ESE's works engine tuner

[TZ350]

May be a bit off topic. I saw fuel pump 3bar 35lph.

They consume ~36 watt what could be a lot.
It is possible to make PWM regulation, exist expensive military micropumps...
but may be somethere exist affordable small fuel pumps? Says 8...12 liters per hour?

These are the sort of pump I have been using. They work great.

[katinas]

katinas
Interesting picture! Could you put up more pics of this port?

Tried this today on the road and this was the best that get from this modified Honda NS 400 cylinder after five years. Still smoke of 747 in the head so cant say too much, but it works.

[Flettner]

arr, Haha, those cute reeds, but real induction.
But all joking aside, Katinas, you do some nice and intetesting work.

[husaberg]

arr, Haha, those cute reeds, but real induction.
But all joking aside, Katinas, you do some nice and intetesting work.

With an offset disc driven off that second gear you could run a very large disc valve with the disc being open over a larger area for a longer time without changing the timing or duration

[jbiplane]

These are the sort of pump I have been using. They work great.

Yes, but 35 watt consumption is too much.
Exist solutions like https://www.madhu.com/content/Main/FuelPumpController
but I dont find proven schematics. Pump consumption can be reduced up to 10 times. Returnless systems more and more used on modern cars. I believe it is even more advantageous for old carbed 2 wheelers...

[TZ350]

Yes, but 35 watt consumption is too much. Exist solutions like https://www.madhu.com/content/Main/FuelPumpController Pump consumption can be reduced up to 10 times. Returnless systems more and more used on modern cars. I believe it is even more advantageous for old carbed 2 wheelers...

Hi jbiplane. https://www.madhu.com/content/Main/FuelPumpController your link looks like a great idea, thanks.

[katinas]

arr, Haha, those cute reeds, but real induction.
But all joking aside, Katinas, you do some nice and intetesting work.

And main reed cage dimension is like mx 80cc just 45mm wide with four petals. Timing duration one Ex window 198 , A 142 , B 131, C 129.

Add video and cylinder photo from first test without C

https://www.youtube.com/watch?v=7NECfG27-sI

[wobbly]

Surely A port isnt 142*.
I see you are running a piston with angled squish, and flat top.
This I tested a while ago and it is now the new setup for the TM KZ R1 engines.
What angle are you running , I tried 4 ,7 ,10 with 38 dia flat on a 54 piston.

[Norman]

And main reed cage dimension is like mx 80cc just 45mm wide with four petals. Timing duration one Ex window 198 , A 142 , B 131, C 129.

Add video and cylinder photo from first test without C

https://www.youtube.com/watch?v=7NECfG27-sI

Katinas, this will be really interesting to follow..very creative.

[Pursang]

Hi jbiplane. https://www.madhu.com/content/Main/FuelPumpController your link looks like a great idea, thanks.

His description of the conversion of the DR350 to FI is clear and simple too!

Cheers, Daryl

[jfn2]

katinas
I understand what your doing with the extra cutouts into the transfer tunnels, but why the extra reeds? I was doing this back in the 70's with piston port engines with no reeds and if I realised any difference it was in low/mid range. I did not have a dyno then so I really could not tell. I know that if you provide a more direct route to the transfer windows it helps mid range but I added a tunnel
directly from the intake area to the transfer window on reed engines. This bypassed the transfer tunnel and seemed to work for mid range. But again, no hard facts.
Also, wobbly, check out sae paper # 931510 about piston dome shapes.

[katinas]

Surely A port isnt 142*.
I see you are running a piston with angled squish, and flat top.
This I tested a while ago and it is now the new setup for the TM KZ R1 engines.
What angle are you running , I tried 4 ,7 ,10 with 38 dia flat on a 54 piston.

Wob, A port timing is indeed 142, because I cut them with more axial angle than on std Honda NS 400 cylinder with A, B, C 130 and Ex 195. On this old fashion cylinder core there is no too much space for playing, so I do this not because I want this long timing, but because want more area for stronger suction pulse to A , when piston moves up and A, B windows works like only ones intake windows for mass flow in this concept. Maybe this is blind, but I started from this in mind.

This piston is flat top from RGV closed crankcase experiments, but before that I was tried angled squish/flat top piston dome shape about 1999 on NS 250 custom made pistons 56mm with 10 degree angle 36mm dia flat and later for NS experiments with 57mm piston 8.5 angle, 38mm dia flat.

[katinas]

katinas
I understand what your doing with the extra cutouts into the transfer tunnels, but why the extra reeds? I was doing this back in the 70's with piston port engines with no reeds and if I realised any difference it was in low/mid range. I did not have a dyno then so I really could not tell. I know that if you provide a more direct route to the transfer windows it helps mid range but I added a tunnel
directly from the intake area to the transfer window on reed engines. This bypassed the transfer tunnel and seemed to work for mid range. But again, no hard facts.
Also, wobbly, check out sae paper # 931510 about piston dome shapes.

This is not extra cutouts, its only ones cutouts. The main difference from normal scavenging engine is that crankcase space udder the piston is blocked (no usual cylinder side cutouts from crankcase to transfers. In previous cylinder photo cuts on cylinder liner lower edge is just to matches crankcase shape for isolation.) and only communicate with trans ports through this extra reeds, when piston moves down and timing edge of piston side closes all A, B, transfer windows. When piston moves up, side reed closes and all intake mass goes directly to transfers ports, because there is no other way, only through A and B to pass the moving piston. So side reeds release pressure under piston at BDC and help crate stronger puls to A and B when piston moves up.

Add simplified, more clear pic what was tested previously, without additional cutouts with reed from crank space last year.

[katinas]

Maybe too much words, but just want to say about engine reaction.

All previous tests, first with NS and second with RGV, was without cylinder side reeded cutout. But engine character with this schematic is very similar, just now with side reeds, engine goes more strongly.
If compare with std, some interesting things you can feel very clear.
Engine started more easily, from few kicks, but with std cold engine choke flooded immediately.
Works very stable at lower revs, more like four stroke.
Engine goes richer every time with this configuration, so main jet must be smaller than on std.
No usual cold engine first second gear bubbling, again like four stroke, feels like mix burned more completely. Its guessing, but maybe when the piston moves down some mix return through A,B, collided with flow from intake and build up pressure in transfer ports before they open.
Power rises in very linear way, again more like, sorry, four stroke.
Max revs higher and does not match, relatively small, one exhaust port area.

This is just feelings, but the first time finally came willingness to try all three cylinders in this way, on NS 400 engine.

[katinas]

Some photos of experiments with Wankel type engines in Russia long time ago