ESE's works engine tuner

[oldjohnno]

Here's a video I stumbled across recently. It's quite old but I think it's very very good, and seeing as our two strokes are almost entirely dependent on wave action to produce high outputs I thought some of you might enjoy it as well. Presented very clearly and I particularly liked his demo machines.

[guyhockley]

The (injected) Suter has arrived in the Isle of Man(n) for another crack at the TT.

[guyhockley]

If you try to get away without welding, then you seems lose a lot of weight gain.

JBB 250 V-twin con-rod.

[RomeuPT]

thank you wobbly for the information, I tested the new housing modena mkz it is more power on the whole curve I controlled the changes brought then more volume of low crankcase we arrive at 520cc atdc before 490cc inclination of the angle for the reed box 2 degrees down and another shape inside what do you think wobbly changes made? thank youAttachment 333208Attachment 333209Attachment 333210Attachment 333211Attachment 333212

Hello.

I wonder if there are new insight's of the new reed setups used in the TM compared to Vforce's....

Any better news about the ryger?

Thanks

[wobbly]

After I tried really hard to get a VF to work better in a TM, I found no free lunch.
I was sure that a smaller bodied VF with a larger or the same tip curtain area would prove better.
The best I came up with was a VF4 from a Banshee - they gave me a whole bunch of things to try, and I glued together new fixing plates to suit the bolt pattern.
But the restraining issue at the end of the day was that you cant create compound petal systems in the VF due to the assembly clamping method.
The stock TM allows very soft/stiff petals,spacers, and backup strips of all shapes and thickness/stiffness to be combined.
On the flow bench i found that at certain air velocities a single petal will flutter uncontrollably, but that this is easily damped out using a backup that is spaced away from the
main reed.
This allows much softer main petals to be used that open quicker, and further - invariably making more power that is easy to tune to the intake and case Helmholtz action.
The backups can also be used to stiffen the main petals outer sides, controlling the flow that spills over sideways from the opening.
This forces a bending action laterally in the petal, and as a side effect it seems to reduce petal tip shattering, that usually occurs on the outer corners.

[breezy]

Here's a video I stumbled across recently. It's quite old but I think it's very very good, and seeing as our two strokes are almost entirely dependent on wave action to produce high outputs I thought some of you might enjoy it as well. Presented very clearly and I particularly liked his demo machines.

thanks i enjoyed that

[husaberg]

If you try to get away without welding, then you seems lose a lot of weight gain.

JBB 250 V-twin con-rod.

Ariel Arrow had knife rods in the 50's
Herman Meiier introduced them on the racer and they were used on the production bikes as they were cheaper to make.
He got the idea for them from DKW on their racer 3 cylinder same as the lab seals with piston rings.

Alpha cranks also had them. tuning for speed gives diagrams of converting std rods to that shape.
Although not hollow like the JBB ones
Falcon cranked make what they call knife rods to reduce windage

http://www.faliconcranks.com/1pc.html
http://www.faliconcranks.com/2pc.html
pretty sure they don't do two stroke ones though.

The Knife® - the most streamlined shape connecting rod design in the industry is shaped like an airplane wing to resist twisting and reduce the turbulence in the crankcase for horsepower gains and efficient oil flow.We designed this new generation Knife connecting rod using Computer Modeling and Finite Element Analysis and tested them on the track. Stronger, lighter and more aerodynamic means more power with better reliability.These connecting rods are designed for press-together roller-bearing cranks.Unlike our competitor's rods, ours do not have a pressed-in bearing race that will move or crack under loadThe Knife® - the most streamlined shape connecting rod design in the industry is shaped like an airplane wing to resist twisting and reduce the turbulence in the crankcase for horsepower gains and efficient oil flow.We designed this new generation Knife connecting rod using Computer Modeling and Finite Element Analysis and tested them on the track. Stronger, lighter and more aerodynamic means more power with better reliability.These connecting rods are designed for press-together roller-bearing cranks.Unlike our competitor's rods, ours do not have a pressed-in bearing race that will move or crack under load.

here are some ariel twin rods for those not familiar with them.

As the two stroke doesn't have the cyclic variation that a four stroke does I don't think rod strength is a pressing two stroke issue.

[chrisc]

Hey team. Posting here because I know a bunch of you have been curious on my 2t racing in the past. I've just put up a tonne of photos from my racing at Hockenheim 2 weeks ago in the Klassik Motorsport championship where I'm racing a Freetech 50 bike. Over the weekend we also raced at a little street circuit called Schleizer Dreieck in Schleiz, east Germany. It was an amazing circuit with a tonne of elevation change and some super tight racing. It has two super fast down hill sections making it faster than both Hockenheim and Assen for these little machines of ours. It's also very twisty and complex which suited my riding more since I'm not on a fast machine.

There's also loads and loads of cool classic 2 stroke racers here with everyone camping at the track over the weekend. Loads of drinking, partying and laughs after the racing. It's what I'd imagine the continental circus was like back in the day. I'm too young to have experienced it properly so this is a great second best.

Head over to my facebook page to check out my racing: https://www.facebook.com/grandprixmachine
or here for the photo album from Hockenheim: https://www.facebook.com/GrandPrixMa...19552428196027

[TZ350]

Head over to my facebook page to check out my racing: https://www.facebook.com/grandprixmachine
or here for the photo album from Hockenheim: https://www.facebook.com/GrandPrixMa...19552428196027

Great, thanks Chris.

[guyhockley]

As the two stroke doesn't have the cyclic variation that a four stroke does I don't think rod strength is a pressing two stroke issue.

I was a bit taken aback to find that CR500 rods are used by XS650 tuners, but they work OK, apparently.
The JBB rods were made (I think) by JPX in France who also (I think) had a lot to do with George Beale's Honda 6 replicas.

[RomeuPT]

After I tried really hard to get a VF to work better in a TM, I found no free lunch.
I was sure that a smaller bodied VF with a larger or the same tip curtain area would prove better.
The best I came up with was a VF4 from a Banshee - they gave me a whole bunch of things to try, and I glued together new fixing plates to suit the bolt pattern.
But the restraining issue at the end of the day was that you cant create compound petal systems in the VF due to the assembly clamping method.
The stock TM allows very soft/stiff petals,spacers, and backup strips of all shapes and thickness/stiffness to be combined.
On the flow bench i found that at certain air velocities a single petal will flutter uncontrollably, but that this is easily damped out using a backup that is spaced away from the
main reed.
This allows much softer main petals to be used that open quicker, and further - invariably making more power that is easy to tune to the intake and case Helmholtz action.
The backups can also be used to stiffen the main petals outer sides, controlling the flow that spills over sideways from the opening.
This forces a bending action laterally in the petal, and as a side effect it seems to reduce petal tip shattering, that usually occurs on the outer corners.

Alot of science in the petals only, I don't know if is really worth the time and effort just for some fun bikes.

Any dynos can be shown comparing a good reed setup and a vforce or something?

thanks

[F5 Dave]

Wow Chris, you'v stumbled into two stroke heaven from the looks.
everyone has spent the bucks on paintwork.

[Muhr]

JBB 250 V-twin con-rod.

Tried a hollow model but has not seen any benefits yet. Buckling does not seem to be a problem when weight loss is focused on the small end.

Ariel Arrow had knife rods in the 50's
Herman Meiier introduced them on the racer and they were used on the production bikes as they were cheaper to make.
He got the idea for them from DKW on their racer 3 cylinder same as the lab seals with piston rings.

Alpha cranks also had them. tuning for speed gives diagrams of converting std rods to that shape.
Although not hollow like the JBB ones
Falcon cranked make what they call knife rods to reduce windage

As the two stroke doesn't have the cyclic variation that a four stroke does I don't think rod strength is a pressing two stroke issue.

I'll see if I can try some CFD. Just it takes so much time to do

[wobbly]

The reed setup in a KZ engine is a bit of a special case in that the rpm power range is from 9800 to 14800.
With peak power at about 13500.
This makes getting the petal 1st order resonance very critical, too soft and you loose control and top end, too stiff and power drops everywhere.
The stuffer has just as much effect as the petals,and I have spent plenty on 3D printed inserts with splitters and wings of every conceivable shape to
try and get the impossible - better mid AND top end overev.

[TZ350]

.
Husa has found some interesting info on swing arm swaps, may be useful for that next Bucket build.

have a look at Mike Costins site
http://www.micoproducts.net/500cc%20page.htm

if you google R6 swingarm swap you will likely find the width within a few minutes
https://www.motorcykelgalleri.dk/fot...agsvinger_maal
do the same with the 3ma.
the straight swap is to use the TZR125 banana arm tzr125 4dl sp swing
http://pure2strokespirit.net/forums/...54&topic=114.0

also adding the fzr wheel
http://pure2strokespirit.net/forums/...sg6469#msg6469

A:
Honda VTR SUPERHAWK (all years) - 165mm
Honda VFR 800 (1998-2001) - 165mm
Honda CBR 929 (2000-2001) - 180mm
Honda CBR 954RR (2002-2003) - 180mm
Honda RC51 SP2 (2002-?) - 180mm
1976 Suzuki GT500 - 185mm
Yamaha XS650 - 190mm
Honda VFR400 - 192mm
Honda MC18 NSR250 - 197mm
Yamaha FZR250 - 200mm
Honda XL600R - 200mm
Yamaha LC RD350 - 200mm
Honda RVF400 - 202mm
Honda NS400R - 205mm
Honda MC21 NSR250 - 205mm
Honda CB400F - 205mm
Suzuki RGV250 - 205mm
Yamaha RZ350 - 205mm
Yamaha YPVS RD350 - 205mm
1986 FZ600 - 215mm (without spacers/covers), - 220mm with spacers/covers
Suzuki Bandit GSF600 - 220mm
1992-1998 Yamaha Seca II - 220mm
1990-1996 Yamaha FZR600 - 220mm
2005 Suzuki GSXR 1000 - 225mm
1976-1982 Kawasaki KZ600 - 225mm
1994-1997 Honda VFR750 - 227mm
2001-2002 Suzuki GSXR1000 - 228mm
Kawasaki Z650/Z750 - 230mm (frame width at pivot)
2004-2005 Suzuki GSXR750 - 230mm (without washers on ends)
Suzuki TL1000S - 232mm
Honda Hawk GT650 - 235mm
Honda RC30 - 235mm
2008 Kawasaki Ninja ZX6R - 235mm
Kawasaki Z900/Z1000 - 235mm (frame width at pivot)
Honda RC30 - 235mm
1999-2002 Suzuki SV650 - 235mm
2006 Suzuki GSR500 - 238mm (w/o spacers)
2003-2009 Suzuki SV650 - 240mm
1998-2007 Yamaha YZF600R - 240mm
1990-1993 Honda VFR750 - 242mm
2005-2006 Kawasaki Ninja ZX6R (636) - 242mm
1987 Kawasaki Ninja ZX750R - 244mm
1987 Yamaha FZ750 - 245mm
2006-2011 Kawasaki Ninja 650R - 245mm
1998-2003 Suzuki Katana GSX600/750F - 245mm
2007 Yamaha YZF-R6 - 248mm
Honda RC45 - 250mm
Sucati SR4S - 255mm
2003 Kawasaki Z1000 - 255mm
MV Agusta F4 - 255mm
Kawasaki ZX10R (Gen 1-3) - 257mm
2002-2005 Yamaha FZ1 - 257mm (20mm pivot bolt)
2001 Yamaha YZF-R1 - 250mm
2003-2006 Yamaha YZF-R1 - 260mm (without caps) - 264mm (with caps)
Triumph 955i - 285mm
BMW K100 - 310mm

GT500 '76 185mm
SV650 K5 240mm
VFR400 192mm
RVR400 202mm
NS400R 205mm
XS650 190mm
FZR250 200mm
MC21 NSR250 205mm
GSF600 bandit 220mm
CB400F 205mm
MC18 NSR250 197mm
'86 FZ600 215mm (without spacers/covers)
RZ350 205mm
05 GSXR 1000 225mm
Z900/Z1000 235mm (frame width at pivot)
Z650/Z750 230mm (frame width at pivot)
LC RD350 200mm
YPVS RD350 205mm
Gen 1-3 ZX10R 257mm
XL600R 200mm
MV Agusta F4 255mm
VTR SUPERHAWK (all years) 165mm
CBR 954 RR (2002-2003) 180mm
CBR 929 (2000-2001) 180mm
VFR 800 (1998-2001) 165mm
RC51 SP2 (2002-?) 180mm
RC30 235mm
RC45 250mm

B:
Make Model Year Shock Length(mm) Shock Stroke
(mm)
Suzuki Bandit 600 2000-2004 319 55
Suzuki Bandit 650 2005 319.5 65.5
Suzuki Bandit 1200 1996-2000 306 64
Suzuki Bandit 1200 2001-2005 320 (+6/-0) 61
Suzuki GSXR 600 1992-1993 312 (+12/-0) 67
Suzuki GSXR 600 2001-2003 325.5 (+6/-0) 74
Suzuki GSXR 600 2004-2005 332.5 (+6/-0) 74
Suzuki GSXR 750 1985-1987 290.5 61
Suzuki GSXR 750 1988-1991 312 (+12/-0) 67
Suzuki GSXR 750 1992-1995 312 (+12/-0) 67
Suzuki GSXR 750 1996-1999 356 (+6/-6) 79
Suzuki GSXR 750 2000-2003 325 (+6/-0) 74
Suzuki GSXR 750 2004-2005 332.5 (+6/-0) 74
Suzuki GSXR 1000 2001-2002 329.5 (+5.5/-0.5) 74
Suzuki GSXR 1000 2003-2004 332.5 (+6/-0) 74
Suzuki GSXR 1000 2005 319 70
Suzuki GSXR 1100 1986-1988 315 69
Suzuki GSXR 1100 1989-1992 312 70
Suzuki GSXR 1100 1993-1998 312 70
Suzuki Hayabusa 1999-2006 330 72
Kawasaki ZX6R 2003-2004 340 (+12/-0) 72.5
Kawasaki ZX6RR 2003-2004 340 (+12/-0) 72.5
Kawasaki ZX6R 2005 335.5 (+12/-0) 64.5
Kawasaki ZX6RR 2005-2006 330 (+12/=0) 63.5
Kawasaki ZX7R 1996-2001 350 (+12/-0) 75
Kawasaki ZX9R 1994-1997 348 79
Kawasaki ZX9R 1998-1999 330 (+12/-0) 69
Kawasaki ZX9R 2000-2001 338 67
Kawasaki ZX9R 2002-2003 338.5 67.5
Kawasaki ZX10 1988-1989 314.5 67
Kawasaki ZX10R 2004-2005 338 (+7/-5) 69
Kawasaki ZX12R 2000-2005 338 (+7/-5) 67
H*nda CBR 600 F 1987-1990 292 50
H*nda CBR 600 RR 2003-2006 313 (+0/-6) 59.5
H*nda VFR 800 FI 1998-2001 325 58
H*nda VFR 800 FI 2002-2005 317.5 53.5
H*nda CBR 900 RR 1992-1995 319 (+12/-0) 54
H*nda CBR 900 RR 1996-1997 305 (+12/-0) 60
H*nda CBR 900 RR 1998-1999 303 (+12/-0) 57
H*nda CBR 900 RR 2000-2001 286 (+4/-2) 57
H*nda CBR 900 RR 2002-2003 288 (+2/-4) 57
H*nda CBR 929 2000-2001 286 (+4/-2) 57
H*nda CBR 954 2002-2003 288 (+2/-4) 57
H*nda RC51 2000-2005 326 (+10/-2) 63
H*nda CBR 1000 RR 2004-2006 314 (+6/-0) 58
H*nda VTR 1000 F 1997-2005 346 60
H*nda VTR 1000 SP1 2000-2001 326 (+10/-2) 63
H*nda VTR 1000 SP2 2002-2005 326 (+10/-2) 63
H*nda CBR 1100 XX 1997-2005 319 52
Yamaha YZF 600 1994-1999 360 (+12/-0) 70
Yamaha YZF R6 1999-2002 305 (+4/-2) 62
Yamaha YZF R6 2003-2004 295 (+5.5/-0.5) 62.5
Yamaha YZF R6 2005 300 (+0/-6) 62.5
Yamaha FZR 750 1987-1988 300.5 54
Yamaha FZR 750R 0W01 1989-1991 360 76
Yamaha FZR 1000 1987-1988 300.5 54
Yamaha FZR 1000 1989-1995 340 70
Yamaha YZF 1000 1996-2000 340 (+12/-0) 69
Yamaha YZF R1 1998-2001 300 (+11/-1) 65
Yamaha YZF R1 2002-2006 300 (+5.5/-0.5) 64.5

Make Model Year Shock Length(mm) Shock Stroke
(mm)
Suzuki Bandit 600 2000-2004 319 55
Suzuki Bandit 650 2005 319.5 65.5
Suzuki Bandit 1200 1996-2000 306 64
Suzuki Bandit 1200 2001-2005 320 (+6/-0) 61
Suzuki GSXR 600 1992-1993 312 (+12/-0) 67
Suzuki GSXR 600 2001-2003 325.5 (+6/-0) 74
Suzuki GSXR 600 2004-2005 332.5 (+6/-0) 74
Suzuki GSXR 750 1985-1987 290.5 61
Suzuki GSXR 750 1988-1991 312 (+12/-0) 67
Suzuki GSXR 750 1992-1995 312 (+12/-0) 67
Suzuki GSXR 750 1996-1999 356 (+6/-6) 79
Suzuki GSXR 750 2000-2003 325 (+6/-0) 74
Suzuki GSXR 750 2004-2005 332.5 (+6/-0) 74
Suzuki GSXR 1000 2001-2002 329.5 (+5.5/-0.5) 74
Suzuki GSXR 1000 2003-2004 332.5 (+6/-0) 74
Suzuki GSXR 1000 2005 319 70
Suzuki GSXR 1100 1986-1988 315 69
Suzuki GSXR 1100 1989-1992 312 70
Suzuki GSXR 1100 1993-1998 312 70
Suzuki Hayabusa 1999-2006 330 72
Kawasaki ZX6R 2003-2004 340 (+12/-0) 72.5
Kawasaki ZX6RR 2003-2004 340 (+12/-0) 72.5
Kawasaki ZX6R 2005 335.5 (+12/-0) 64.5
Kawasaki ZX6RR 2005-2006 330 (+12/=0) 63.5
Kawasaki ZX7R 1996-2001 350 (+12/-0) 75
Kawasaki ZX9R 1994-1997 348 79
Kawasaki ZX9R 1998-1999 330 (+12/-0) 69
Kawasaki ZX9R 2000-2001 338 67
Kawasaki ZX9R 2002-2003 338.5 67.5
Kawasaki ZX10 1988-1989 314.5 67
Kawasaki ZX10R 2004-2005 338 (+7/-5) 69
Kawasaki ZX12R 2000-2005 338 (+7/-5) 67
H*nda CBR 600 F 1987-1990 292 50
H*nda CBR 600 RR 2003-2006 313 (+0/-6) 59.5
H*nda VFR 800 FI 1998-2001 325 58
H*nda VFR 800 FI 2002-2005 317.5 53.5
H*nda CBR 900 RR 1992-1995 319 (+12/-0) 54
H*nda CBR 900 RR 1996-1997 305 (+12/-0) 60
H*nda CBR 900 RR 1998-1999 303 (+12/-0) 57
H*nda CBR 900 RR 2000-2001 286 (+4/-2) 57
H*nda CBR 900 RR 2002-2003 288 (+2/-4) 57
H*nda CBR 929 2000-2001 286 (+4/-2) 57
H*nda CBR 954 2002-2003 288 (+2/-4) 57
H*nda RC51 2000-2005 326 (+10/-2) 63
H*nda CBR 1000 RR 2004-2006 314 (+6/-0) 58
H*nda VTR 1000 F 1997-2005 346 60
H*nda VTR 1000 SP1 2000-2001 326 (+10/-2) 63
H*nda VTR 1000 SP2 2002-2005 326 (+10/-2) 63
H*nda CBR 1100 XX 1997-2005 319 52
Yamaha YZF 600 1994-1999 360 (+12/-0) 70
Yamaha YZF R6 1999-2002 305 (+4/-2) 62
Yamaha YZF R6 2003-2004 295 (+5.5/-0.5) 62.5
Yamaha YZF R6 2005 300 (+0/-6) 62.5
Yamaha FZR 750 1987-1988 300.5 54
Yamaha FZR 750R 0W01 1989-1991 360 76
Yamaha FZR 1000 1987-1988 300.5 54
Yamaha FZR 1000 1989-1995 340 70
Yamaha YZF 1000 1996-2000 340 (+12/-0) 69
Yamaha YZF R1 1998-2001 300 (+11/-1) 65
Yamaha YZF R1 2002-2006 300 (+5.5/-0.5) 64.5