ESE's works engine tuner

[sonic_v]

There is an interesting cik regulation that might just have caught Ryger team out.

Article 12
Specific Regulations for KZ2 & KZ1
* Power unit: it must not be possible to dissociate the
engine from the gearbox. Engine case must be made of only 2 parts
(vertical or horizontal). Only inserts for crankshaft bearings and
fixing elements (drilled holes, dowels) are authorised.

With 50 engines, that's a lot of aluminium welding to rectify that little oversight.

Some how the Brains trust have manufactured an engine with 3 parts.

[JanBros]

There is an interesting cik regulation that might just have caught Ryger team out.

Article 12
Specific Regulations for KZ2 & KZ1
* Power unit: it must not be possible to dissociate the
engine from the gearbox. Engine case must be made of only 2 parts
(vertical or horizontal). Only inserts for crankshaft bearings and
fixing elements (drilled holes, dowels) are authorised.

I do not see the problem, as the engine csases are simply taken from another homologated engine and the Ryger itself has been homologated to.
or am I missing something ?

[sonic_v]

I do not see the problem, as the engine csases are simply taken from another homologated engine and the Ryger itself has been homologated to.
or am I missing something ?

True. But the crankcase is no longer used for the inlet induction so a plate has been bolted in place of the reed block/inlet rubber meaning that the crankcase has 3 parts.

[Flettner]

I do not see the problem, as the engine csases are simply taken from another homologated engine and the Ryger itself has been homologated to.
or am I missing something ?

I guess what Sonic is saying is that a normal KZ ( or whatever they are called ) is not allowed to have a spacer fitted under the cylinder. This is what the Ryger effectively has. Something smelly going down at CIK I think!!

[sonic_v]

I guess what Sonic is saying is that a normal KZ ( or whatever they are called ) is not allowed to have a spacer fitted under the cylinder. This is what the Ryger effectively has. Something smelly going down at CIK I think!!

The funny think is that it is the alloy plate blanking of the now redundant crankcase inlet that appears to be causing the problem.

However it certainly could be argued that the spacer plate is an additional component of the crankcase.

[tjbw]

The funny think is that it is the alloy plate blanking of the now redundant crankcase inlet that appears to be causing the problem.

However it certainly could be argued that the spacer plate is an additional component of the crankcase.

It's homologated with the blanking plate and the spacer, so no problem.

Except that they might want to make changes to improve reliability.

[Grumph]

It's homologated with the blanking plate and the spacer, so no problem.

Except that they might want to make changes to improve reliability.

Mr Thiel makes some good points about the piston metallurgy and the rod geometry on the pit lane thread previously linked...

You can imagine it at Ryger central - another day, another combination of bearing materials to test....

[dark art]

This is mainly for cafe racer use but can easly adapted for racing.
How to PROPERLY hone cylinder bore and correct the piston clearance:

https://www.youtube.com/watch?v=bT1nRq-cM7M

The carb floats video is probably as useful as this one.

[Flettner]

Mr Thiel makes some good points about the piston metallurgy and the rod geometry on the pit lane thread previously linked...

You can imagine it at Ryger central - another day, another combination of bearing materials to test....

I don't know why Ryger just don't give up and do it the way WE told them to

[Frits Overmars]

I don't know why Ryger just don't give up and do it the way WE told them to
Ken, the sliding cylinder, it might be a good candidate for HCCI as well. In stead of a separate head with oring and piston ring that the cylinder slides up and down in, the head could be a short stroke piston working in the same extended cylinder with it's crank case attached to the water jacket. Rubber diaphram to seal cylinder to top of the water jacket. The tooth belt drive would then become the crank joiners and the drive out to the dry clutch as well, saving one gear. The wheels are turning.

You're determined to make it look like a foul-stroke, aren't you Neil?
I imagine you won't be using a three-part water jacket any more then. I've never really understood why you chose that 3-part jacket for the present sliding cylinder.
I like the thought of using one tooth belt for the lot; it sort of brings KISS back into the idea.

[husaberg]

You're determined to make it look like a foul-stroke, aren't you Neil?
I imagine you won't be using a three-part water jacket any more then. I've never really understood why you chose that 3-part jacket for the present sliding cylinder.
I like the thought of using one tooth belt for the lot; it sort of brings KISS back into the idea.

Using the belt to drive the clutch and primary also saves a lot of friction in the general lack of seals needed to make the clutch dry. As well as it supposedly being a few % more efficient than gears.

The only issue is an engine would still need some gears mounted to run a contra rotating balance shaft.
Unless its mounted inboard of the primary or uses special PTFE gears.
The open belts also make a cool noise like Mad Max's Gilmer drive super charger and the dry clutch's make a nice racket as well, shame the noise meter will not like either.
his silly go on off super charger button is actually a hi low selector of a Road ranger truck, chuck on one of those too Neil.

[Flettner]

You're determined to make it look like a foul-stroke, aren't you Neil?
I imagine you won't be using a three-part water jacket any more then. I've never really understood why you chose that 3-part jacket for the present sliding cylinder.
I like the thought of using one tooth belt for the lot; it sort of brings KISS back into the idea.

Tell you what Frits, I'll hide the belt inside some carbon fiber
Opps, that might look more like a fourstroke
I'm sure there is a simpler way to get rapid pressure change after TDC, but I haven't opened that Ryger box yet.

[Frits Overmars]

Using the belt to drive the clutch and primary also saves a lot of friction in the general lack of seals needed to make the clutch dry. As well as it supposedly being a few % more efficient than gears. The only issue is an engine would still need some gears mounted to run a contra rotating balance shaft.

I think there are belts with teeth at both sides; they could drive the balance shaft.

I'm sure there is a simpler way to get rapid pressure change after TDC, but I haven't opened that Ryger box yet.

If there is a simpler way, you won't find it in that box of Pandora.

[husaberg]

I think there are belts with teeth at both sides; they could drive the balance shaft.

I never knew that.
The other possible advantage is you can then put both crank seals inboard and then run a positive supply of oil to the main bearings. Rather than the hit and miss supply drip of petrol oil.
The Honda MB50/MB100 main that is feed immersed from the gearbox never fails, but the other side fed by only petrol oil often does.

[Frits Overmars]

http://www.gates.com/products/indust...in-power-belts