ESE's works engine tuner

[wobbly]

So what did you do with the manifold after the reduced size duct ?

[tdc211]

So what did you do with the manifold after the reduced size duct ?

I duct was still short. I did not lengthen it.
Didn't want to reinvent a pipe. Sim showed a solid 1.5 or 2hp gain (cant remember) the outlet matched my header opening.tapered up to 32mm . Engine did change tone. Sounded a little better. Probably from less burnt gases I am guessing. But it didn't help or hurt it .
Was a pretty big gain in cfm

[dutchpower]

Can you explain this more tdc211

I was already at 29ish hp. Up from 23. So I flowed the cylinder on my flowbench and redid the exhaust tunnel with clay to find the optimum shape.then welded it and it is pretty much right on size to eng mods rules in sim and I found the cfm as well on the bench. But yet no more power

[wobbly]

I would only guess that if you were at 29 Hp then added the 75% duct exit geometry with an oval to round transition into the header ( that always works in a sim ) but did not gain
any power from this - then it would have to be that another element of the system has become the limiting factor.
Blowdown capability is usually the first mismatch to look at - if that or another STA number isnt capable of going over 29 , then no matter what efficiencies you can generate in other areas, the bottleneck still exists.

[tdc211]

I would only guess that if you were at 29 Hp then added the 75% duct exit geometry with an oval to round transition into the header ( that always works in a sim ) but did not gain
any power from this - then it would have to be that another element of the system has become the limiting factor.
Blowdown capability is usually the first mismatch to look at - if that or another STA number isnt capable of going over 29 , then no matter what efficiencies you can generate in other areas, the bottleneck still exists.

I agree. I think I know where it is.

[tdc211]

[QUOTE=dutchpower;1131161343]Can you explain this more tdc211

Not sure what you want me to explain. Think I gained 4 or 5 cfm . Would have to look at my excel sheet for exact #. But that is a decent gain. I been playing with car heads for the last few years and have a nice flowbench. So I used it on this.

[tdc211]

Stock chart has a 142 main 100% stock . Pump gas.
Jet it how you want. It wont go over 23 from ktm . I have a eng dyno. But its turned down to whp. Less mass in software.
My chart still on pump gas as well.

[dutchpower]

Exhaust duration around 195 deg.

[tdc211]

Exhaust duration around 195 deg.

close, but transfer stagger and there timings/area, are probably more important

[dutchpower]

Do you have the stock CDI grafiek tdc 211

[tdc211]

Do you have the stock CDI grafiek tdc 211

The stock curve is with a oem cdi 2018.
When I say it would hardley hit 23. I mean 23.0
Usually was in the high 22s. Corse change the pipe and
Ign. gets you in the 24s. Pipe in 29hp chart is 800mm long.

[dutchpower]

I meant from the CDI

[tdc211]

I meant from the CDI

i know what you meant and if i remember right the oem 19 box is different.
i had a hpi programable,so wasnt a issue

[tdc211]

i will add, if your wondering if my timing curve curve started out and ended correclty, yes it did. i tried changing the heat with ign.
i tried it all over the place. no free lunch, it just didnt care.

[wobbly]

Seen that before many times. If an engine is insensitive to ignition changes then there is some element that is overpowering EVERY attempt to make more.
When you find the issue , then even changing static advance by only 0.2mm will have an instant effect , usually pumping up the mid , and killing overev.