OK 13 sounds good. Now if you could just join forces with Kev again and design an exhaust cam head package to see off some of them 2 strokes you have been building.Originally Posted by wobbly
Forum whore
OK 13 sounds good. Now if you could just join forces with Kev again and design an exhaust cam head package to see off some of them 2 strokes you have been building.
Forum whore
Get Kev to fill in the inputs needed for my header design program I gave him a while ago, easy to make a screamer if the FXR hardware is able to be "fixed" properly.
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.
Forum whore
Sweet will do.
Was worth a crack
There's something wrong with your attachment, I can't enter any data into the fields
Forum whore
Apart from looking cool and probably costing a lot I would like to see if these things work. The bit on the bell not the carb. I might try making one.
Forum whore
.
Faw...rk ...........a 25hp 4-stroker with a long liner power spread, now what am I going to do?????
Unknown Disorder
Buy an FXR?.
Faw...rk ...........a 25hp 4-stroker with a long liner power spread, now what am I going to do?????
Was worth a crack
Thats so hot, hate to think what it costs.
I have a couple to try this weekend admitable not yoshi quality but nice 25 and 50mm bells/stacks what ever you want to call them. Also have some to sell if anyones interested.
[ATTACH][/ATTACH]
Forum whore
I did some testing with some that look the same last year at manfield. I was surprised how noticeable the lenght change was. Ended up sticking with the short one. Was easy on the big open straights on full noise.Thats so hot, hate to think what it costs.
I have a couple to try this weekend admitable not yoshi quality but nice 25 and 50mm bells/stacks what ever you want to call them. Also have some to sell if anyones interested.
[ATTACH]
Forum whore
You have to print the attachment and fill it in, scan and send to me.
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.
Forum whore
I am not sure how this is supposed to work, a venturi ejector maybe. But if there is a tuned length aspect to it then one could have two or more different lengths that swing into place and a controller like the IgnTech could position the different lengths in front of the bellmouth according to the rpm.
Long Haired Yobbo
Or maybe in the case of the pic the different behavior of the air at different revs takes care of the transition.
I am not sure how this is supposed to work, but if there is a tuned length aspect to it then one could have two or more different lengths that swing into place and a controller like the IgnTech could position the different lengths in front of the bellmouth according to the rpm.
I know that doesn't really make sense but its the best way I can put what I'm thinking.
Heinz Varieties
Was worth a crack
Some more RSA125 development info from Jan Thiel
"No pressure transducers were ever used in our engine development.
And time/aerea was never calculated.
The port timings remained practically the same during 15 years!
What we did was trying different angles and radiuses, mainly on
the transfer ducts. I think we tried 40 different types of transfer ducts
that did not chanche the time/aerea. It was all about in which direction
the charge entered the cilinder and how the tranfer streams influenced upon
each other! Also about 200 different exhaust pipes were tried. After 2004
nothing much was changed but we improved with different power jet and
ignition mapping. It seemed nearly impossible to improve the transfer ducts
any more. The exhaust ducts were CNC machined, using different programs,
mainly to reduce exhaust duct volume. Also about 100 head designs were tried"
Didnt calculate time area? Im guessing that means the time area requirement hasnt changed any in the last 15+ years.
So there you go its all about the transfer ducts, now where have I heard that before?
Check out the attached photos, I guess the idea of thinning the transfer duct bridge has gone out the window, and the exhaust duct hows that for a crazy shape
Long Haired Yobbo
Very Interesting Pics!Some more RSA125 development info from Jan Thiel
"No pressure transducers were ever used in our engine development.
And time/aerea was never calculated.
The port timings remained practically the same during 15 years!
What we did was trying different angles and radiuses, mainly on
the transfer ducts. I think we tried 40 different types of transfer ducts
that did not chanche the time/aerea. It was all about in which direction
the charge entered the cilinder and how the tranfer streams influenced upon
each other! Also about 200 different exhaust pipes were tried. After 2004
nothing much was changed but we improved with different power jet and
ignition mapping. It seemed nearly impossible to improve the transfer ducts
any more. The exhaust ducts were CNC machined, using different programs,
mainly to reduce exhaust duct volume. Also about 100 head designs were tried"
Didnt calculate time area? Im guessing that means the time area requirement hasnt changed any in the last 15+ years.
So there you go its all about the transfer ducts, now where have I heard that before?
Check out the attached photos, I guess the idea of thinning the transfer duct bridge has gone out the window, and the exhaust duct hows that for a crazy shape
Heinz Varieties
Forum whore
Ok this is where I am at now........
Ran the tripple Ex port up. Blue Line. Red line is my old single Ex port.
Clutch slip at about 12.5 and timing and carburation all wrong.
I am looking forward to seeing what it looks like when everything is setup and dialed in properly.
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