ESE's works engine tuner

[Carel H]

Yes, please do, we love to see pictures of other peoples projects.......

This is about finished projects of the past. But Ok. A recent fun photo of a magnesium casting I still have.
Sort of horizontally split single cilinder with a cassette gearbox.

The idea was to make an engine that would not explode before the finishline, in order to get normal race to race development.
The not exploding in any form target was reached, the management thing underestimated.

Thou shall be rich enough to maintain control of what's happening. I was not, I was just the designer. Racing is complex.

[Frits Overmars]

what if the opening gib was controlled by the rider, and the shut side gib was controlled by the ECU. I can do that with the LINK now, A question or a statement. I'm guessing someone will have some thoughts. I'll leave it set up as it is for the moment but want some ECU throttle input eventually. Too hard to do both at the moment for LINK.

The opening gib should open as soon as the crankcase pressure has dropped below the ambient pressure, preventing the crankcase pressure from dropping too far, which would slow down or even reverse the transfer flow. So the opening gib timing mainly depends on engine rpm: the lower the revs, the earlier the opening gib should open. But I don't think controlling the engine power via the opening gib would be a good idea; the feeling would be far from linear.

The inlet flow has a natural Helmholtz frequency and the higher the revs, the more crank degrees should pass during one Helmholtz cycle. But the ECU must know the position of the opening gib in order to be able to calculate the optimum closing gib position. Only then can it take orders from the rider and close even earlier when less power is ordered.
If it is too hard to do both at the moment for LINK, I'd rather choose a fixed late-opening position for the opening gib and let the closing gib do all the work.

[Flettner]

The opening gib should open as soon as the crankcase pressure has dropped below the ambient pressure, preventing the crankcase pressure from dropping too far, which would slow down or even reverse the transfer flow. So the opening gib timing mainly depends on engine rpm: the lower the revs, the earlier the opening gib should open. But I don't think controlling the engine power via the opening gib would be a good idea; the feeling would be far from linear.

The inlet flow has a natural Helmholtz frequency and the higher the revs, the more crank degrees should pass during one Helmholtz cycle. But the ECU must know the position of the opening gib in order to be able to calculate the optimum closing gib position. Only then can it take orders from the rider and close even earlier when less power is ordered.
If it is too hard to do both at the moment for LINK, I'd rather choose a fixed late-opening position for the opening gib and let the closing gib do all the work.

Yes Frits, with the above scenario both gibs need a TPS, the ECU must know this information but will only be able to drive one of the gibs. An RPM delay mechanism on the opening gib might be necessary, although with 360cc Rotary Valve HP that just might come naturally. Self preservation.

Perhaps below a certain RPM I just don't close the gibs off, use injection frequencies only to control power. Hit and miss engine comes to mind. That might make for an interesting ride picking through fallen logs and slippery sticks. Perhaps a large flywheel would be in order.
Never the less it might make for an interesting experiment but I will get someone else to ride it for this test.

[Flettner]

This is about finished projects of the past. But Ok. A recent fun photo of a magnesium casting I still have.
Sort of horizontally split single cilinder with a cassette gearbox.

The idea was to make an engine that would not explode before the finishline, in order to get normal race to race development.
The not exploding in any form target was reached, the management thing underestimated.

Thou shall be rich enough to maintain control of what's happening. I was not, I was just the designer. Racing is complex.

Cat will sort it for you, I use mine to bounce ideas off. She is always right, bugger it. Alien data loggers.

[Pursang]

The opening gib should open as soon as the crankcase pressure has dropped below the ambient pressure, preventing the crankcase pressure from dropping too far, which would slow down or even reverse the transfer flow. So the opening gib timing mainly depends on engine rpm: the lower the revs, the earlier the opening gib should open. But I don't think controlling the engine power via the opening gib would be a good idea; the feeling would be far from linear.

The inlet flow has a natural Helmholtz frequency and the higher the revs, the more crank degrees should pass during one Helmholtz cycle. But the ECU must know the position of the opening gib in order to be able to calculate the optimum closing gib position. Only then can it take orders from the rider and close even earlier when less power is ordered.
If it is too hard to do both at the moment for LINK, I'd rather choose a fixed late-opening position for the opening gib and let the closing gib do all the work.

TZ350 is measuring crankcase high and low pressures.
Perhaps the opening gib can reference these and be independently controlled to maintain optimum case pressure.

Cheers, Daryl.

[Pursang]

Yes Frits, with the above scenario both gibs need a TPS, the ECU must know this information but will only be able to drive one of the gibs. An RPM delay mechanism on the opening gib might be necessary, although with 360cc Rotary Valve HP that just might come naturally. Self preservation.

Perhaps below a certain RPM I just don't close the gibs off, use injection frequencies only to control power. Hit and miss engine comes to mind. That might make for an interesting ride picking through fallen logs and slippery sticks. Perhaps a large flywheel would be in order.
Never the less it might make for an interesting experiment but I will get someone else to ride it for this test.

Power (and airflow) follows fuel Works for Diesels. Many 4WDrivers would rather pick through (and over) rocks and logs using diesel power instead of petrol.
Don't forget to Video the Test..

Cheers, Daryl.

[husaberg]

Cat will sort it for you, I use mine to bounce ideas off. She is always right, bugger it. Alien data loggers.

The cat might be a KTM spy.......

[Flettner]

The cat might be a KTM spy.......

Opps, found the mole, the cat must die. Come to think of it, she does have an Austrian accent😆.

[F5 Dave]

Ahh, cute cat photos . This is the internet after all.

Kaaden sez Meow.


. . . and don't get greedy with exhaust port timing.

[Peter1962]

Opps, found the mole, the cat must die. Come to think of it, she does have an Austrian accent😆.

Does she wear Lederhosen ?

[Carel H]

This started with twin spar frames.

Had a good photo of the bare thing on wheels, but this gives a better structural overview.
1984, This is archeological. Found a magazine with a GP preview of the machines, not a twin spar to be found, only complex gates, as I called them. In 2-3 years twin spar was universal.

[Carel H]

Primary gears and clutch.

As the engine was a combination of a Kawasaki crankshaft (chosen for excellent results in motocross and the only 80cc then with a reasonable bore/stroke ratio) and a Suzuki gearbox (nice spaced race ratios) the primary transmission was not off the shelf.

Also considering the wall between gearbox and crankcase was thicker because of waterchannels for cooling purposes, increasing the distance between gearbox and crankcase. Side advantage is that the rotary disc diameter is less limited by the gearbox bearing or gears.

The gears were made by Dick de Jager, Holland. A master in this field.

He made them with heightened pitchcircle, giving a stronger toothbase. And he honed the bore of the clutch gear to near zero clearance, which given the fact that this a single needle bearing, took away that "loose" feeling that other clutches have.

As this was to be a dry clutch, instead of the original, I made bronze frictionplates.

But to our astonishment, the whole Suzuki set, plain aluminium and aluminium frictionplates were just as happy outside.

As this is the internet, I'll keep the chief engineers around for a while.

[Frits Overmars]

Meet the team:

[philou]

Just finish checking port chamfers

[Flettner]

Meet the team:

expensive cat feeder.