ESE's works engine tuner

[jbiplane]

Take a look at rusefi

My company Aviamechanica Llc created reliable EFI with integrated ignition suited especially for 2-stroke 1-4 cylinders 36...420cc engines. Curcuit board weight 37 grammes and much more reliable than ecotron we used before. At moment tested on 20+ UAV at t range -65...+40C and up to 5000 meters altitudes. The distinct + of our solution is minimal ammount of hoses and wires compare ones used on cars novadays. Most of electronics integrated at the throttle body. Probably we can make cost effective "box" products, but dunno if it would be rational and profitable activity.

[wobbly]

Dutchpower - your engine is now Blowdown limited as the second example had higher Transfer STA, but made less power.
Thus the smaller transfer STA of the first example is not limiting the power, but the Blowdown increase is able to make more.
Using the same duration's for both , would then exhibit the power band bias I explained due to the scavenging regime changes.
Neels code cant handle this type of detail, as the scavenging system is a canned input, as would be the case with any 1 dimensional sim.
I have not actually tried it, but maybe the powerband shape would be affected correctly by changing from the RS125 to the RSA125 scavenging input
when using the same durations
Usually the reverse stagger gives greater overall STA as the B ports are way bigger, but this isnt the case with this port set, so you would only see scavenging differences.

[ief]

Oke Wobble and other simultee

128/126/126 give 0.198 more KW then 130/132/132 ( Cannot make more blowndown is that what happen )

Think need powervalve !!!!

Looks like (!?!) you didn't take into account that the software doesn't warn you when your total port with exceeds the bore circumference.

Perhaps something Neels could fix

[Vannik]

Looks like (!?!) you didn't take into account that the software doesn't warn you when your total port with exceeds the bore circumference.

Perhaps something Neels could fix

It was removed on request - I can add it again.

[dutchpower]

It fits perfectly according my chief engineer Ief

[ief]

Didn't know that Neels, perhaps make it an on/ off option then? Why was that not wanted if I may ask?

If the cat say's all is good then all is good Duch

(made some assumptions for that statement but wasn't sure you where aware so left it)

[wobbly]

So here is the result of doing the opposite to having a hot exhaust duct.
I drilled thru the holes from the watercooled case, up underneath the Exhaust duct,and moved the main water inlet to the cylinder
from over the Exhaust port, around to the inlet, allowing cold water to flow directly over the transfers.
Simple mod - 1 Hp, and no sign of deto as the datalogger showed under 1.5V
Thankyou Mr Dyno.

[FastFred]

.

Sharn Steadman, Team ESE racer running her aircooled SuzukiGP125 Bucket at the 2018 Leadfoot hill climb.

[F5 Dave]

That's a nice trick Wob not being familiar with the engine still trying to get head around the flow as it was. So perhaps there were two benefits from the change including the cooler transfers?

One can imagine a university experiment with say 6 sectioned areas, 6 water supplies of control able temperature and many runs just for interests sake. With a simulated head attached with combustion. . Nah that gets complex. But bore distortion info would be interesting as a result.

Squish vs combination chamber area separation?

Maybe the optimal combination is not at all practical but it would show the extent of potential gains up for grabs with no gas flow changes.
Pennies from heaven sort of stuff.

[wobbly]

The stock KZ10C engine has all the water flow into the cylinder from one side directly over the top of the Exhaust duct.
Here is the flow as I did it - see the plug up high on the side of the cylinder.
There are also two small holes drilled right thru to water in the case, that lets cold flow run directly up under the Exhaust duct.

[FastFred]

Car number plate "QIK 125" ...... good one.

[DoldGuy]

Interesting, whether was a small pits after machining and what resistance to cracking?



Maybe this is very old answered question. This particular oversquare engine (57x50,6 mm. rod 109 mm) never work well after 10500 rpm with 50 percentage ( 8,35mm ) squash band. Whatever did nothing changes: gap from 0.7 to 1,2 mm., different combustion shape, different compression different timing and combination all of that . 9 different heads. Bottom and mid good.

All changed with 5 mm squash band. Revs nice from 10500 to 13000 rpm in every combination with diff. compression and shape. Of course mid weaker ( not much from 5000-7000 )

Maybe with different rod length / stroke ratio and piston dia. some correction needed to 50 percentage.


Nuoširdžiai dėkojui jums Fritsai

Also interested in thoughts / opinions on this. I have had similar results but do not have a programmable ignition (yet )

[DoldGuy]

Car number plate "QIK 125" ...... good one.

+1, Also like the “WobblyPipes”

[wobbly]

The QIK125 plate was given to me by the kids dad,after we won the 125 National Karting Champs 3 in a row.

[SwePatrick]

The stock KZ10C engine has all the water flow into the cylinder from one side directly over the top of the Exhaust duct.
Here is the flow as I did it - see the plug up high on the side of the cylinder.
There are also two small holes drilled right thru to water in the case, that lets cold flow run directly up under the Exhaust duct.

Test if dividing the waterflow before entering cylinder to go both where you put the inlet now and using the old inlet at exhaust aswell.

I´m about to do that myself, but i have a long way before getting there =)