
· 1973-1974: The Lectron prototype and final production model carburetor.
· 1976-1977: The E.I. Prototype and final production model carburetor.
· 1978: The Blue Magnum production model carburetor.
· 1980: The Bank of Four Blue Magnum model carburetor.
· 1981-1982: The Qwik Silver prototype and production model carburetor.
· 1982: The Qwik Silver Bank of Four carburetor wins Daytona super-bike race.
· 1993: The Qwik Silver II production model carburetor (sold to Edelbrock).

Lastly i think Mike Sinclair was meant to be a gun out sorting out Lectrons i read somewhere. I guess possibly through the Roberts days connection exposure.

.

Any guesses where the manufacturer measures the size of this...........

Attachment 226862 Venturi Flow Tube

I think that if I use a 24mm design like this, but with a main jet setup like a Gardner carburettor instead of an injector I could push the GP to over 30hp.

Attachment 226863 Gardner Carb

When I think about it a 38mm carb could be modified with one of these so the narrowest part of the 24mm venturi is where the manufacturer originally sized their old carb.

So all legal by the definitions I have seen posted lately.

That to be legal a modified carb has to be measured at the same place the manufacturer originaly did.

FXR's are great and they are the bike to beat at Mt Welly and they have brought many new people into the sport and thats very good but if you want something special you still have to make it yourself, and I imagin thats what the old style spirt of Buckets was about.

Some interesting 50cc stuff here:- http://www.elsberg-tuning.dk/monark.html

The only good pic I could find of Gardner.
With the long bellmouth version I can see why a TZ350 would work well,the correct tuned length for peak at 10,000 is near double that of a stock 38mm Mikuni.

http://kioteegarage.blogspot.com/201...e-history.html

I thought i had posted a pic of them but only a brief description TZ has posted a picture of one with a mattchbox float
But here is one with a bolt on Stack.

Bill Swallow or his brother used to use one on a real fast ohv velo.
Also when the classic movement started again i believe he started to manufacture them.

http://www.flickr.com/photos/slrosko/4636268333/

That is exactly the issue everyone has had with Lectron and EI carbs.
Get the mid spot on and the top will be rich, jet the top correct and the mid will be lean - no matter what needle is used.
I have said for years that a solenoid powerjet ( or adding a proper air correction system) would fix everything, but that needs alot of work to set up, so has never been done.
Its worth doing though, as the nice atomisation of the Lectron setup is worth having.
Another route would be a powerjet with air correction, these are available - I will post a link here when I find it.
Another possibility is the company that bought the patents from Edmonson - the guy who did Lectron and EI.
These new carbs won everything at Pikes Peak where they ran.
The 2T Quad had my pipes and was easily the fastest on the hill - listen for the screaming Banshee.

http://www.youtube.com/watch?v=ZneHu...1&user=motovox

Here is the air corrected powerjet setup - I have a pair and will test these on the first F3 - 400 engine on the dyno

http://www.thunderproducts.com/dial_a_jet.htm

As interesting as this TZ

http://2stroker.createforumhosting.c...les-t3382.html

I posted some Posi carb pics a while back and alluded to an article I had read
Here it id the observant amonst you will note how slim it is and how it was designed by the same guy that did the Posi, Lectron, EI and Edlebrock quicksilver and no doubt heaps more.
He later said he was good at imaking HP carbs not so good at choosing business partners. His son worked with Kenny Roberts son Curtis interesting.
This carb came after the Ron Gardner flatside. I have never seen pics of the insides of a Gardner carb. But they had a remote float.I think honda had flatslides in the early 60's

. Like so:

Attachment 249188

The first bike I can remember with the 2 stage carb set up was the Villiers Starmaker stuff I poster further back.Yamahas had a big play with them in the mid 80's to 90's TT and XT etc. Honda with the XR series in the Mid 80's one thing they all have in common is they all went back to single carb set ups.The (TTR way be an exception to this rule)
2 carbs in my opinion = twice the drama.
I have enough trouble tuning one as it is.

Picture of updraft carbs on MZ and Suzuki 60's bikes a pic of the DKW 250 supercharged Twingle and lastly a Binks mousetrap variable venturi carb I had heard of them but I had never seen a picture of one.

53mm at least well I never knew that anyway...by the wording it looks like they may even go bigger to special order.

I posted this a while back I was hoping to find out something about them?

Go Karb Fuel Injection Carburetor
I seen this on Ebay.
1-13/16" center to center on mount holes. 3/4" across throat
http://www.ebay.com/itm/Vintage-NOS-...-/251908761617
Never seen or heard of them guessing it is a single circuit carb like a Wal Philips injector.
Anyone just out of curiosity know anything about them picking 60's Tech.
Attachment 312554Attachment 312555Attachment 312556Attachment 312557Attachment 312558Attachment 312559

[husaberg]

other stuff that would not fit

[Flettner]

Behold, the lake injector, (piece of shit), spent hours soldering and filling that bloody needle then the tuning would change depending on the load of fuel (head of pessure)!! Sooo I fit a fuel pump to keep the head of pressure constant but that meant I had to change the needle again
So screw that, went to EFI, hid it inside so as not to upset the rule makers, and wow, you can stick your Lake Injector where the sun don't shine!!!.



Nah this is pretty (er)



And at idle



I'm not a fan of the LAKE, clearly.

[husaberg]

Behold, the lake injector, (piece of shit), spent hours soldering and filling that bloody needle then the tuning would change depending on the load of fuel (head of pessure)!! Sooo I fit a fuel pump to keep the head of pressure constant but that nean I had to change the needle again
So screw that, went to EFI, hid it inside so as not to upset the rule makers, and wow, you can stick your Lake Injector where the sun don't shine!!!.

http://i1056.photobucket.com/albums/...w/36e7999c.jpg

Its still pretty Neil, You can dress up as Grumph and deliver it here when you are down at Xmas if you want.

[SwePatrick]

As a big thanks to all in this thread,, i have learned a lot!
Ofcourse i had some knowledge before.
But it has been raised way higher.

Thanks everybody for not keeping things secret. =)

Merry christmas and a happy New year.

From me to all of you:

my little projektengine(beside the big 132cc)

Setup:
Ported Autisa 45.5mm bore, durations: 202/136/138/138
Modified head. 13-1 compression
Top racing crank 41.4mm stroke
std unmodded piston, but just one ring, there are grooves for two, with two rings i don´t see any gains at all, just a lot of wear.
'Derbi style' reed (0.4mm carbon)
Keihin 27mm roundthrottle, from an -83 cr80, totally unmodded. jetted 42/128 and needle in the middle position
CR85 inletrubber
Pvl '458' ignition
6spd gearbox
Cr85 clutch
Morbidelli pipe from the gp twin.

A view down in cylinder at dynosheet(at the sprocket):