ESE's works engine tuner

[husaberg]

Love to see a few more twin 100s they do sound great.
Here's Scotties twin (again) two MB50 barrels watercooled.





I'd be interested in both? Love my current bypass I purchased from you and have two other twostrokes...

Plus Fletner needs money to purchase longer trousers.

[peewee]

Got bored and decided to redesign the bypass thermostats I have used for years and just run out of.
They will fit all 2T bikes from 50 to 500cc and the bypass is set to start at 42*.
Up to this temp the water circulates from the pump,thru the cylinder and back to the pump,allowing the engine to get up to temp
on the warmup lap.
You can use the biggest rad you can fit and the temp stays at around 50*C with no tape in the coldest conditions., as the thermostat element cycles up and down
regulating the bypass flow.
I spent alot of time CAD designing the thing to make it real easy to CNC from stock bar, and it can be anodised any colour.
They still cost 200USD from RSC,and I reckon they are worth 1/2 that.
If interest is good enough I will get Flet to hoover up a bunch.

.

42* and less the valve only allows water through the lower hose , above 42* it closes off the lower hose and diverts everything to the rad top just as normal ? I would probly be interested in one

[Muciek]

http://www.crash.net/motogp/news/226...of-man-tt.html
What a great news

[Sketchy_Racer]

This is my first pass at modeling a motor in Engmod.



There are a lot of parameters that I am not familiar with so I have started with the Honda RS125 engine model Engmod supplied as a base point for things like the Delay, Duration, Vibe-A and Vibe-B in combustion settings along with the wall temperatures

The NSR300-2015 is as per the spec we ran our motors this season. The power output in Engmod is about 11% more than what we measured on the Dyno. The Curve is very close though and Engmod predicted Det (which we have battled all season)

The NSR330 v1.0 is What I am planning on running this season (Although the Capacity will actually be 317cc as i've had to reduce the stroke for deck height reasons) No Det predicted this time!

Interestingly, both simulations use the same flow widths and general port geometry as each other only the port heights and reed valve have changed significantly.

In NSR300-2015 sim changing to the Vforce reed made no difference however it makes a massive difference in the NSR330 sim though. I suspect this is to do with the increase of crankcase volume in the NSR330 sim. Perhaps this is because the Vforce is better with the weaker intake pressure differential?

I'm yet to play with the power valve settings to optimise it for the NSR330 file as it looks like it's opening too early.

I'm going to cut up my spare barrel tomorrow so I can verify my port measurements and hopefully get a more accurate model.

Very very addictive piece of software.

[ief]

Addictive ? Nahhhhhhhhhhhhhhhhhhhh

[AndreasL]

Very interesting to see how others use EngMod and how you solve different issues.

I feel I'm way behind with my base model.

[wobbly]

EngMod is depicting crankshaft Hp, and I have found that a good sim will have around 12% more power over a Dynojet
showing rear wheel Hp.
This is entirely predictable with primary drive, gearbox gears/oil drag, chain and tyre losses to the drum.
You can also take your Dyno curve, add 12% in the software and display that with the sim result - dead cool.

The latest software has a new pipe heat release model incorporated, and for a racebike like the NSR you should use rpm driven pipe temp.
325*C at the start of the powerband and 425*C at peak power, say 8000 and 12,000.
If using a solenoid powerjet then this is modeled best by going to 450* in the overev.

Do you understand how to input the correct numbers for your actual combustion parameters, as this is very important to detecting, then eliminating deto.
If not I will do a show and tell as TeeZee likes.

Re the bypass thermostat, yes it starts to close at 42*C, and is fully closed by about 48*.
Thus as I said it will allow the engine to reach 42* in no time, then it cycles up and down, keeping the temp at around 50* ( due to hysteresis ) continuously no matter how cold
or hot the ambient temp is.
As long as your rad is capable of overcooling, it will hold it at 50* all day - every day.

[Perra.S]

A V2 90 degree twin with the two conrods side by side on a single crank throw have from birth a better balance as a fourcylinder fourstroke inline.
The argument that each cylinder must have sepparate crankchamber is maybe nonsense.When the pipes are doing their work it is surely not true.

Has a common crankcase ever been tried on a 90 degree? Someone with better knowledge than me (like 99% of the people in here) that has a good guess if it will work well or not?

I spent alot of time CAD designing the thing to make it real easy to CNC from stock bar, and it can be anodised any colour.
They still cost 200USD from RSC,and I reckon they are worth 1/2 that.
If interest is good enough I will get Flet to hoover up a bunch.

Would like to buy two as soon as you have them available.

[adegnes]

EngMod is depicting crankshaft Hp, and I have found that a good sim will have around 12% more power over a Dynojet
showing rear wheel Hp.
This is entirely predictable with primary drive, gearbox gears/oil drag, chain and tyre losses to the drum.

The latest software has a new pipe heat release model incorporated, and for a racebike like the NSR you should use rpm driven pipe temp.
325*C at the start of the powerband and 425*C at peak power, say 8000 and 12,000.
If using a solenoid powerjet then this is modeled best by going to 450* in the overev.

Do you understand how to input the correct numbers for your actual combustion parameters, as this is very important to detecting, then eliminating deto.
If not I will do a show and tell as TeeZee likes.

+1 for show and tell, and thanks for the info about the new heat release model! I'm booting up my computer as we speak to see how it'll affect my sims.

[AndreasL]

Show and tell please!

[TZ350]

This is my first pass at modeling a motor in Engmod.




I'm yet to play with the power valve settings to optimise it for the NSR330 file as it looks like it's opening too early.

I'm going to cut up my spare barrel tomorrow so I can verify my port measurements and hopefully get a more accurate model.

Very very addictive piece of software.

Please keep us posted.

[TZ350]

Re the bypass thermostat

I now want two please .....

[ief]

Do you understand how to input the correct numbers for your actual combustion parameters, as this is very important to detecting, then eliminating deto.
If not I will do a show and tell as TeeZee likes.

I'm in as well And since I think this must be related, I have treid turbulent model as well and with more then a couple of models but it won't fly, error in the flamefront calculation (?) Didn't want to bother Neels again (yet)

[Peter1962]

Has a common crankcase ever been tried on a 90 degree? Someone with better knowledge than me (like 99% of the people in here) that has a good guess if it will work well or not?



Would like to buy two as soon as you have them available.

Yes, in 1981 Jean Bertrand Bruneau (JBB) made a V2 90 degrees two stroke GP engine, with common crankcase. It was a marvel.
He is a genius. http://www.pit-lane.biz/t5627p180-ol...e-une-histoire

[Frits Overmars]

Yes, in 1981 Jean Bertrand Bruneau (JBB) made a V2 90 degrees two stroke GP engine, with common crankcase. It was a marvel. He is a genius. http://www.pit-lane.biz/t5627p180-ol...e-une-histoire

True about Jean Bertrand being a genius; not true about his V2-engine having a common crankcase. The separation between the left and right cases was taken care of by the center part of the crankshaft. It was grooved; the groove carried a 'piston ring' that expanded when fitted and then was stationary in the cases, forming a labyrinth seal.