ESE's works engine tuner

[tjbw]

That's right, I never said that. I never even understood that statement.

Well you're not alone there

But after all these months, I came to the conclusion, that whoever said it, really meant to say "the piston doesn't touch the cylinder"

[adegnes]

Well you're not alone there

But after all these months, I came to the conclusion, that whoever said it, really meant to say "the piston doesn't touch the cylinder"

What's the fun it that?

[JanBros]

Someone mentioned gudgeon pin being high in piston. It's actually low on piston.

with an extra spacer under the cylinder and a known rod length of only 90mm, I wonder who would think the gudgeon pin could have been high in the piston ?

[Frits Overmars]

Frits, My apologies if I have misquoted you here, but I do remember words to that effect being said by someone somewhere on the thread (on a discussion on the Ryger)....
I also said a few posts back that I was relying on memory, rather than going back through all the posts to find out, so sorry about that.

Don't worry about it Will. I know how difficult it can be to find a text back. I had a fairly good idea of where to look, and it still took me fifteen minutes.
It's here: http://www.kiwibiker.co.nz/forums/sh...post1130892436

[arc100]

While contemplating the Ryger engine. If substantiated the performance numbers that have been thrown around will go down in history as legendary..... But the larger legacy Ryger has to offer is "low exhaust emissions from a competitive hi rpm 2 stroke". Being a new design surely more potential power exists with in the concept. If this first attempt is at least marginally competitive, the collective efforts of this forum alone should be enough to turn it into a winner. It just might be Goodbye to the 2 smokes.... Kermit Buller

I know you're just busting to put a ryger conversion kit on your Bama.

You'll really stick it to the Jawa/GM guys then. You'll have to drag out the old billet 131 with a ryger kit and still give em hell.

[arc100]

Frits, you don't seem to be struggling with the minimum word length anymore!

I'm wondering if it would be better to put the Ryger cylinder and induction/spacer plate onto a 4t bottom end. Say a 250 dirt bike, with it's pressurised oil system?

Sorta annoyed I just had my classic nx4 cases turn up

Why would you want to add pressure fed oil to a rotating assembly that doesn't need it. I haven't seen the crank and oiling system explained yet. Pressure fed oil systems add hydro drag and drain power.

I might add however that F1 engines went through some difficulties working out a good process and path for the oil to travel and lubricate whilst combating large G loads from the high rpm that could force the oil back down the oil galleries and starve the big end.

[breezy]

i think maybe, that if all who looked in on this web site came up with some cash, we could have ordered up a ryger engine... stripped it .. documented it .. and sold it on.. probably for a little profit on top

[bjorn.clauw.1]

I have seen two pictures from the combustion in a cylinder process of a two stroke engine where the first are from spark ignition the engine at 9000 rpm, the second is the same engine running at 17 000 rpm with HCCI. It proves to me that it is possible. The pictures are from a university nearby me (no secrets though). Maybe someone else here has also seen the pictures. I will see if I eventually can find out more, it would be interesting to know if they could get the HCCI combustion to be stable.

This one?

Frits, thanks for the link to Flettners work, very interesting lecture. (also big thanks to Flettner for sharing your amazing work).
Also, tried your hcci program and the graphic function works perfectly on my phone with dosbox.



Does anyone have any thoughts on how to get hcci going without a second piston to increase pressure, instead using the hot exhaust gasses to increase the temperature? Thinking of a solution Frits proposed a long time ago on another forum where he opted to put a sliding cone in front of the stinger to (when opened) reduce exhaust gas blowback into the cilinder (and detonation) of the rsa125 when on part throttle at high rpm.


Also found a link to the wiseman engine, crankshaft looks nice. Not in my power to calculate if this could withstand 15000 or more rpm's + longevity. Fabricating and testing, this I can do.
Is this the crank mechanism you use Flettner?

[Norman]

Yes! These are the HCCI picture I have seen on the two stroke engine. I wish they would have given some more info about the two stroke engine testing. The researchers behind the report must have some interesting additional information.

[WilDun]

Talk about the devil: a couple of weeks ago I pointed Harry Ryger to the kiwibiker-forum and he seems to be impressed; I just found this mail in my in-box, with Harry's request to post it here:
==============================================

A few things to think about :
30.000 rpm ? easy….. it could do a lot more. How ? don’t let the piston touch the rings !
Kind regards
Harry Ryger
=================================================

That sure clears it up Frits, thanks - I admit to being a little lazy about going back and doing research, but when I see something which impresses or intrigues me it tends to stick in my mind albeit missing the odd detail perhaps (like, who wrote it? )

Some of the trouble here is that this is such a huge thread with stuff coming in all the time and we don't get time to thoroughly digest things or even read them properly. I definitely am guilty in this department - and of course when I answer, I talk too much!

Thanks for clearing that up, it's still an enigmatic statement though - did he say that he has actually tried that? or is he hoping to experiment with it in the future? - seems to me to be the latter.

Guess we'll never know exactly but he obviously is a thoughtful guy!

[2005bully]

Also found a link to the wiseman engine, crankshaft looks nice. Not in my power to calculate if this could withstand 15000 or more rpm's + longevity. Fabricating and testing, this I can do.
Is this the crank mechanism you use Flettner?
[/QUOTE]

An interesting read on empirical testing of the Wiseman hypocycloid design... http://www.tandfonline.com/doi/pdf/1...16.2014.988402

Another pat pend hypocycloid crankshaft design ..... http://www.stevens.edu/provost/sites...plications.pdf

Additional geometric information on the hypocycloid principle .... https://tube.geogebra.org/m/33265

[2005bully]

I know you're just busting to put a ryger conversion kit on your Bama.

You'll really stick it to the Jawa/GM guys then. You'll have to drag out the old billet 131 with a ryger kit and still give em hell.

Interesting thought, but IF that were to happen....First the performance, reliability and user friendliness, would need to be established. Which would be followed by resolving any legal issues.
Looking at my work schedule I would say the Jawa/GM guys are pretty safe from that threat for quite some time.. Besides..... I'm getting to old to take all those Monday morning ph calls. Kermit Buller

[karter444]

HEAD SHAPE
was wondering what the difference in performance would be between 2 heads that have the same squish and head volume , but one has a wide squish band with a narrow and deep combustion chamber ,the other a narrow squish band with a wide and shallow chamber?
cheers

[TerraRoot]

Thus piston cushioning is a joke,so please stop cracking Irish jokes that have no meaning in reality - we in the know call inertial physics., and like the dyno, it doesn't lie.

A bit harsh mate.

[wobbly]

Sorry Terra, thats just me.
But it really isnt true that somehow pressure ( at TDC or BDC ) is even in the same ballpark as the inertia forces of bringing the piston to a stop.
At TDC we have huge combustion pressure - and that cant stop the piston hitting the head past 14500 with 0.75mm clearance.
So the Ryger with its stepped piston compressing the tiny volume above the separator plate has no chance of helping at all.

And re the squish question - the answer lies in the MSV.
If you keep the volume the same, and the squish height the same, then the width that gets the MSV closest to 38M/Sec is the best compromise between
turbulence generation, and the loss of the fuel trapped in the end gas volume that doesnt burn.
But - as the MSV rises,and chamber turbulence goes up increasing flame speed with it, you will need to adjust the ignition timing to optimize for that.