Page 2296 of 2625 FirstFirst ... 1296179621962246228622942295229622972298230623462396 ... LastLast
Results 34,426 to 34,440 of 39365

Thread: ESE's works engine tuner

  1. #34426
    Join Date
    8th February 2007 - 20:42
    Bike
    TZ400
    Location
    tAURANGA
    Posts
    3,885
    Well I would not have believed many people regarding the effect of a balance shaft being that great, but Mr Thiel I bow to any day of the week.
    My comments were based around " needing " a balance shaft , and yes it is a fact that a well balanced 125 , up to 14500 rpm , you cant tell ( feel ) the difference.
    But I think I have mentioned before - Dr Fleck at QUB discovered very early in his distinguished time there that the same engine made more power on a dyno with more inertia.
    He instrumented the thing and discovered what was then a completely new phenomenon.

    More inertia , be it the dyno flywheel or tunsten in the crank wheels , reduces the in cycle speed variation of the crank assembly.
    Thus at BDC the crank has not accelerated as much from gas pressure on the piston , and in effect gave the transfers more time ie the all important STA number.
    This is a Catch 22 scenario . Up to a certain point the increased inertia adds more power , but then it soon becomes offset by the increased power needed to accelerate the greater mass.
    Its a critical system where a small change can tip the effect in favour of each end result quite dramatically.

    This was proven again later in 125 GP racing where Honda offerred an A kit option of removing the flywheel and replacing it with just a timing trigger disc , just running total loss battery.
    People tried to do this to a standard RS125 , but sadly without the much higher inertia factory kit crank , big fail - no peak or overev Hp at all.
    HRC and VHM then offerred a high inertia crank for total loss , but in reality the total loss system had no advantages as the power lost due to the spinning magnetic field needed for the ignition was minimal.

    So - In Jans case with his 125 experement , the addition of the balance shaft put the overall inertia closer to optimum . How much power was gained from lower resultant vibration we will never know.

    Re greater power loss from CNC cases Vs sand cast . This is easily answered . If you take a lovely looking CNC case and steel shot bead blast it, making the surface look just like a sand cast one - the power is identical.
    Speckly surfaces radiate more heat due to more area.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  2. #34427
    Join Date
    14th April 2011 - 23:44
    Bike
    2008 Yamaha fino
    Location
    Bangkok
    Posts
    272
    Quote Originally Posted by diesel pig View Post
    Do you think the vibrations were affecting the carburator?
    Yes, I think so!
    But it may also have been less mass, as Wobbly says.
    The later Honda's also got a balancer shaft.....
    And of course a balance shaft should NEVER run through oil!!!

  3. #34428
    Join Date
    18th May 2007 - 20:23
    Bike
    RG50 and 76 Suzuki GP125 Buckets
    Location
    Auckland
    Posts
    10,473
    .
    Well, they make the right sound and they run on Nitrous ........
    .

  4. #34429
    Join Date
    2nd March 2013 - 15:04
    Bike
    CBX125F NS50F NS90F NS-1
    Location
    Lower Hutt
    Posts
    434
    Speaking of balance shafts...

  5. #34430
    Join Date
    13th December 2018 - 18:06
    Bike
    youtube andreas länström
    Location
    sweden
    Posts
    286
    A while back I was planning to, in the semi-distant future convert the PV centrifugal actuator into a balance shaft- on a 250 single. Good idea or will I soon after this point in time be filling the transmission with broken bearings?

  6. #34431
    Join Date
    18th March 2012 - 08:35
    Bike
    Homebuilt chassi, Kawasaki 212cc
    Location
    Sweden
    Posts
    660
    Andreas, my first version was a balanceshaft driven by the flywheel, and my shafts for the weight was 10mm, bearings seized in very very short time.
    I had them in oilbath, and the bosses for mounting the oem ignition stator broke, i used them to hold a plate that had one bearing on the inside of the balancer.

    With this i´m saying that there are quite some forces oscillating and the small weight you can get room for in that place won´t make much difference.

    Later on i made version two, and it´s still working fine.
    I used the shaft and drive gear for the 'tekate' 3 wheeler kawasaki 250.
    I welded a complete new housing in front under the cylinder.
    The balancesaft is hidden from the circulating oil as kawasaki once designed it.

    Rgds

  7. #34432
    Join Date
    18th March 2012 - 08:35
    Bike
    Homebuilt chassi, Kawasaki 212cc
    Location
    Sweden
    Posts
    660


    look at this series, quite interesting =)

  8. #34433
    Join Date
    13th December 2018 - 18:06
    Bike
    youtube andreas länström
    Location
    sweden
    Posts
    286
    Quote Originally Posted by SwePatrick View Post
    Andreas, my first version was a balanceshaft driven by the flywheel, and my shafts for the weight was 10mm, bearings seized in very very short time.
    I had them in oilbath, and the bosses for mounting the oem ignition stator broke, i used them to hold a plate that had one bearing on the inside of the balancer.

    With this i´m saying that there are quite some forces oscillating and the small weight you can get room for in that place won´t make much difference.

    Later on i made version two, and it´s still working fine.
    I used the shaft and drive gear for the 'tekate' 3 wheeler kawasaki 250.
    I welded a complete new housing in front under the cylinder.
    The balancesaft is hidden from the circulating oil as kawasaki once designed it.

    Rgds
    Ok, thanks, maybe I better work out a better solution.

  9. #34434
    Join Date
    18th April 2017 - 23:08
    Bike
    Moped
    Location
    Swe
    Posts
    400
    Quote Originally Posted by SwePatrick View Post
    Ever tried alcohol fuel?
    No not in an engine but otherwise I am quite experienced .... (Only on weekends of course)
    Have never been involved in anything where alcohol is approved.
    started making an exel a few years ago to be able to understand better but was no easy story.
    Attached Files Attached Files
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  10. #34435
    Join Date
    18th March 2012 - 08:35
    Bike
    Homebuilt chassi, Kawasaki 212cc
    Location
    Sweden
    Posts
    660
    Quote Originally Posted by Muhr View Post
    No not in an engine but otherwise I am quite experienced .... (Only on weekends of course)
    Have never been involved in anything where alcohol is approved.
    started making an exel a few years ago to be able to understand better but was no easy story.
    I do it almost the other way, Just using it in engines, and twostrokes love it, it´s almost impossible to seize a twostroke on alcohol.
    As the exhausttemp is hard to get above ~450 degrees one need to redesign the pipes.
    My pipes is designed to run with nitrous in the future, so now without it i struggle to get the temp, and thereby get peaknumbers at lower rpm than usual for my timings(198/132).
    They are designed to make peak at 12000rpm at 600c, now i make peak between ~10500-10900rpm a small variation from time to time.
    And add to the fact that often,,, very often alcohol adds a lot of power at lower rpm, very common in any engine, ottomotors and wankels also and actually diesels also.
    Probably due to cooler inletcharge and resistance to detonation, and lastly oxygen content in fuel.

    Best hp gain i´ve seen so far in a twostroke on alcohol is 22%(methanol)

    And, wow!
    I didn´t understand that excel in any way at all

  11. #34436
    Join Date
    12th March 2010 - 16:56
    Bike
    TT500 F9 Kawasaki EFI
    Location
    Hamilton New Zealand
    Posts
    2,764
    You are preaching to the converted here. Although my preference is E85. My 350 air cooled Kawasaki will not detonate, no mater what. Partly also due to being able to ramp up ECU master fuel as the engine gets hotter, fuel injected.

  12. #34437
    Join Date
    18th March 2012 - 08:35
    Bike
    Homebuilt chassi, Kawasaki 212cc
    Location
    Sweden
    Posts
    660
    Quote Originally Posted by Flettner View Post
    You are preaching to the converted here. Although my preference is E85. My 350 air cooled Kawasaki will not detonate, no mater what. Partly also due to being able to ramp up ECU master fuel as the engine gets hotter, fuel injected.
    It´s good addiction, alcohol.
    It´s hard to go back when you tried it.

    Yes, once engine is hot you can add fuel, a lot!
    In a car engine i had a couple of years ago, an Opel c20xe engine with turbo(700hp+) i noticed at 78 degree´s in fuel enrichment vs engine temp, i needed to add fuel again to acheive the same lambda.
    I also noticed the idle motor altered it´s dutycycle above 78degrees.
    It´s like moonshining


    E85 is like 'Methanol light' i use to say.
    So with Methanol you can add even more then on E85.

    But there is a problem with methanol, it is hard to tune with nitrous, E85 is much easier.
    That´s why i run this engine on E85, and why i poured in 10% methanol was actually not for power reasons, it was because i didn't have any jets, i tried to lean out the e85 little with methanol as it is a whole other stoich ratio than e85, and they blend well.

    An another 'funny' thing, engine cold, the choke if not jetted up from petrol jetting(choke jetting) will make engine run lean when used.
    So easier is to squirt in some petrol or use brakecleaner to start it.

  13. #34438
    Join Date
    12th March 2010 - 16:56
    Bike
    TT500 F9 Kawasaki EFI
    Location
    Hamilton New Zealand
    Posts
    2,764
    Note the petrol squirt to start, E85 fuel, TPI
    Yes I also noticed this need to ramp up fueling at approx 70 degrees. Lucky there is a fueling graph in the LINK ecu specific for this.

    https://youtu.be/CnIemdISKrM

  14. #34439
    Join Date
    18th April 2017 - 23:08
    Bike
    Moped
    Location
    Swe
    Posts
    400
    Quote Originally Posted by SwePatrick View Post
    And, wow!
    I didn´t understand that excel in any way at all
    I understand that! was more of a thought knocked down in an execl. tried to make it a little more understandable. I might be completely off.
    However, not how intake temp is affected by different fuel mixes. maybe someone who can figure it out.
    Attached Files Attached Files
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  15. #34440
    Join Date
    18th March 2004 - 17:38
    Bike
    1971 suzuki T350R,1980 suzuki GSX1100
    Location
    the best island
    Posts
    480

    EGT Tuning

    Is it possible to use a EGT gauge and a long road to tune the mid-range (slide, needle) on carburated 2 stroke? If one does not have ready access to a braked dyno and gas analyser.
    For example, doing a third gear run for ½ km with the throttle held at ¼ throttle then another at ½ throttle and then at ¾ throttle while monitoring the EGT temps?
    Or would I be better off doing the same runs as above but with plug chops?
    Compare Pornography now to 50 years ago.
    Then extrapolate 50 years into the future.
    . . . That shit's Nasty.

Thread Information

Users Browsing this Thread

There are currently 63 users browsing this thread. (0 members and 63 guests)

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •