ESE's works engine tuner

[F5 Dave]

Should, we'll see, there's plenty else to do and I don't want it cconsuming all spare time for my own projects. At least head falls off pretty quick, can be done later in between race meets if it needs optimising. Wonder if I can find a straight plug head to adapt on?

[husaberg]

Should, we'll see, there's plenty else to do and I don't want it cconsuming all spare time for my own projects. At least head falls off pretty quick, can be done later in between race meets if it needs optimising. Wonder if I can find a straight plug head to adapt on?

It looks like the other TS125er and DS125 both have angled plugs as well.

[Ocean1]

It looks like the other TS125er and DS125 both have angled plugs as well.

TM125 had twin plug holes, one central, same bolt spacing?

Mind you, a mate cast his own TM heads because of the funny chamber shape that caused...

[husaberg]

TM125 had twin plug holes, same bolt spacing?

Mind you, a mate cast his own TM heads because of the funny chamber shape that caused...

No, they changed to a 4 bolt pattern on the case reed versions.
Dave could weld it up as the squish band likely needs some work also
But to be fair, most immediate gains of the go fast stuff might be better served on the porting and exhaust.

[F5 Dave]

Yeah I think get the thing going and out of my garage and then weld a head up.

[TZ350]

Yeah I think get the thing going and out of my garage and then weld a head up.

Get it going and out on the track, improvements later is probably a good plan.

If you have a DC-CDI Race 2 Ignitec (originally for the RGV250) you could run twin plugs and coils firing together in the TF head.

[TZ350]

MAP sensor measuring pressure in the Expansion chamber.


Following Nath88's thoughts on expansion chamber resonance wave collapse below 20% throttle and Flettners suggestion to detect the collapse by measuring the pipes internal pressure at the parallel dewell mid section of the pipe I installed a pressure tap and tube for the EFI's MAP sensor.

To see what if anything the MAP sensor would register I could only manage a few blips of the throttle before the smoke in the garage became to much and the noise was likely to annoy the neighbours.



It was only a quick few blips of the throttle, but enough to show the MAP sensor was recording Ok and the changes in the pipe pressure look like they could be used to tell when there was resonant wave action in the pipe drawing air through the motor and more fuel required or not.

It will be a week or so before I can get it on the dyno so plenty of time to tidy the arrangement up and add a few options like SwePatrick has to his drag bike for smoothing the pressure pulses out.

[Nath88]

Looks like it should work. Keen to see how it goes.

I've just relocated my MAP sensor closer to the pressure take off in the header. Hopefully the heat doesn't kill it, overall hose length is much shorter now, so the delay over the hose should be less of an issue.

My attempts to modify the ecu code to measure the maximum pressure in the sample window rather than the minimum have been unsuccessful, so I'm inverting the output of the MAP sensor with an op-amp. Maybe problem solved, will test in a few hours.

[TZ350]

Inverting the signal, good idea, looking forward to seeing the results.

[peewee]

everything hooked up and ready to go. I hope to try it this weekend and get video

[TZ350]

Ecotrons BlueTooth Adaptor.



Ecotrons make a BlueTooth add on device for the EFI CPU so that you can connect to it with a smartphone and easily record real world running data as you ride around with the phone in your pocket.



The phone could be in your pocket or mounted somewhere that you can see it and watch the data as it's recorded in real time. It was pretty straightforward to set up. After a run the data from the phone is copied over to a PC and displayed using the Ecotrons EFI reporting software.



A sample of a quick data grab I did this afternoon from a couple of blips on the throttle. Should be useful when I get to take the bike to the track or someplace quiet for a bit of run. Hopefully it will be helpful in sorting out what is needed when the throttle is closed after a fast run then opened up again. Like when slowing for a corner and then pulling away again.

Everything else about the power and tunability of the EFI system on my bike is great but it is this throttle off and on again that has held me back from being able to successfully use it with the 2T.

[TZ350]

everything hooked up and ready to go. I hope to try it this weekend and get video

Good luck, I am looking forward to seeing the vid.

[peewee]

if it holds together then maybe swepatrick can advise me how to use 10% nitro

[teriks]

MAP sensor measuring pressure in the Expansion chamber.


Following Nath88's thoughts on expansion chamber resonance wave collapse below 20% throttle and Flettners suggestion to detect the collapse by measuring the pipes internal pressure at the parallel dewell mid section of the pipe I installed a pressure tap and tube for the EFI's MAP sensor.

To see what if anything the MAP sensor would register I could only manage a few blips of the throttle before the smoke in the garage became to much and the noise was likely to annoy the neighbours.



It was only a quick few blips of the throttle, but enough to show the MAP sensor was recording Ok and the changes in the pipe pressure look like they could be used to tell when there was resonant wave action in the pipe drawing air through the motor and more fuel required or not.

It will be a week or so before I can get it on the dyno so plenty of time to tidy the arrangement up and add a few options like SwePatrick has to his drag bike for smoothing the pressure pulses out.

You are closing on what have been done in the RC size engines since forever, only much more complicated

The brute approach we use, as Im sure you are aware of, is to pressurize the tank from the pipe, using extremely rudimentary carbs without any fancy stuff like floats of pumps. Actually, in F3D that I fly the carb is no more than a venturi, spraybar and a needle valve, not even a throttle..

Anyway, with that brute approach the position of the pressure tap is a variable to play with. When on the dwell/belly section of the pipe, the sudden pressure increase when getting on the pipe can cause an immediately rich condition (no throttle, so starting is done with the needle valve extra rich) making it difficult the get the engine "on the pipe". If that's the case, one way to reduce the problem is to move the pressure tap a couple cm forward onto the divergent cone.

Now this might not be of any use at all for you, at least not at the moment.. perhaps some day...

[TZ350]

... difficult to get the engine "on the pipe". If that's the case, one way to reduce the problem is to move the pressure tap a couple cm forward onto the divergent cone.

Thanks Teriks, very interesting. Could be helpful in solving the 2T EFI issues. KTM have done it for the bigger slower reeving 2T bikes but not saying how of course. I hope we can solve it for the smaller high reeving 2T's so it becomes general knowledge for anyone interested in exploring 2T EFI for themselves.