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Thread: ESE's works engine tuner

  1. #32476
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    7th October 2015 - 07:49
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    honda ns 400
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    Lithuania
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    Yes Chris, Cr 125 Denso stator outside dia is 60mm. 63mm is inside rotor dia.
    I am not sure, but looks like Kawasaki, on Kx 125 1998-2000, use low voltage, 75mm rotor alternator (with rectifier). like cr 125 2004.

    Husa, thanks for good info.


    Not in theme, but how nice, eye catching pipe on this record, Edvard Stelling Lithuanian legend, model. I cant believed, he made cylinders with Nikasil plating in 1979.
    https://www.youtube.com/watch?v=NBxFWEG0Fp0
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  2. #32477
    Join Date
    18th May 2007 - 20:23
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    RG50 and 76 Suzuki GP125 Buckets
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    Auckland
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    Jim and his daughter will be returning to the Aus salt next year and their bikes will be equipped with a couple of smart carbs.

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    I am looking forward to seeing how these little beauties go on the dyno.

    The hope is, that the carb as setup on the dyno holds its tune at the salt without having to make any altitude or RAD adjustments when they get there.


  3. #32478
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    25th March 2004 - 17:22
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    RZ496/Street Triple R/GasGas/ etc etc
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    Wellington. . ok the hutt
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    Hope they are lighter than the preproduction billet ones. They are like a block of stone.

    With speed attempts one would think a section of flat over rev would be a real advantage as you reach the point of power required to push top achievable speed. A fixed gear and a power curve that drops off could be a serious limitation we dont typically see on racetracks.

    I made a solenoid PJ conversion for a carb (RGV) that could fit where the KX125 one couldn't. Never ironed it out but given time and less issues elsewhere that's what I'd try again.

    So far smartcarbs haven't offered up the elixir promised on dirtbike forums I've seen. Big improvement seems to come on bikes that have dreadful needles stock.
    I've been told. Dreaming`s free.
    Think I'll go, back to sleep.
    Everybody listen, voices in my head
    Everybody listen, do yours say, what mine says?

  4. #32479
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    18th May 2007 - 20:23
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    Quote Originally Posted by katinas View Post
    .... eye catching pipe on this record, Edvard Stelling Lithuanian legend, model. I cant believed, he made cylinders with Nikasil plating in 1979. https://www.youtube.com/watch?v=NBxFWEG0Fp0
    Incredible work, very impressive.


  5. #32480
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    21st March 2014 - 22:00
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    Quote Originally Posted by _____ View Post
    Thank you so much! This is all very helpful!
    One question left: are you certain about the outer diameter of 63mm on the '04 CR125 stator? Because I know that a lot of kokusan rotors (also the Magneto LFS from Ignitech) have 59-60mm stator diameter?!


    I agree with Frits, i would also add a polishing finish to the transition of plating to alloy. On that cylinder my #1 priority would be to fill the sharp lathing edge with 2k epoxy, starting from the red mark.
    @Frits: Thank's a lot, of course will follow the advise of the wise man!

    @_____ Thank's for you comment, you mean like this? BTW: what's your name, may be you want to fill out your profile at bit more?

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  6. #32481
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    7th October 2015 - 07:49
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    Quote Originally Posted by TZ350 View Post
    Incredible work, very impressive.
    Rob, I am too amazed and really enjoy when see someone working all they life with the strokers. As I hear they designed all engine parts, then manufactured them in Saint Petersburg ( Russia), and then do all final “secret” job at home. Nowadays Estonians are fastest almost in all five classes. Add some drawings from very old, 1980 speed car model book.

    I didn’t know is it true, but hear the story that long time ago in soviet union road racing championship, someone used piston without ring together with bronze liner, and if they succeeded to fired up the engine from pushing start, they always won.

    Rob are you tried on your rotary valve 110 cc engine, piston with side cuts, as low as they masked A and B transfer windows, when piston is at TDC?
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  7. #32482
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    18th May 2007 - 20:23
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    .
    Very interesting pictures. One with a "Turbo" impeller and the other Rotary valve. Beautiful workmanship.


  8. #32483
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    Quote Originally Posted by katinas View Post
    Rob are you tried on your rotary valve 110 cc engine, piston with side cuts, as low as they masked A and B transfer windows, when piston is at TDC?
    This is a view of the piston at TDC. It exposes the top of the "A" and "C" ports and partially exposes the "B" port. Is that what you mean.


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  9. #32484
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    12th March 2010 - 16:56
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    TT500 F9 Kawasaki EFI
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    Hamilton New Zealand
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    this piston could be well suited to the side port concept.
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  10. #32485
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    20th April 2011 - 08:45
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    Quote Originally Posted by katinas View Post
    Add some drawings from very old, 1980 speed car model book.
    Very interesting pictures Katinas. Especially the compressor engine made me wonder. Some coarse reverse-engineering of your drawings yielded very oversquare engine dimensions of 29 mm bore and 15 mm stroke (the second engine, with the bigendpin-driven rotary disk, yielded a more conventional 24,5 mm bore and 21 mm stroke). The compressor impeller has a 46 mm diameter.
    Assuming a piston speed of 22 m/s, the compressor engine would rev to 44000 rpm. The various angle.areas would not allow decent breathing at those revs, but let's ignore this for now. But a 46 mm compressor impeller would need to spin at least five times as fast to do any good....
    Now this old Gilera-sketch comes to mind:
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  11. #32486
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    13th December 2018 - 18:06
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    1983 yamaha rd 250
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    sweden
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    Talking

    Why the fascination over long rods (not the brand)? Far as I know a short rod has a slightly cleverer trigonometral order, and crank case volume can be increased in other ways?

  12. #32487
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    18th May 2007 - 20:23
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    Quote Originally Posted by andreas View Post
    Why the fascination over long rods (not the brand)? Far as I know a short rod has a slightly cleverer trigonometral order, and crank case volume can be increased in other ways?
    My fascination is practicality.

    I use a long rod, actually the longest I can find because it is practical and suits my purpose.

    I needed a long rod so I could fit the cylinder hold down adapter plate. As well as the extra long rod the crankcase volume was also increased by slimming down the flywheels as much as I dared and spacing the crankcase halves 12mm further apart. So all in all there was a huge increase in crankcase volume. It is hard to see how I can increase the case volume anymore but I am open to suggestions. Also the long rod reduces side thrust friction, which appeals to me, although I am not sure how much that matters in practical terms.

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ID:	342890 Possibly the Worlds most modified Suzuki GP100. https://www.kiwibiker.co.nz/forums/s...post1131032879


  13. #32488
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    20th January 2010 - 14:41
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    husaberg
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    its not a fascination or a fashion it has practical benefits, aside form the lessening of thrust on the piston It also increases the piston dwell both near Top Dead Center, Which can improve combustion efficiency.

  14. #32489
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    13th December 2018 - 18:06
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    Quote Originally Posted by TZ350 View Post
    Practicality, is my fascination.

    I use a long rod, actually the longest I can find because it is practical and suits my purpose. I needed a long rod so I could fit the cylinder hold down adapter plate. As well as the extra long rod the crankcase volume was also increased by slimming down the flywheels as much as I dared and spacing the crankcase halve further apart by 12mm so all in all there was a huge increase in crankcase volume. Also the long rod reduces side thrust friction although I am not sure how much that matters in practical terms.

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    Aha yes, to suite a bastard build everything is permitted and endorsed. I'm talking about the young knights who "long rod" their perfectly good engines. I mean short rod would allow for, not so much in the end but still, better gas exchange.

  15. #32490
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    7th October 2015 - 07:49
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    Quote Originally Posted by TZ350 View Post
    This is a view of the piston at TDC. It exposes the top of the "A" and "C" ports and partially exposes the "B" port. Is that what you mean.


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    Yes Rob , this photo. It would be very interesting to try piston that fully masked trans windows at TDC. Then transfers ports, some time, start work like tube with closed one side, as increase fluctuation (separately from moving down piston) between under piston space and transfers ports ends, from the moment when rotary disk close intake to the point when trans windows start open.

    Testing with reed valve engines, shows power increase and over rev, when piston side cuts was raised as much as possible ( not to weaken std pistons) This help increase flow to transfers ports directly from reed valve. Add photo with three different Honda RS pistons side cuts (latest model on left side) and similar on NSR500V two cylinder pistons. But the rotary disk and piston ported engines maybe wants opposite.
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