ESE's works engine tuner

[lodgernz]

I only needed the relation between those circumferential velocities, so there was no need to calculate each of them in meters per second.

The diameter AB of the ball is the radius with which point A circles around point B in the left picture and with which point B circles around point A in the right picture.

Ah. Think I've got it now. Gnarly.

[RZ350]

Greetings people,

I am looking for pointers to get more hp from RZ350. First item to change is the ignition system with a goal of reducing the mass on the l/h crank which i assume means swapping to total loss?????

my ears are open...

Cheers

[Haufen]

What would that have told you Haufen? The friction of the disc mainly depends on the pressures working on its surfaces, and those are mainly influenced by gasdynamics. No firing engine = no gasdynamics. And the same goes for the friction losses in the bevel gears that are mainly dependent on the power being transmittted through them.

More than enough to get an idea about the friction penalty of the rear disc of the RSA vs the side disc of the RSW. The gasdynamics should be quite comparable between those two engines, and as long as the disc is driven by the shaft and the throttle open (assuming a warm engine run down with cut ignition), the load on the bevel gears should be quite realistic, too.

Of course there are better and more precise ways to find out about the friction penalty, but Jan already said that he did not have the tools / test equipment available to calculate e.g. FMEP.

[andreas]

Greetings people,

I am looking for pointers to get more hp from RZ350. First item to change is the ignition system with a goal of reducing the mass on the l/h crank which i assume means swapping to total loss?????

my ears are open...

Cheers

A tz 350 portmap might help. Also, rd lc 125 reeds fit with a minimum of grinding and are much bigger than the yz 85's that ppl like to use.

[Muhr]

ball_rpm = engine_rpm x (CA + CB) / AB

ball_rpm = engine_rpm x 2 x (CA + CB) / AB

Or maybe not...

you both mean maybe?
Ball RPM = Engine RPM * ((CA + CB * 2) / AB)

[TZ350]

First item to change is the ignition system with a goal of reducing the mass on the l/h crank which i assume means swapping to total loss?????

my ears are open...

Cheers

Follow this link, a lot of info on how to make a light weight battery less ignition. 12V Generator plus Digital Ignition.

Attachment 329021

How to make a decent light weight racing 12 Volt generator stater for the Suzuki GP/TF/TS RG50 from a Lifan after market magneto kit. We have spun these to 14,000 rpm plus on the dyno and they have proved reliable on the track.

[F5 Dave]

Greetings people,

I am looking for pointers to get more hp from RZ350. First item to change is the ignition system with a goal of reducing the mass on the l/h crank which i assume means swapping to total loss?????

my ears are open...

Cheers

Decent pipes, PWK28mm carbs, bit of port work, job done. Ignition will be fine to that point.

[RZ350]

Thanks F5 Dave

"Decent pipes, PWK28mm carbs, bit of port work, job done. Ignition will be fine to that point."

JL pipes, Vforce4 reeds, zeeltronic mapping ignition/pv controller. Standard 26mm carbs 320main. I am at "that point" so i want to drop the rotor weight to protect the crank before i push for HP.......

I have the standard RZ rotor approx 410g and 125mm dia and would like to reduce that to something smaller and lighter.

QUESTION??

If i swap a 410g 125mm rotor for a 410g 95mm rotor, the weight is the same but what would be the effect of the smaller diameter?

Cheers

M

[Frits Overmars]

ball_rpm = engine_rpm x (CA + CB) / AB

ball_rpm = engine_rpm x 2 x (CA + CB) / AB
Or maybe not...

you both mean maybe?
Ball RPM = Engine RPM * ((CA + CB * 2) / AB)

No........

[F5 Dave]

I still have std rotor on my 100hp,350 (500cc) it's fine and makes for nice road manners. But yes reducing the diameter will achieve the effect of increasing acceleration of flywheel, at least while unloaded. Increasing the acceleration of a vehicle has other inconvenient forces to overcome which horsepower will be required.

[Grumph]

I still have std rotor on my 100hp,350 (500cc) it's fine and makes for nice road manners. But yes reducing the diameter will achieve the effect of increasing acceleration of flywheel, at least while unloaded. Increasing the acceleration of a vehicle has other inconvenient forces to overcome which horsepower will be required.

I actually have an aircooled RD350 racebike here at present - to which someone has adapted an RD400 rotor and ignition.
It wouldn't have been my preference. Very heavy. I'm sympathetic to RZ350's desire to lighten the mass on the crank end.
The owner of this one has no budget to progress it so it's likely to be for sale.

[Muciek]

For older aircooled ones I have made replacement from GY6 150W one (weights around 800g if I remember correctly). Need to fab the backing plate and taper reduction and since there is no place for 2nd sensor (street setup with cover ect ect , maybe for racing and custom cover You could fit 2 ) I have tig welded a strip of steel for 2nd cylinder on the rotor. If someones need a 60W (a lot lighter) they can go for the ones from scooters without sensors, they give 2 sparks per rev.

[Pursang]

Thanks F5 Dave
"Decent pipes, PWK28mm carbs, bit of port work, job done. Ignition will be fine to that point."

JL pipes, Vforce4 reeds, zeeltronic mapping ignition/pv controller. Standard 26mm carbs 320main.

I am at "that point" so i want to drop the rotor weight to protect the crank before i push for HP.......
I have the standard RZ rotor approx 410g and 125mm dia and would like to reduce that to something smaller and lighter.

QUESTION?? If i swap a 410g 125mm rotor for a 410g 95mm rotor, the weight is the same but what would be the effect of the smaller diameter?

Based on some very brave assumptions a 0.41kg x 95mm (external) rotor will have about half the Moment of Inertia of a 0.41kg x 125mm one.

Is this a Good Thing? You will need to test it in your particular application!

What F5 Dave said re: acceleration, and also the recent discussion here, about lack of inertia in an engine restricting top end and over-run.
As far as protecting the crank.... Imagine the loads on the crank and bearings with No flywheel effect present, how low do you want to go?

Mountains of info online re: tuning RZ350's (and the whole family). Everything has been done and tested, 1000 times before.
Be wary of some the Banshee info, Lots of those people just like spending heaps and heaps of money!!

Changing ignition doesn't seem to be a priority. Some recommend welding the crank for road racing.

When you say "push for HP" do you mean more revs or more torque in the standard rev range?

Here is a nice list of progressive performance options .https://wilsonperformance.net/services/rz350-ypvs/

cheers, Daryl.

[41juergen]

That's how I did it to my RZ, I made another plate, changed the taper on the crank, mounted the whole generator setup of a TZ250 3TC to it and use a Zeel incl. a TPS. The generator was rewinded as I run the ignition energy out of the battery, no seperate coil needed.

,

[Muhr]

No........

Ok you don't refer to how fast it rotates around its axis but how fast it travels around the bearing clockwise.

Edit: well that's not the case, sorry
I'm lost!