ESE's works engine tuner

[teriks]

Yes, i know of castor and moisture, but it has never been a problem for me.
With petrol and castor i only got like 'syrup/caramel' coating after a while.

Are the answer laying right in front of me?
Is Shell advance racing m containing anticorrosion additives?

Reading in Shell´s pdf document they say 4% mixture is recommended for motorcycles.

Can it also be, the more oil the more problems?

Well, I get away with leaving my engines as is after running too.

I guess I get away with it for a few reasons,
* The engine have no throttle and is stopped by cutting the fuel, so most (all?) of the methanol is gone.
* Even though the methanol is gone, there's still a generous amount of oil left providing corrosion protection. (Castor is actually quite good at preventing corrosion)
* Engines stored indoors in stable temperature.
* Location: We rarely get those extreme amounts of humidity here in Sweden.

Leave it for too long and the castor turns solid-ish though, now that shit is a pain to get rid of.. Good thing I have small stuff, so it can be avoided by a quick spray of Castrol DWF in the intake _before_ the castor has gone solid.

Anyway, if you don't have problems, just keep doing what you are doing.

[SwePatrick]

Where´s the pumping displacement?

If taking a wild guess, the piston is 54mm
And the innerdiam of piston is about 40-45mm
It doesn´t leave much pumpingdisplacement to fill the cylinder.
So i would say it´s very much depending on the pipe.
Maybe it´s just rpm tuned area in pipe that isn´t that important.
It need the pipe as a pump to get it to breathe as far as i can see.

Without the pipe one can never reach 100% VE with that construction, noway!

[lodgernz]

What I like is it gained between 9 & 10. Why?!?!. Also it used the same jetting as the reed valve.

Might have been a hole in the reed curve rather than a bulge in the RV one?

[ken seeber]

Where´s the pumping displacement?

If taking a wild guess, the piston is 54mm
And the innerdiam of piston is about 40-45mm
It doesn´t leave much pumpingdisplacement to fill the cylinder.
So i would say it´s very much depending on the pipe.
Maybe it´s just rpm tuned area in pipe that isn´t that important.
It need the pipe as a pump to get it to breathe as far as i can see.

Without the pipe one can never reach 100% VE with that construction, noway!

There is only one person to ask Patrick and he's not here.

[SwePatrick]

There is only one person to ask Patrick and he's not here.

Oh,, i´m sure he reads it thou

[jamathi]

Where´s the pumping displacement?

If taking a wild guess, the piston is 54mm
And the innerdiam of piston is about 40-45mm
It doesn´t leave much pumpingdisplacement to fill the cylinder.
So i would say it´s very much depending on the pipe.
Maybe it´s just rpm tuned area in pipe that isn´t that important.
It need the pipe as a pump to get it to breathe as far as i can see.

Without the pipe one can never reach 100% VE with that construction, noway!

Is anybody still believing in this project?
What about pumping losses....

[SwePatrick]

Yes.

Let´s say you pressurise the crankhouse about 20-1 to get some punch into the small flow there is.
Piston has to work against that whole stroke, and at the most important part of the stroke where there are no powerstroke it becomes tougher and tougher.

A BIG flywheel might overcome that.
but......

[jamathi]

Yes.

Let´s say you pressurise the crankhouse about 20-1 to get some punch into the small flow there is.
Piston has to work against that whole stroke, and at the most important part of the stroke where there are no powerstroke it becomes tougher and tougher.

A BIG flywheel might overcome that.
but......

Looks VERY promising indeed...
Getting better and better!

[Lightbulb]

Is anybody still believing in this project?
What about pumping losses....

I think the only pumping losses are those pumping money into the project are realising losses.

I am seriously thinking that if they really did have anything really substantial, it would be out by now and
be blistering track records everywhere. But that has not happened, sadly. We get strung along all the time
with little miss leading things, time and time again. We are suckers for new tech and most here have a true desire
to learn more about a very simple in principle engine. Crowd development may be the way to go. They got a patent
application in place, but still don't share anything. They set a track record against 4s renta karts and we are supposed to be impressed.
I have seen a one time picture from a tacho at like 28100 rpm. Then told it has passed 30 k more than once. But like any monsta
story, no video, or audio for that matter. 1900 rpm is a lot at that level. Look at a 6.5 cc methanol engine. Very difficult to go from 34k to 35k
rpm, and they want us to believe it can easily do 30k with a 125. Like some have said, very doubtful for any length of time, without super materials that
would put the engine price above 30k to get made.

[41juergen]

Can somebody help me: what is that material you use to do the molds of the transfers and were can one get that from?

[Peter1962]

Can somebody help me: what is that material you use to do the molds of the transfers and were can one get that from?

It's called Vinamold : http://www.mbfg.co.uk/vinamold/red-vinamould.html

[TZ350]

I knocked this up the other day.

It's just a prototype to test whether the twisted belt arrangement is capable of high revs.
To my surprise, it was untroubled by blips to 14,000RPM and sustained 12,000 for a few seconds.
Here's a video of it running: https://youtu.be/7Ffs1x145zw



I set the timing to: Open 135º BTDC, Close 80º ATDC, but once assembled, I found it was 5º late (at both ends, obviously) so it ran a bit hairy. I can fix that of course. Main object was to prove the belt drive.

I have no idea whether this setup will provide more power, although I suspect it might produce a better mid-range curve.
I'd appreciate any comments or advice.
Dyno time needed...

https://youtu.be/7Ffs1x145zw

OK, here's the dyno result (thanks F5Dave) with my new Disc Valve setup on my NSR50, using the same 24mm carb and pipe etc. as with reeds.
The red line is with reeds, the blue line is with the RV.As Wobbly predicted, closing at 80º has cost top end and over-rev. Surprising similarity with reeds through the mid-range though.Next move is to cut the disc to get 85º closing, then, depending on that result, 90º closing. I think I'll leave the opening at 135º for now.

Great effort, very impressed with the RV conversion. My favorite RV timing on the 125 is, inlet opens 145 BTDC and closes 85 ATDC. Opening is 145 std Suzuki timing for a GP125 and 135 for a GP100.

[TZ350]

Opening ended up at 138 as going any more made it all but impossible to jet correctly with a huge amount of standoff badly affecting the acceleration both under dyno load and on the track.

If the standoff was reduced and as jetting is not a problem with EFI.

Would it be a benefit to opening a RV inlet much earlier, or even before BDC like a 4T or is there some other limit?

Interested because with my bike running EFI for jetting and using the variable inlet area system that I have for suppressing the standoff I would be very interested in how much earlier people think the RV inlet opening timing could be usefully advanced too.

[TZ350]

Preparing a new cylinder with a center injector port for fuel injection to the underside of the piston.

I have tried this before on the air cooled motor and found it made for very good fuel homogenization at low engine speeds and/or throttle opening. But abandoned it at the time because it did not give me what I wanted which was having the main high speed fuel injecting under the piston for piston cooling. The center arrangement did not work well for high speed high volume fueling.

But with water cooling the piston cooling problem is a non issue and previously the combination of injecting in the B transfers for power and under the piston for low speed has worked well in the air cooled motor so we will re visit that arrangement.

The new cylinder has been ported to increase the blowdown STA. I will test it on the dyno, hopefully next weekend and if its any good I will get the cylinder re plated.


Bigger engines like 250's that only rev to 9,000 rpm or so can get away with only B port injectors but once you go past 10,000 rpm "Time" constraints mean you need staged injection and my experience has been, for a high revving 125, center injection for <8k and injection into the B ports for rpm and power work best.

I still have the problem of determining between on/off pipe and fueling below 20% throttle to overcome.

[TZ350]

28 RWhp from a MC21 NSR250 cylinder with standard porting fitted to a Suzuki GP100 bottom end.

My ambition is hopefully a bit over 30 so I can catch up with those Team GPR boys and their 32 RWhp air cooled special.



Very competitive Team GPR air cooled 125 with a hand made cylinder CNC machined out of billet.