ESE's works engine tuner

[TZ350]

Who`s going to be the first to tell him to raise the exhaust port floor?

Not me, and not me .......

[marsheng]

A bit rough but works... and easy to set up ... Managed to raise the rpm open point from 7000 to 9500 (depending on the spring tension)

Thanks and that is easily tune-able external to the motor.

[bjorn.clauw.1]

drawings seem pretty close

doesn't help building a model though either - features can still have questionable function



the groove in the plate is to accommodate piston skirt - doesn't go all the way through

Haha just realised my cylinder is on backwards

Looks nice. The purple slider I believe is to close of the piston pin hole; during engine assembly it is fixed in the up position.

[tjbw]

drawings seem pretty close

doesn't help building a model though either - features can still have questionable function



the groove in the plate is to accommodate piston skirt - doesn't go all the way through

Haha just realised my cylinder is on backwards

The cylinder ports match the piston orientation, so I'd say it's the redundant crankcase reed inlet which is on the wrong side. Also there is only only one exhaust port, according to the signed homologation document.

Agree with the comment that purple sleeve should be in closed position.

[JanBros]

no reads in the transfers, so allthough I haven't hurted my brain enough to figure out how it all works, at least I was right about one thing

[lucf]

Here is the official full homologation document.
The official publication document will follow soon.
Frits was not allowed to show the earlier pictures, so sorry for that confusion.

I can't get those pictures here, so sorry only the link
https://www.facebook.com/photo.php?f...type=3&theater

[F5 Dave]

Welcome. There is limited abilities till you post count gets up.

[MotleyCrue]

Its feelin a little anti-climatic, so far. Guess that's what you would call a soft unveiling.

[Flettner]

QUOTE=lucf;1130940281]Here is the official full homologation document.
The official publication document will follow soon.
Frits was not allowed to show the earlier pictures, so sorry for that confusion.

I can't get those pictures here, so sorry only the link
https://www.facebook.com/photo.php?f...type=3&theater[/QUOTE]

Luc, good to have you here, THE offical twostroke thread
What was in those picture that we were not to see?

[Flettner]

Its feelin a little anti-climatic, so far. Guess that's what you would call a soft unveiling.

Yes I must admit, is that it?

[wobbly]

I still totally disbelieve that a stock crank on 54.5mm stroke with a 90mm stock rod can approach 30,000 rpm
without making even more ports in the case that weren't there before.
Sure having oil "splashing " about may be better for the stock cage/washers ,than an oil mist with fuel as well
but the bottom ends of the 20,000 rpm 100cc International reed and RV kart engines with 48mm stroke exploded with
monotonous regularity.
Whats different here with the Ryger, apart from maybe some cushioning effect at BDC.
This compression is minimal compared to the combustion pressure at TDC, and as we know, the inertial force of the piston stretches the rod
sufficiently for it to hit the head,if your squish is too close.

[Tunisti]

In the section view of the Ryger cylinder there is this non-lined section in the exhaust duct. At first I thought that there would be some kind of divider in the duct, just to stabilize especially the beginning of the flow. But, as I have been taught: when there isn't lines, then there´s no base material at that point. So, we can either think that there is something else, let´s say material X at that point. Or then, it could be that there is no material, and the side wall of the exhaust duct has holes. I´d go for the last one, since it`d be bad engineering not to mark the material X with different filament line.

So, is there connection between the wide "Ryger port" below the exhaust port and the assumed ducts on the side walls of the exhaust duct? If so, It´d change the concept of short circuiting for good.

[yesyes]

at that point, all I understand is that CIK homologation papers do not allow any reader to
clearly make his mind concerning the way the Ryger engine works
what about patent information ?

[MotleyCrue]

Power at higher revs would mean more total airflow despite trapping being less. Higher CCR will make for more total airflow, if, the air flow then comes from somewhere else part way through the transfer period when the "crankcase" has already blown its wad into the cylinder.

If the homologation indicates that the engine has certain parts, that means of course that you can't run parts that aren't in the homologation, but can you legally run the engine without using ALL of the parts in the homologation ??

[ken seeber]

Another observation from the homologation documents regarding the piston. There is a 1.0 mm radial drilling between the two piston rings that connects to the cavity within the 36 shaft or rod of the piston, which is also connected to the wet sump. This might mean that they use some suitable 2 stroke oil in the sump, which would then be a consumable, albeit very small (maybe).
Has anyone thought about the assembly sequence? Maybe the piston is of a passive 2 piece design.
Can't believe the CIK approved documents with the various inconsistencies or errors between the drawings and the pics.