ESE's works engine tuner

[TZ350]

Page .... 1610

Some Bucket racing videos

first go at loading a video .hope it works. https://youtu.be/xKDeYTDpFQQ

takeing on the new master https://youtu.be/kfuTSGSw1Ls
I need to get fit lol

https://youtu.be/hxMFqtTYjr4

race 3 , kerry going to do 2 as computer is leaveing the nice sound of a 4 stroke out
https://youtu.be/Ez-0gkrCQWwmy bike is slow

http://www.mylaps.com/en/events/1231427mixed results

Hope this is the right one. Race two. Run over Pumba...

https://youtu.be/_-mLeH7qYZE
does it work , no point loading the end as video got misty . oh yes .kerry , bert , and think mr ban could not pull this off lol

you don't get this number of riders on the track at one time any more in nz
https://www.youtube.com/watch?v=gRz6HnKWnDA

Some on board from the racing. The good bits start at about 6:45 and I finally get past Regan and into 3rd place at 9:20. I had a bit of a crap start really, running the wrong gear and stuffing up lines until I set into a rhythm. Still fun and quick enough to claw back Regan. The race was 40 laps long so I cut out a bunch of sections where I'm riding by myself to fit within Youtube's 15 minute video limit.

After looking at my GPS timer, i got just over 100km at the end of the straight and was way way way to slow through the final corner at about 38km/hr mid corner, sigh. Probably after crashing there last year riding my FXR on the bumps. Theoretical fastest time was a 42.2 compared to my actual 42.599 which shows my consistency was off. I'd love to have another crack at getting into the 41s with more practice time but I'm sure there's a line from here to the GPR door with people looking for a factory ride! hahaha

Awesome video Chris, massive ride!

Next video incoming.

Formula Penny Farthing...

Don't get too excited, still an hour left to upload.

GP Boneshaker...

want to see race 2 of this ....https://www.youtube.com/watch?v=HcK1As59jkI

first race meet at Kaitoke on the 2 smoker.

https://youtu.be/WVmNVIHHU5E

https://www.youtube.com/watch?v=nZ5CzJco5Mw

new owner on no92 this weekend (-;
https://www.youtube.com/watch?v=IFhQzfVH4ik

https://youtu.be/bEzwfRyPLWE

Edgecumbe , race 1 .. 4 stroke , 2 stroke , 4 stroke
race 2 .. 4 stroke , 4 stroke , 2 stroke
race 3 .. 4 stroke , 2 stroke , 4 stroke

mixed weekend but the mighty 4 strokers come out on top (-;
comes to show hp can suit some tracks not others..

i like this picture
Attachment 321209

Me Too ..............

https://www.flickr.com/photos/sonscc...57667478584621
some old man with the young guns

[Pursang]

I've heard all the arguments. What is the biggest problem?

We need a choice of piston & liner materials that will allow uniform(ish) circumferential expansion and a constant(ish) narrow gap within the operational range of a performance two-stroke engine. Add in piston stroke linearity, squish management, lubrication and thermal control.

In the words of a well known automotive Boof-head, "How hard can it be?".

Even if it's "rocket science", we managed to put men on the moon & brought them back, nearly 50 years ago.

I shall mention it No More, unless I've got something to run on a dyno.

Cheers, Daryl.

quote: "Pursang is a glorious beacon of light"

"First they tell you you're wrong, and they can prove it.
Then they tell you you're right, but it's not important.
Then they tell you it is important, but they knew it all along."
Charles Kettering.

[Hemi Makutu]

Ken's views are confirmed by Kevin.

http://www.cycleworld.com/2013/12/05...-cylinder-wall

( & thanks to husaberg - for his informative post about ongoing V-Due developments).

[ken seeber]

OK all you blokes, in the nicest possible voice:

"Happy birthday to you,
Happy birthday to you,
Happy birthday dear ESE,
Happy birthday to you"

8 years to the day.

Well done fellas for keeping it going and particularly to Rob for getting it going in the first place.

[Drew]

Eight years and you lot haven't moved on from the horrid two stroke shit heap.

Slow learners it would seem. Proved twice given that no one has substantially improved on anything the factories have been pumping out for decades.

[jonny quest]

There was an article done by Nasa I believe, 20 years ago, on carbon fiber pistons. I don't remember the reasons... but they were no good at the time.

The Cameron article... I knew that in F1 the clearances were basically zero for piston to cyl. And needed preheating. I had meant to bring this up to you Frits. To see if this was tried at Aprilia. I've always found just under. 002" ideal for cast 125 pistons. Never tried anything tighter.

[TZ350]

2016 Mt Wellington 2 Hour



After three weeks of work on the bike in the Team ESE workshop and a last minute engine rebuild after a dyno hiccup Team Girl's Riding Fast made it to the 2016 Mt Wellington 2 Hour. The bike ran well in practice and the girls were turning in very respectable times. Times good enough to put them in a top 10 place or better.



The eventual winners were Chris and Nathaniel riding 88.



I didn't have a picture of second place finishers Henk and Rick but here is my favorite picture of Henk playing speed boats at an earlier wet meeting.



Third place was taken by Team GPR's bike number 6. I really love the workmanship that goes into GPR's bikes and my favorite is their two stroke number 92. 92 was not run in the 2 hour, but I think 92 was run in the 40 lapper.




This bike was a contender for taking out the win but after a few issues that cost them a bunch of laps, after a determined ride, finished fourth and posted another lap record on the way.



What happened to the Team that brought a touch of glamour to the start grid. Well they fell victim to the carnage that seems to be feature of the first few laps of every 2 hour. By the end often the field has been cut in half by mechanical breakdowns and crashes, a two hour sprint race is a long way to survive.

Team Girl's Riding Fast made the effort to put on glum faces for the photo but they were really all smiles and enjoyed the day and cant wait to be back.

[F5 Dave]

Aww Drew. It's been a beautiful day after quite a stretch of bad weather. Why are you inside Trolling instead of outside on your glorious RF900?

[TZ350]

Eight years and you lot haven't moved on from the horrid two stroke shit heap.

Slow learners it would seem.

Two Strokers, Slow Learners, probably true that ...... and thank you everyone for the birthday wishes.

And an especially big thank you to everyone who has contributed by posting their thoughts and interesting projects on here and all those that have enjoyed reading about them.

More Mt Wellington 2 hour stuff.



My favorite picture of the day. Father daughter team and a really nicely prepared Honda.



Another great 2T, ran in the 40 lapper.



Another example of the workmanship that goes into Buckets.



One of the original Honda 125T's



Maybe a common Bucket of the future, fuel injected Yamaha R150's

[Frits Overmars]

We need a choice of piston & liner materials that will allow uniform(ish) circumferential expansion and a constant(ish) narrow gap within the operational range of a performance two-stroke engine. Add in piston stroke linearity, squish management, lubrication and thermal control.

No choice of materials will yield a uniform circumferential expansion of the cylinder bore unless both the cylinder and its cooling are completely symmetrical. And the same goes for the piston. With exhaust gas flow on one side and incoming transfer flow on the other, you can forget about uniform expansion for both cylinder and piston.
The cylinder will even try to assume a banana shape.
I have good hopes that my FOS scavenging system will meet all requirements for symmetrical expansion but I'm not considering ringless pistons.

The Cameron article... I knew that in F1 the clearances were basically zero for piston to cyl. And needed preheating. I had meant to bring this up to you Frits. To see if this was tried at Aprilia. I've always found just under. 002" ideal for cast 125 pistons. Never tried anything tighter.

That KC article needs some nuancing in the clearance department The piston to cylinder clearances are not zero in F1, but they are so small that directly after starting a cold engine the pistons may seize because they heat up quicker and thus grow more than the cylinder bores do.
Something like this was tried at Aprilia in 1993, before Jan Thiel went to work over there in 1995. Jan and myself were present working on a different marque, when an Aprilia works rider come to us for advise. His works bike kept seizing although he had meticulously obeyed the prescribed 0,03 mm cold clearance. We told him to double that, but Aprilias technical director threw in his veto. After Jan Thiels arrival at Aprilia, clearance rose to 0,07 mm.

[adegnes]

I'm going to try the 24/7 on a 50cc derbi I just aquired. Typical swinging reed system. That engine is going to be kind of a "test bench" for stupid/not so stupid ideas.
Anything special I need to consider carb wise? Easy enough to make it work in both reed/no reed state?
Happy birthday ESE!

New video out, crank truing.
https://youtu.be/X34qMzEjOnY

[Pursang]

No choice of materials will yield a uniform circumferential expansion of the cylinder bore unless both the cylinder and its cooling are completely symmetrical. And the same goes for the piston. With exhaust gas flow on one side and incoming transfer flow on the other, you can forget about uniform expansion for both cylinder and piston.
The cylinder will even try to assume a banana shape.
I have good hopes that my FOS scavenging system will meet all requirements for symmetrical expansion but I'm not considering ringless pistons.

All good points Frits, I was developing some ideas to address those kinds of issues.
Perhaps circumferential cooling of the exhaust duct(s) and a flexible exit through the water jacket could maintain some dimensional stability and help fight bananas.

Soberly 'looking forward', without the rush of excitement at getting to the end of the thread, the only financially viable use of low friction, very high speed, two-stroke engines might be powering compact generators to quickly recharge the batteries of electric race bikes, where mains power is not available.

And Hxxxa will then organise a way to have them banned from the pits anyway on noise & environmental grounds.
Hxxxa 4T generators & approved china clones permitted only. Perhaps tuning those will be where the kicks are.

Cheers, Daryl.

[Frits Overmars]

I'm going to try the 24/7 on a 50cc derbi I just aquired... Anything special I need to consider carb wise? Easy enough to make it work in both reed/no reed state?

Carb-wise there are no special requirements. But I've got some other pointers for you.
Try to accommodate the 24/7-housing in the reed cavity of the crankcase, so you can switch between both systems. Then, build and run the engine with a normal reed, so you can be sure that there are no hidden problems.
The necessary inlet tract length depends on crankcase volume, carb diameter and rpm of maximum power. This rpm is established by the cylinder's angle-areas,
so it is more or less fixed, and also there's only so much you can do to enlarge the crankcase volume, but you are free in your choice of carb diameter.
As a guideline, try SQRT(cylinder capacity x rpm of max.power / F). This factor F should be about 1200 (for conventional inlet systems F should be about 900).
This set-up will leave the inlet tract length as the value to play with. And it may need to be quite long, maybe 350 mm from carb bellmouth to 24/7-flap,
and even longer if you use a big carb, so it will be wise to allow for quickly-exchangeable distance pieces.

New video out, crank truing.

Alex, that bolted-together accessory that you used to explain the effects of twisting, is a great idea to make clear what is going on.

PS: If you over-pinched your crankshaft, you can of course open it up again with a chisel and a hammmer, but I prefer to use a 'reversed vice'. That's just an M8 or M10 bolt, shortened so much that it will fit between the crank webs, and a nut. Unscrewing the nut will give you much more control than hitting the chisel with a hammer.

PS2: I suppose it's past sunday over there, but anyway: Happy Birthday ESE!

[Drew]

Aww Drew. It's been a beautiful day after quite a stretch of bad weather. Why are you inside Trolling instead of outside on your glorious RF900?

I wasn't trying to troll. I wanna see these one off things screaming and reliable.

A clever engineer friend and I are working on a two stroke design too. Once we've got that VT headed XL125 motor running and my chair back together of course.

[adegnes]

Carb-wise there are no special requirements. But I've got some other pointers for you.
Try to accommodate the 24/7-housing in the reed cavity of the crankcase, so you can switch between both systems. Then, build and run the engine with a normal reed, so you can be sure that there are no hidden problems.
The necessary inlet tract length depends on crankcase volume, carb diameter and rpm of maximum power. This rpm is established by the cylinder's angle-areas,
so it is more or less fixed, and also there's only so much you can do to enlarge the crankcase volume, but you are free in your choice of carb diameter.
As a guideline, try SQRT(cylinder capacity x rpm of max.power / F). This factor F should be about 1200 (for conventional inlet systems F should be about 900).
This set-up will leave the inlet tract length as the value to play with. And it may need to be quite long, maybe 350 mm from carb bellmouth to 24/7-flap,
and even longer if you use a big carb, so it will be wise to allow for quickly-exchangeable distance pieces.

Thank you for the advice! A good idea to establish a baseline with the conventional reed setup.
I'll get to it as soon as the Spx engine is in one piece again.

Alex, that bolted-together accessory that you used to explain the effects of twisting, is a great idea to make clear what is going on.

Thanks!
I always manage to confuse myself with where to hit when...

PS: If you over-pinched your crankshaft, you can of course open it up again with a chisel and a hammmer, but I prefer to use a 'reversed vice'. That's just an M8 or M10 bolt, shortened so much that it will fit between the crank webs, and a nut. Unscrewing the nut will give you much more control than hitting the chisel with a hammer.

That's great advice, thanks!
Reminds me of when I had spent hours trying to pound out the stator in the motor I use for my dyno, each hammer blow moved it 0.5mm or so. Halfway there I realized I could use a screw type car jack and get the job done without breaking a sweat.