ESE's works engine tuner

[ief]

It is not the latest release from a couple of days ago but a later (today), I think I should call it beta or something?

I didn't use it much before since it wouldn't work for me so nothing to add in that regard, only thing now is that I'm not asked to save the new file but Neels is on that for sure...

[AndreasL]

I asked Neels the same question, and what you describe(run turbulent, create combustion file, use file in prescribed mode from then on) is the best way to go about things for now(and the best way anyways, if you want to save time).
He is of course on the case!

Tack Alex!

Asked the same but guess Neels is hard at work not satisfied with this set back in his software.

Thats the way I have always run it, just wanted to be sure that it was nothing special to consider for the moment.

But I'm still a bit lost in the "turb - deto, prescribed - no deto" and what to trust.

[AndreasL]

It is not the latest release from a couple of days ago but a later (today), I think I should call it beta or something?

I didn't use it much before since it wouldn't work for me so nothing to add in that regard, only thing now is that I'm not asked to save the new file but Neels is on that for sure...

Good to know ief.

Thanks.

[ief]

I might be totaly wrong but... My feeling is there are way more important things then turbulent model to get a proper sim result. To me it only seems to add some power in the powerband. Offcoarse, if you are on the threshold of deto it might be very important but how to cover all the other basis (first) into getting a proper result?

Curious to see how you all think about that?

[wobbly]

Yes you are right,in that if you get the TuB curve shape the same as your torque curve, with a peak at say 900" then that means your ignition
curve, com, stinger etc are in the ball park.
But 900 is too low,in that cranking up the TuB just short of deto will always generate more power.
Having the correct numbers in the Comb file will then allow you to confidently vary each element in turn, to see if say more com increases the TuB to 950 ( without deto )
but changing the stinger does the same thing but makes more power etc.

[wobbly]

I have just run the update,and reran a Burnrate Comb with its original written Turbulent numbers, then rearan a new Turbulent, then saved that new Turbulent numbers file
and reran that as Burnrate.
The power numbers are with a 1/2 a Hp in 35 for a full out KTM85 and the TuB numbers are within 10* at 980" peak.
So small variations due to the new code, but nothing that tiny changes in ignition timing or even Combustion Efficiency would not enable me to get equality - as it stands I
wont even bother.
And this sim is right on the edge in every respect, so i would fully expect that if Neels has made an improvement to the way Combustion is handled then such small changes
are just fine with me.
In fact thinking about legacy files, if you now rerun the last Dat2T sim setup, the new result simply becomes a better baseline to rework from if needed.

[TZ350]

I'm thinking of proposing a rule. I see no reason not to have to consider how far out the carb sticks.

You must be thinking of the Keihin 38 - 24mm equivalent carb.....



This carb is perfectly legal by the recent MNZ clarification of how a carb should be measured for size.

After some adjustment the 38 was officially the same equivalent size as the original GP125 24mm carb.



Woops look 31 hp 2012.

Now I know I have a 32 hp graph some place ... post it when I find it. Is there any point to this 24mm carb restriction rule.

[TZ350]

We have stopped going backwards with Chambers RG50 and started making some positive progress.



Lower blue - 21:1 compression ratio.
Green - 15:1 compression ratio.
Red - Inlet 160 deg duration was 120. This is one of those Suzuki piston port/case reed engines.
Blue - 100 main jet, was 110.

Tokoroa here we come.

[mr bucketracer]

We have stopped going backwards with Chambers RG50 and started making some positive progress.



Lower blue - 21:1 compression ratio.
Green - 15:1 compression ratio.
Red - Inlet 160 deg duration was 120. This is on of those Suzuki piston port/case reed engines.
Blue - 100 main jet, was 110.

Tokoroa here we come.

whats your pipe of ? home built or a copy of something?

[41juergen]

I have just run the update,and reran a Burnrate Comb with its original written Turbulent numbers, then rearan a new Turbulent, then saved that new Turbulent numbers file
and reran that as Burnrate.
The power numbers are with a 1/2 a Hp in 35 for a full out KTM85 and the TuB numbers are within 10* at 980" peak.
So small variations due to the new code, but nothing that tiny changes in ignition timing or even Combustion Efficiency would not enable me to get equality - as it stands I
wont even bother.
And this sim is right on the edge in every respect, so i would fully expect that if Neels has made an improvement to the way Combustion is handled then such small changes
are just fine with me.
In fact thinking about legacy files, if you now rerun the last Dat2T sim setup, the new result simply becomes a better baseline to rework from if needed.

I can confirm what you found. With the latest update the numbers are very close... Neels is just working to finalize a new version I think.

[F5 Dave]

My guess is the CHT follows the actual temperature in the cylinder by a few seconds. Obviously the heat generated has to heat the head which heats the probe and this takes time.

I presume that once I tap off coming to a corner that the cylinder heat will go down straight away.

From the graph it looks like the delay is around 7-8 seconds. Does this sound correct?

The highest temp (190 Deg C) is midway round the hairpin at Ruapuna. (See the dot)

Try it again with a bigger pilot jet.

[speedpro]

We have stopped going backwards with Chambers RG50 and started making some positive progress.



Lower blue - 21:1 compression ratio.
Green - 15:1 compression ratio.
Red - Inlet 160 deg duration was 120. This is one of those Suzuki piston port/case reed engines.
Blue - 100 main jet, was 110.

Tokoroa here we come.

That says to me you should add inlet timing and possibly drop another jet. Certainly drop a jet at Tokoroa if it's on the money in the workshop.

[AndreasL]

Note to self: Check your spam box in the mail program you use! Grr

Thanks all for the insight how you do your sims.
Noting different than I do mine so then I'm good.

It was just the timing of this little glitch that was "perfect" as I'm just tweaking for more TuBmax and no deto as wobs described above.

[adegnes]

Note to self: Check your spam box in the mail program you use! Grr

Yep, mine showed up in the trash too. Haven't had the time to try it out yet.

[marsheng]

Here is another plot.

See how the temperature drops with the 'high' speed down the straight. The max is still behind the corner.

So I suppose a question is, does the bike seize from overheating or over cooling? Would be quite a different story with a water cooled motor.