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Thread: ESE's works engine tuner

  1. #30376
    Join Date
    7th October 2015 - 07:49
    Bike
    honda ns 400
    Location
    Lithuania
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    469
    Quote Originally Posted by Dutch Fisher View Post
    Squish?? err nope チャンバ means chamber, that #1 to#4 is the weight of the bare expansion chambers per cyl number
    The two rows above are サイレンサ means sliencer, so material and weight of the silencers.
    Yes, of course, thanks

  2. #30377
    Join Date
    5th April 2013 - 13:09
    Bike
    zuma50
    Location
    illinois
    Posts
    372
    Frits, Honda CRF250 and CRF450 2017-18. OEM titanium stamped gas tanks. They're pretty!

  3. #30378
    Join Date
    24th February 2013 - 08:12
    Bike
    1993, suzuki rgv250
    Location
    Sweden
    Posts
    92
    Quote Originally Posted by tdc211 View Post
    Just use epoxy. Prep it well. I use a green marine epoxy.
    I cure cylinder in oven at 150. Never has come out. Grind A angle any thing you want after cured. Keep epoxy away from piston about. .15mm .i use very fine grinding wheels here.
    Only time it has come out ,is when the cylinder needs a plate after lots of hrs,and the platers grind it out.

    You prep it right.
    It will stay . It helped my curve every where. Bottom to top.
    Thank's for the tip. I will first do the welding I can on the cylinders. Have I understood it right that you actually tested to put something like an extra divider?

  4. #30379
    Join Date
    2nd March 2013 - 15:04
    Bike
    CBX125F NS50F NS90F NS-1
    Location
    Lower Hutt
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    434
    I need some advice please. Below are photos of my 50's exhaust port as stock. The narrow point at 13 to 15 mm from window centre is only 75% of the window area after downdraft correction.
    Should I expand this by raising the roof and/or lowering the floor, or is it serving a useful purpose by accelerating the exhaust stream? The downdraft angle is 25Ί at the top of the port, 4Ί at the bottom.
    I can increase the window area some, which will make this restriction worse relative to the window area.

    Click image for larger version. 

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  5. #30380
    Join Date
    8th February 2007 - 20:42
    Bike
    TZ400
    Location
    tAURANGA
    Posts
    3,885
    The best duct geometry for a low bmep single port is to have around 90% area at the face of the cylinder exit.
    Then a transition in the spigot out to 100% that is then the header area.
    For high bmep 3 port setups the exit area drops to 75% , I demonstrated the effectiveness of this not long ago with a dyno sheet on here , with the biggest power increase I have seen
    in all my hundreds of dyno runs of the 125 kart engines.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  6. #30381
    Join Date
    2nd March 2013 - 15:04
    Bike
    CBX125F NS50F NS90F NS-1
    Location
    Lower Hutt
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    434
    Quote Originally Posted by wobbly View Post
    The best duct geometry for a low bmep single port is to have around 90% area at the face of the cylinder exit.
    Then a transition in the spigot out to 100% that is then the header area.
    Thanks Wobbly. I plan to fit an insert to achieve that 90% at 1.5 x bore, and the expansion back out to 100% at 2 x bore, as you have advised.
    My question was more about the effect of the 75% restriction that occurs quite close to the port window. I would have thought that a consistent steady reduction from port to 90% is ideal, rather than a wildly varying CSA.
    I can probably achieve that, but I'm just wondering if raising the roof and lowering the floor at the tight point is going to have a negative effect. You have written many times about the "ski slope" and it's beneficial effects.

  7. #30382
    Join Date
    8th February 2007 - 20:42
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    TZ400
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    tAURANGA
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    3,885
    Yes, the combination of a 25* downslope roof and a ski jump floor that has a gradual area reduction is for sure the go.
    But this is mainly directed at reducing the CSA of the duct where the Aux ports blend into it .
    Here is a cross section of the cylinder I modified to incorporate the side duct ears and the 75% area at the exit.
    The roof starts at 25* then flattens out , and the floor slopes away more past the side duct entry area.
    Attached Thumbnails Attached Thumbnails Click image for larger version. 

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    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  8. #30383
    Join Date
    2nd March 2013 - 15:04
    Bike
    CBX125F NS50F NS90F NS-1
    Location
    Lower Hutt
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    434
    Quote Originally Posted by wobbly View Post
    Yes, the combination of a 25* downslope roof and a ski jump floor that has a gradual area reduction is for sure the go.
    But this is mainly directed at reducing the CSA of the duct where the Aux ports blend into it .
    Here is a cross section of the cylinder I modified to incorporate the side duct ears and the 75% area at the exit.
    The roof starts at 25* then flattens out , and the floor slopes away more past the side duct entry area.
    Thanks again Wobbly. The roof will be raised and the sides of the port will get "ears". Can't go any wider as it's already 72% of bore.

  9. #30384
    Join Date
    5th April 2013 - 13:09
    Bike
    zuma50
    Location
    illinois
    Posts
    372
    I used to do 82% on single exhaust ports. Basically a mild bridge port shape. Works well and doesn't ear rings. But bottom of port needs to be around 68%.

  10. #30385
    Join Date
    2nd March 2013 - 15:04
    Bike
    CBX125F NS50F NS90F NS-1
    Location
    Lower Hutt
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    434
    Quote Originally Posted by jonny quest View Post
    I used to do 82% on single exhaust ports. Basically a mild bridge port shape. Works well and doesn't ear rings. But bottom of port needs to be around 68%.
    Interesting. Might be able to get it out to 75% before I break through the water jacket.

  11. #30386
    Join Date
    25th March 2004 - 17:22
    Bike
    RZ496/Street 765RS/GasGas/ etc etc
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    Wellington. . ok the hutt
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    20,502
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    I always used 75 on the RG50, just be careful chamfering.
    Don't you look at my accountant.
    He's the only one I've got.

  12. #30387
    Join Date
    3rd August 2012 - 02:39
    Bike
    yzf 250
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    holland
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    124
    Wobb can you tell me more about this situation

    Thanks
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  13. #30388
    Join Date
    20th January 2010 - 14:41
    Bike
    husaberg
    Location
    The Wild Wild West
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    11,823
    Early HRC
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    BSL500 in Cycleworld
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    Kawa X09 at Daytona (i added the pics to fill in space although the cut off one i think is Aaron Slight judging by the leathers Team Moving)
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    The deisgn never made decent power with it breating through the bottom of the cases
    http://1.bp.blogspot.com/-rYf6KffxOG...0/001-Copy.jpg
    Quote Originally Posted by Katman View Post
    I reminder distinctly .




    Kinky is using a feather. Perverted is using the whole chicken

  14. #30389
    Join Date
    22nd November 2013 - 16:32
    Bike
    STRIKE trike & KTM300 EXC TPI
    Location
    Perth, Western Australia
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    878
    Quote Originally Posted by Flettner View Post
    another step. Machining the cylinder to take the injectors now also. Don't seem to get much workshop time these days.
    https://youtu.be/bhKrRlZxomc
    Fletto, congratulations on the near completion of your creation of the symmetrical circumcision device. Well done, although a question:

    Can you, without the introduction of a second servo or a manual belt shift, vary the opening gap to be advanced ar retarded from the shown mid position?

    DANGER WARNING: you kiwis should be very aware of such a gizmo cos it does get so cold over there…
    "Success is the ability to go from one failure to another with no loss of enthusiasm.”

  15. #30390
    Join Date
    12th March 2010 - 16:56
    Bike
    TT500 F9 Kawasaki EFI
    Location
    Hamilton New Zealand
    Posts
    2,764
    it may not be readily apparent but the tooth belt drive has different numbers of teeth for each Gib. So opening gib moves less than the trailing gib.
    This linked belt is just to get the project up and running, ulitamtely both ( or at least one) Gib will be servo driven.
    Gib opening will be throttle, Gib positioning will be decided by ECU for best timing for given rpm and other inputs.

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