ESE's works engine tuner

[bucketracer]

HotRods Catalog, scratch around on this site and you can find all sorts of interesting info on connecting rod dimensions. http://www.hotrodsproducts.com/index...ontroller.home

Poke around here and you can find all sorts of usefull dimension info on pistons Etc 2 & 4 stroke:- http://www.tkrj.co.jp/goods/m-AK0390X--1091.php

A catalog search engine, pistons, rod kits etc. http://www.who-sells-it.com/r/mahle-...-2-stroke.html

Electric water pumps:- http://www.daviescraig.com.au/Electr...2-details.aspx

[TZ350]

Links page 160, links gathered from the last 10 pages, more link collections on pages 150 140 130……… etc to page 80

Handy Port Timing Calculator. For Calculating Port Timing from Port Height and Vice Versa
http://www.lostsoulssc.com/porttiming.htm

Interesting new 2-Stroke engine from Lotus:-
http://www.grouplotus.com/manageshow...sthru/8628.swf

Fundamentals:- www.kartweb.com/TechArt/2Stroke/chapter1.doc
Pipes:- www.kartweb.com/TechArt/2Stroke/chapter2.doc
Chambers:- www.kartweb.com/TechArt/2Stroke/chapter3.doc

PDF of NGK racing plugs here:-
http://www.elit.cz/Files/ObrazkyPMod...gplugs_ENG.pdf

Signal shaping for a Dyno RPM pickup. SportsDevices show how this can be done with a 555 timer:-
http://www.sportdevices.com/rpm_readings/index.htm

Posted by Bert. http://www.epanorama.net/circuits/pa...put.html#input
Provides some insight (and code snips), but some quality time spent googling will un-earth what you require to fully build up the required code.
or look for a USB interface option http://www.usbee.com/freqc.html

Two-stroke ignition systems http://www.strappe.com/ignition.html
How you can read spark plugs and select them - by Gordon Jennings http://www.strappe.com/plugs.html
Suspension tuning http://www.strappe.com/suspension.html sag spring rate, fork oil, oil weight, oil level and emulators.

Save the stuffing around and go buy one of these digital, programmable ignitions http://www.ignitech.cz/english/aindex.htm originally posted by K14

Setup info here:- http://www.twostrokeshop.com/ignitech_race.htm and http://www.twostrokeshop.com/ignitech.htm

The actual software can be downloaded from here for free http://www.ignitech.cz/english/aindex.htm we have the dccdip2_en version.

Old Hondas never die. Total weight 74 Kg. See here http://www.marshland.co.nz/CB150Frame.html

The main things that make more power, are, and in order of priority (1) the primary transfer tangential angle, (2) the inner transfer port radius, (3) the main transfer port axial inclination, (4) and main transfer port open size and shape. All high lighted in pic 2. Get a copy of the paper from here:- http://www.2stroke-tuning.nl/media/pdfjes/porting.pdf

From Bert. and why not http://video.google.com/videoplay?do...0721422144363# the concerning thing is that they are going faster than my bucket ever will.
What about these puppies for sh!ts and giggles if your feeling rich ( i think someone posted them before):
http://www.rceracing.com/lowfriccerbe.html

[TZ350]

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Retarding the ignition to extend the rev range combined with water injected into the expansion chamber and you could add a lot to the drivability of a race engine.

An article about water injection for a 2-stroke..... http://www.suzuki-rg500.com/water.htm

Combine the green and red water injection lines in pic-01 to improve the bottom end, and combine the blue and green lines in pic-02 with a retarding ignition for top end over rev and one could significantly improve the width of the power band.

This must be possible with our programmable ignitions.

I am so looking forward to having the FZR with its new motor finished, so I can try this stuff out and give the plenum chamber some proper run time on a dyno,.

[TZ350]

Testing and development of the plenum was cut a bit short last time when we realized there was an oiling problem, the pre-mix was leaving a very great deal of its oil behind in the plenum and only a doubtful amount was making it through to the motor.

We hadn't thought about it, but its obvious now, that as the wet fuel evaporates in the plenum chamber the lubricating oil will drop out, just like it does inside the motor when it has a normal carb setup.

And another thing that Foxed us for a while was the length of the inlet tract inside the plenum, we had it to short and it took a while to find a length that worked.

We didn’t get a proper back to back dyno run as the run with the normal carb setup was done with the inlet closing at 85 degrees ATDC and the first and only session on the dyno with the plenum was with the inlet closing only 35 degrees ATDC.

Clearly 35 is way to short but we had wanted to start low and incrementally increase the plenums closing point to find its sweet spot but testing stopped when we realized the significance of the oil build up in the bottom of the plenum chamber.

Both the normal carb setup closing at 85 and the plenum at a short 35 ATDC produced good power, 21 and 20 RWHP respectively, so it looks like optimizing the inlet timing for the plenum might well put it ahead of the standard carb setup.

Water injection, retarding ignition, plenum and the new chamber developed by Bucket using Mota, could be enough for good power and sufficient tractability to be usable with the old GP 5 speed gearbox, anyway I am looking forward to finding out.

Lots to do and it will still be a month or two before we finish the new bike and find out for sure.

Can't Wait...........

[bucketracer]

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Dads taken over the kitchen table again,
Dads in trouble when she who must be obeyed gets home .............

Haha ......... should be more laughs than a barrel full of monkeys.........

He will have to take all his "JUNK" back to the workshop tomorrow.

[quallman1234]

I am assuming the engine used for the testing of the plenum chamber is a GP100.

In which case, perhaps connecting the original oil pump would be a quick and easy solution to fix the oil problem and continue developing it.

[jasonu]

I am assuming the engine used for the testing of the plenum chamber is a GP100.

In which case, perhaps connecting the original oil pump would be a quick and easy solution to fix the oil problem and continue developing it.

Nice thinking

[Buckets4Me]

I am assuming the engine used for the testing of the plenum chamber is a GP100.

In which case, perhaps connecting the original oil pump would be a quick and easy solution to fix the oil problem and continue developing it.

it would be if it hadent been REMOVED in the interests of saving weight or some other such folly

gp125 engine

[TZ350]

I am assuming the engine used for the testing of the plenum chamber is a GP100.

In which case, perhaps connecting the original oil pump would be a quick and easy solution to fix the oil problem and continue developing it.

Good Idea but requires a little work. The engine is a GP125 and in the interests of weight saving and hotting it up we had discarded all the internal parts that drive the oil pump and cut the end off the gearbox shaft that supports the transfer gear.........:slap:....Duh

So have to fit a new g/box output shaft and find somewhere for the oil to be injected, it originally went into the carb but that would not work this time.

Thinking of injecting it through the barrel just under the exhaust port like the Suzuki RGV250's do.

Another idea is to have the inlet tract just suck it up through a small tube hanging down to the plenum floor.

[quallman1234]

Either way would work fine.

Some of the older Suzuki's have two hoses coming off the oil pump, you might be able to make one fit, and that way you could run a hose to the exhaust port like you say and perhaps another slightly lower to aid the crank/main bearings. TC125 has a oil pump like that. Where as my TF125 has only a single going just below the reed block into the barrel.

[TZ350]

.

Yep, right on.........

[bucketracer]

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The little midnight Elves at Team ESE have been playing again........

Came to work Monday and found this on the bench.......

[F5 Dave]

Ha. There you go DD. Just what I was talking about, although with piston port setup. There are other ways too.

Still end up with a fairly big engine & 5 speed gearbox.

[Buckets4Me]

Still end up with a fairly big engine & 5 speed gearbox.

big engine. I bet it's smaller than the 4 cylinder watercooled 4stroke they removed to make room for it

[TZ350]

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The new cylinder to go with Bucketracers new pipe design.

The ex opens 86 deg ATDC and is 75% of the bore width.

The transfers open 114 deg ATDC and the main transfers angle up at 25 deg, the secondary's at 5 deg and the boost port at 60 deg.

The first picture is an old std cylinder.

The second pictures shows the difference between the old secondary transfer on the right at 45 deg and on the left the new wider transfer.

The third picture is of the exhaust at 75%.

Forth picture is the transfer wall angles in yellow and blue, red, purple are the directions of a water jet from the garden hose.