ESE's works engine tuner

[F5 Dave]

Just swapped my older zeelltronic for an Ignitech on my RZ/CPI 496. Man what a difference. Mainly for servo operation but ease of use immensely.

[flyonly]

The Kawasaki tandems that ran at Daytona one year had the oil levels lowered to prevent the oil splashing against the inner crankcase. with this mod they held their power longer.
i wonder if a plate kind of like a windage tray that stops the hot oil hitting the inner crank side would help. On bike where you cant water cool the cases.
Along with that Russian ceramic paint emot has on both inner surfaces.
Attachment 340083
Another GP trick is to run separate oil for the clutch and gearbox just block up the holes between both that is where most of the heat actually comes from or better still make a dry clutch. this way you can run different levels
You have already stopped the friction from running the gears through a trough of oil with your gearbox oil pump set up so only need the oil to touch the bottom of the primary gears
the Kawa tandems They also ran 7 speed gearboxs at Daytona as the rules never said you couldn't that way if the wind changed on the bowl they would still be gear correct.

ps Remember how finned the air cooled Suzuki twins and triples crankcases were. bloody heavy and hard to cast but they did it. i dont think it was just fashion

Greeves t i think used to run a ducted cavity between the bolt up gearbox
Frits posted a pic with the big Germans 50 with the massive weld on fins on the crankcase for some simpson? air cooled class
Attachment 340080Attachment 340081Attachment 340082

a lot of Little tings add up.

You have sparked my interest about a dry clutch. How possible is it to convert a normal clutch to dry if there is not a bolt on kit. I assume you need different clutch plates and they won’t last as long (but that’s ok). What else do you need to think about?


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[husaberg]

You have sparked my interest about a dry clutch. How possible is it to convert a normal clutch to dry if there is not a bolt on kit. I assume you need different clutch plates and they won’t last as long (but that’s ok). What else do you need to think about?


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Generally you need a longer mainshaft for room to make and fit seal behind the clutch to seal off the primary gears it also needs a two piece clutch hub.
TZ detailed how to do the longer mainshaft about 3 months ago.
You will need to make a cover to accommodate the seal and depending on if the clutch is pull or pusgh the actuating mechanism the release bearing needs to be sealed as well

So unless you already have a already fully developed race bike not worth the expense or effort, its the icing on the cake racer than the basic recipe boiled potatoes
Old pommy shit boxs are easy its harder to keep the oil in than out they slso have a Chain primary that you convert to belt drive.
pulp based plates seem to be fine wet or dry. Cork burns Aermacchi used to use bronze. late GP bikes Carbon fibre
They just need airflow to cool them and they make a hell of a racket when the clutch is engaged

[TZ350]

Air cooled DKW engine with an isolating air gap around the crankcase.

[husaberg]

Greeves not as cool as the Deek though

[katinas]

As it turns out. . .

https://www.kiwibiker.co.nz/forums/s...rand-new-bike!


See what I mean about the old tyres

But there's been, reasons. Time to get it going again for summer.

Dave, maybe you have some pistons photo from this nice project.

[Peter1962]

Air cooled DKW engine with an isolating air gap around the crankcase.

Verry smart design ! The DKW engineers who designed this were way ahead on the competion of that period in time. Just like the MZ engineers.

[yatasaki]

You also have a vortex solution on air-cooled crankcase

https://www.tkart.it/en/magazine/und...16-revolution/

I did drill that double wall empty space

[paul gane]

Happy New Year to all

RE, crankcase volume, has anyone here ever measured the crankcase volume and crankcase compression ratio on 1980's TZ250G and a TZ350G.
They share the same cases and crank, just a different top end. The crankcase compression ratio can't be right for both. Has anyone used RD400
cases to improve the volume of a TZ350G. I have 400 cases here just waiting for TZ parts to go in.

[F5 Dave]

Dave, maybe you have some pistons photo from this nice project.

They are just typical Wiseco made for this kit.

[husaberg]

Happy New Year to all

RE, crankcase volume, has anyone here ever measured the crankcase volume and crankcase compression ratio on 1980's TZ250G and a TZ350G.
They share the same cases and crank, just a different top end. The crankcase compression ratio can't be right for both. Has anyone used RD400
cases to improve the volume of a TZ350G. I have 400 cases here just waiting for TZ parts to go in.

Frits mentioned it was a common mod for more power

With the bigger case volume, your porting layout and the really fat pipes on the LSR bike, it should fly, Wob!

Boundary drag between crank wheels and cases rises steeply when you go under 1 mm clearance, Husa. But that's not the case here; the crankwheel diameter of the RD400 may be quite a lot bigger, but when you put a TZ350 crank in the RD400-cases, everything is fine.

Welding a bridge in the G's inlet port will certainly improve piston life, but it will also cause extra turbulence, reducing the effective flow area. The con rod is directly behind that bridge alright, but the inlet flow has already expanded by the time it encounters the rod, so the rod is less of an obstacle.

We wanted to avoid welding and the according cylinder distortion, and we wanted to make our own pipes, which became a lot simpler with the reversed cylinder block.
We had to make an airbox for the carbs sitting directly behind the front wheel, but that was no extra work because even if we hadn't reversed the cylinder we would have made an airbox in order to keep the engine from inhaling hot air from the radiator.
And we didn't care about the bike looking original because it wasn't a classic back then. It should win races, never mind the looks. And the best combination proved to be a reversed G cylinder block with 38 mm carbs on RD400 crankcases with their extra case volume. That bike really flew.

Pretty Sure one if not two of The Wobbly TZ400 engines use them as well.

[wobbly]

The Frepin TZ400 that Charlett has the Post Classic lap record at Hampton is a 350G cylinder sitting on a 400 case with a stroked stock size crank.
This pulls the com down to close to 1.3 - ideal.
Frits has done the 400 case conversion on a 350 piston port as well , he will have some insights im sure.

[peewee]

can probly fit the 118 ktm rod with spacer plate which brings case ratio down a bit also

[ken seeber]

I just wasted a couple of hours trying to keep up with all the rubbish that is written in a Facebook group called "2 Stroke research & development".
After that, it's a delight turning to Kiwibiker and meeting with some sense.
]

Sort of agree Frits, but beyond the dribble, there are some good postings by the serious tinkerers. But, yep, KB is outstanding.

[jamathi]

The Frepin TZ400 that Charlett has the Post Classic lap record at Hampton is a 350G cylinder sitting on a 400 case with a stroked stock size crank.
This pulls the com down to close to 1.3 - ideal.
Frits has done the 400 case conversion on a 350 piston port as well , he will have some insights im sure.

My best wishes for 2019 Wayne!