ESE's works engine tuner

[ken seeber]

TeeZee, I just think you need 3 more cylinders:

https://www.youtube.com/watch?v=ZO_31uvQe2w&app=desktop

https://www.youtube.com/watch?v=nL8Jq6MJJxs&app=desktop

[husaberg]

The dry climate is probably the biggest factor in preventing corrosion.
The worst customer carbs I ever had were those used on the West Coast of the South Island of NZ - Husaberg's home territory.
They'd regularly come back to me white with corrosion inside and out.

The 18 metres of annual rainfall may have had something to do with that.....wait for husa's response, LOL.

I agree with the corrosion, When i was working in CHCH i could always tell just by looking at a trade in if it was from the West Coast or Canterbury.
But over here its not really true thats its totally the rainfall though, I would suggest its the hot sub tropical climate, plus because the salt laden zone extends 10km inland.
You need to consider how little corrosion occurs in cold climates.

[TZ350]

TeeZee, I just think you need 3 more cylinders:

Me too ....



The Beast had run out of water but the cylinder had survived unscathed. Tough Basted.



The head is dirty but basically unmarked.



Turns out it had run a big end bearing. Now the question is, is there limited oiling from Port injection EFI or was it the water?

Not so expensive to repair, but much more work. Glad its only a single cylinder.

[ken seeber]

"Turns out it had run a big end bearing. Now the question is, is there limited oiling from Port injection EFI or was it the water?"


Are you using premix or using a separate pump feed?

[TZ350]

Are you using premix or using a separate pump feed?

Pre mix, 20:1

I will be seriously looking at a small 12V peristaltic pump for an additional oil feed to the inlet.

But because I have to disassemble the motor I could also look at an oil feed to the main brg and then directly to the big end like the Suzuki Posi Lube system. My Suzuki model, the GP did not have that but other models around the same time did.

Something to think about.

[ken seeber]

TeeZee,

Thinking that if the fuel & oil are all going in via the transfer ducts, then there is less opportunity for any oil to get down to the big end. So a Posiforce style system would be a great help. Short of that, if you could arrange the oil discharge from your pump to align with the centre line of the crank, that’d be an improvement. Maybe thru a cantilevered tube (hypodermic size) to dump the droplet (which in reality wouldn’t be a droplet, but some vibration and airflow induced state) such that the big end would intercept it, might offer a greater improvement.

[guyhockley]

TeeZee, I just think you need 3 more cylinders:

https://www.youtube.com/watch?v=ZO_31uvQe2w&app=desktop

https://www.youtube.com/watch?v=nL8Jq6MJJxs&app=desktop

Couple of interesting points about the second video.
MCN's racer tests are usually done by Adam Child who is a useful racer - wonder if this bloke pulled rank to get the gig
Despite all the talk about updated cycle parts, EFI (and bigger engine) I think Bruce Anstey is still fastest lap and race record holder for 2 strokes at the TT on a YZR500.
I think Ian Lougher was a bit off his game this year, though.
Picking up TZ's point about beating 4 strokes, I was a bit taken aback when Bruce said he thought it would be possible to approach Supersport times around the Isle of Man. Surely the YZR is more powerful and lighter than those and on a horsepower track, too.
Finally, I heard lots of people saying how much Bruce Anstey was missed at this year's TT and that he was ill, but I didn't realise how ill until someone posted a picture of him in a hospital bed with no hair (or beard!). If good wishes and prayers actually had any medical value, he should make a full recovery.

[wobbly]

Yea, I really hope Bruce Almighty pulls thru - a real personal hero.
There are YZR500s and there are YZR500s , but how many years of no development have gone by on those bikes.
Tires are WAY better now, and as Andy has said to me,the Britten would be way faster on these new designs of tire, but that it would take a huge
amount of effort to get an old GP bike to work with them.
Im still very disappointed that if the claims are true of 195Hp/135Kg are even close , the Suter should completely annihilate any Superbike - but not
if the injection still has the staggers like every other race effort has failed to fix.

[TZ350]

.
He has been such a big name at the TT, I am very sorry to hear Bruce Anstey is being faced with a health challenge, I hope he recovers well.

TeeZee, you could arrange the oil discharge from your pump to align with the centre line of the crank, that’d be an improvement. Maybe thru a cantilevered tube (hypodermic size) to dump the droplet such that the big end would intercept it, might offer a greater improvement.

Great idea Ken, I will look at that. I might be able to use a small peristaltic pump driven by the Ignitec's PWM power jet output to match the volume of oil delivery to the RPM.

[DoldGuy]

TZ,

The old Suzuki "Hop Up Kit" for the TS50 required the oil pump to remain & wired open at approximately 1/4 position. I think the reasoning is for the big end lubrication, as we never had a problem with the bottom end back then & that little motor turned a lot of RPM.

[Grumph]

TZ,

The old Suzuki "Hop Up Kit" for the TS50 required the oil pump to remain & wired open at approximately 1/4 position. I think the reasoning is for the big end lubrication, as we never had a problem with the bottom end back then & that little motor turned a lot of RPM.

Most of the Suzuki 50's had a pressed steel piece with a nose locating into the open end of the crankpin and a raised lip around the edge.
It spun with the crank and the oil delivery only had to be into the area inside the lip to get to the big end. Worked well and it was simple.
Wouldn't be hard to duplicate.

[husaberg]

Most of the Suzuki 50's had a pressed steel piece with a nose locating into the open end of the crankpin and a raised lip around the edge.
It spun with the crank and the oil delivery only had to be into the area inside the lip to get to the big end. Worked well and it was simple.
Wouldn't be hard to duplicate.

The TS/TF125 had them as well, its on the pic (TS90) TZ used a couple of posts above named as the guide plate.
Commonly called oil slingers.

[F5 Dave]

My T125 is a marvel of drilled pins, slingers and all sorts.

[Peter1962]

Pre mix, 20:1

I will be seriously looking at a small 12V peristaltic pump for an additional oil feed to the inlet.

But because I have to disassemble the motor I could also look at an oil feed to the main brg and then directly to the big end like the Suzuki Posi Lube system. My Suzuki model, the GP did not have that but other models around the same time did.

Something to think about.

edit : this link gives some details on the different oil pumps that the japanese used on their two stroke auto lube engines. Mostly Mikuni material.
http://www.dansmc.com/2_stroke_oilpump.htm
TeeZee, here is a link to drawings of the different systems of yamaha, suzuki and kawasaki for "auto-lube" systems. Some were rather primitive, with oil only through the inlet port. Others like kawa had also an oil line to the main bearings. (I do not understand why ktm did not choose this solution for their new 250 and 300 TPI bike, they only feed oil through the injectors, nothing for the bearing)
http://www.dansmc.com/2_stroke_pump_views.htm

BRP use bearing oil feed on their E-Tec 600, and 800 engines since 2010 and built an even more efficiënt oil feed system tot their latest creation the E-tec 850cc.
Here a link tot a Ski Doo versus Polaris Cat ranting on who has the best oil feed system. http://www.dootalk.com/forums/topic/...ation-methods/

[sidecar bob]

I found this beautiful & delicate machine in the Wigchers private collection in Schnoonoord NL today.
Im sure some contributors to this thread may recognise it.
Some people may also recognise the gentleman standing behind it. Egbert Streuer, Dutch former multiple world sidecar champion.
Well done Mr Thiel, they are pure art.