ESE's works engine tuner

[husaberg]

Looking forward to hear back from you when you've read it!
Wonder what the fluid dynamics and resonance advantages are with the shorter rod? Shorter transfer ducts?

Btw, I'm picking up an old Kiln this weekend, and a 3D printer should arrive monday. Plan is to cast cylinders with lost PLA. Won't be too long until I can start testing my more or less stupid ideas! Really fighting with fusion360 though, found a way to get the transfers right pretty effectively with a combination of revolve and extrude, but the exhaust port/duct is difficult. If only it was possible to loft from a curved plane/face.

I read it straight after I can't say that they have explained anything about the Whys?
AS Wob alluded rhe proof is in the pudding and their results suggest no ones getting drunk on champagne with the short rod.

[SwePatrick]

I´m struggeling with bad traction on dynoroller now, I will change the rear wheel tomorrow to the same I had 2017, that never slipped.

If you follow the blue line at top on dynochart.
It is calculated gearratio, it should be the same through the whole rpm range.
Where white arrow is, is where the new slipperclutch engages.
It doesn´t show, but when the bike should have ~170km/h on the roller, it only has 121km/h, that is a lot of power being spun away.
And today, the pic doesn´t show, the rear tire became flat after 4 pulls.
And already at third pull the bike were loose in the rear, it kind of 'drifted' like drifting on the roller.

Result is 49.95hp 11750rpm with a lot of tractionproblems.
The peakpower should be around 12600-13000rpm

[karter444]

You only have to look at the latest results in Europe to see what engines got the rod right.
TM ( still on top ) kept the 109.8 length ( a mistake made many years ago , it should have been 110 ), Vortex in the last few events have made a big comeback with the 115 rod.
Modena - nowhere.
But Vortex have already had their new homologation , the TM R1 new version wont be seen till next year.

I tried the rollers in the B, but due to the 20mm pin flex it shat the main bearings several times.
In the C the bigger pin causes less roller wear, but you MUST have a dead straight crank ( under 0.002mm both sides ) or the crank oscillates back and forth within the end play , then the bearing lock up.
Yes I prefer the Micro Blue ball , never had one die , and a tiny ( but repeatable )increase in measured power - all for way less cost.
The only technical upside to the rollers is they have double the theoretical dynamic load capability,but in practice the increase in rolling friction and the huge sensitivity to end loading just isnt worth it as they for
sure dont last twice as long.

thanks for the reply
cheers Richard

[Michael Moore]

found a way to get the transfers right pretty effectively with a combination of revolve and extrude, but the exhaust port/duct is difficult. If only it was possible to loft from a curved plane/face.

You might try doing your loft from points before to points after the duct, and then trim the excess off as needed.

cheers,
Michael

[wobbly]

What is the issue with getting the Ex port/duct modeled.
You have the Ex port shape you want ( a sketch on a plane across the bore offset from the mid line plane ), and you know the duct exit shape ( on an angled plane offset from the same mid line plane ).
Then all you need are multiple guide curves between the two to generate the duct shape along its length.
You can then also use the end point guides to make it any angle you want where the cut/loft enters the bore and then exits the casting.
The guide curve splines enable you to achieve the droop in the roof ( between the bore and the side Aux duct entry (, as well as the floor ski jump .Both of which reduce the duct volume in the right places.
Doing the duct as a surface extrude and then thickening it outward is one good way of generating a consistent water cooling jacket as well.
But many people do the reverse and generate a port core solid ( that can then also be used to manufacture the casting core easily ).

[wobbly]

Dutch , the homologation of the new engine still allows huge changes in the head and port/duct configurations.
I wont know till I talk to Franco at Vegas exactly how much of my input will be seen in the first customer R1 engines.
Its all very secret squirrel and hugely ego driven - but im not after any sort of recognition ,as I got paid anyway ,and can still implement the tested ( but maybe unused ) details in new engines I build.

[adegnes]

What is the issue with getting the Ex port/duct modeled.
You have the Ex port shape you want ( a sketch on a plane across the bore offset from the mid line plane ), and you know the duct exit shape ( on an angled plane offset from the same mid line plane ).
Then all you need are multiple guide curves between the two to generate the duct shape along its length.
You can then also use the end point guides to make it any angle you want where the cut/loft enters the bore and then exits the casting.
The guide curve splines enable you to achieve the droop in the roof ( between the bore and the side Aux duct entry (, as well as the floor ski jump .Both of which reduce the duct volume in the right places.
Doing the duct as a surface extrude and then thickening it outward is one good way of generating a consistent water cooling jacket as well.
But many people do the reverse and generate a port core solid ( that can then also be used to manufacture the casting core easily ).

Thanks for the tips!
The issue is that this is my first cad project ever, jumped in at the deep end...
I'll get there!

[Muhr]

Thanks for the tips!
The issue is that this is my first cad project ever, jumped in at the deep end...
I'll get there!

This is one way

[adegnes]

This is one way

Thanks! That's kinda how I try to do it though with multiple sketches, planes, and rails like wobbly describes.
Starting to get a hang of it, will keep on trucking tonight.

[Muhr]

Thanks! That's kinda how I try to do it though with multiple sketches, planes, and rails like wobbly describes.
Starting to get a hang of it, will keep on trucking tonight.

The more sketches you make the greater the tendency, it starts bugging if you want to make changes to your finished model. sometimes less is more.

Lucka till

[TZ350]

.
Edgecombe

Tim from Team ESE took out this seasons AMMC F5 Bucket Championship.

going down hill with the wind up its arse.

And Tim also gave the water cooled Suzuki NSR-GP 110 its maiden outing in A grade F4.

Easy to get the main jet right on the dyno but it took the best part of the day to get the needle, slide cutaway and pilot jet right. By the end of the day it was fair buzzing around the track.

This build was all about using basic parts without any tricky porting or pipe building. Stock cases, standard inlet and original GP carburetor, original NSR cylinder, re plated but no porting work at all and a discarded pipe from an old NF4 RS125. The only trick part is the de stroked crank. If you can get the crank done then the rest of it is basic engineering with no clever 2 stroke tuning knowledge required at all to have a competitive F4 bike.

Attachment 338617 Attachment 338618 Attachment 338619

Ok... now we know. The basic GP-NSR110 build is 25rwhp. Basic because we wanted to make something that you did not need to be a 2T tuning expert to re produce.

No porting, no trick parts, just a basic Suzuki GP100 bottom end with a de stroked crank, cut rotary valve 145/85 and fitted with a stock NSR250 cylinder and crappy NSR head and still running the stock Suzuki GP 24mm carburetor.

Follow the link to read the whole story about Team ESE's GP/NSR110cc engine build. You will have to follow the links to see the whole post, pictures and related links.

[jasonu]

.
Edgecombe

Tim from Team ESE took out this seasons AMMC F5 Bucket Championship.

going down hill with the wind up its arse.

And Tim also gave the water cooled Suzuki NSR-GP 110 its maiden outing in A grade F4.

Easy to get the main jet right on the dyno but it took the best part of the day to get the needle, slide cutaway and pilot jet right. By the end of the day it was fair buzzing around the track.

This build was all about using basic parts without any tricky porting or pipe building. Stock cases, standard inlet and original GP carburetor, original NSR cylinder, re plated but no porting work at all and a discarded pipe from an old NF4 RS125. The only trick part is the de stroked crank. If you can get the crank done then the rest of it is basic engineering with no clever 2 stroke tuning knowledge required at all to have a competitive F4 bike.

hey Rob where are you racing now Mt Welli is done? That must be a big hit to the program.

[TZ350]

.
Yep Mt Welly is gone. There are quite a few cart tracks around in other towns. I think the current plan is to do a two day camping on site away meeting maybe every two months.

[adegnes]

The more sketches you make the greater the tendency, it starts bugging if you want to make changes to your finished model. sometimes less is more.

Lucka till

Thanks!
Very true.
My first attempts were like in your videos, the problem is the first section with 0° exit angle. I'm trying to find the least complicated way to have a 20° exit angle from the bore wall while retaining the right port shape. Harder than I thought it would be.

[Muhr]

Thanks!
Very true.
My first attempts were like in your videos, the problem is the first section with 0° exit angle. I'm trying to find the least complicated way to have a 20° exit angle from the bore wall while retaining the right port shape. Harder than I thought it would be.

Then I would probably do as before but in sculpt environment and adjusting it whoever wishes