ESE's works engine tuner

[TZ350]

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Ok, so its not a 2 stroke but at least it is not a 4 stroke.
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[Frits Overmars]

Ok, so its not a 2 stroke but at least it is not a 4 stroke.

Lovely video. And let me put your mind at ease: it's an external-combustion double-action TWO-stroke. You can tell even without looking inside the engine: everything that's moving, moves with the same frequency as the piston. No half-rpm camshafts or excentrics here. Double action means that the steam pressure acts alternately on the top and bottom of the piston. Maybe we should even call it a ONE-stroke: labor delivered at every stroke. Which is better than what we have (until Fletto comes up with yet another wonderful creation).

And don't you love it when after his ride he drops the external combustion on the street? If it were my bike, I would alter just one thing: the water and steam outlets as he takes the pressure off the kettle.
I would aim those outlets so that they would piss out the fire between the wheels .

[wobbly]

So here is a pipe optimised for a piston port cylinder drag racing with a CVT.
Most all piston port cylinders have crap transfer ducts that cannot be " fixed " except for introducing stagger and remedial work on the radial angles to help
chronic short circuiting that occurs with anything even approaching a modern diffuser design.

These old engines like a long header , much longer than we would even think of using today , as this helps to delay the depression formed around BDC , allowing the transfer streams to at
least make a start up the Leaning Tower before being overcome , and creating a big loss in Trapping Efficiency.
The mid section is as fat as I dare go , and its very long due to the steep rear cone.

The two stage rear cone is a compromise , that allows good front side power , giving hard acceleration against the gradually locking clutch , but also allowing some overev past a high peak that occurs
at the end of the run. A single steep cone would lack front side , and fall off a cliff immediately past peak.
The small stinger nozzle is just under Mach1 and pushes the engine to the verge of deto over a wide band , to quickly build heat over the short run duration, helped also by very high com allowed by 110 Octane rocketfuel.

Also the header nozzle is very small for a single port cylinder, this is due to the very low BMEP able to be produced by limited Blowdown , Intake and Transfer area.

[andreas]

Very pretty Wobbly

[ken seeber]

Very pretty Wobbly

I just thought he looked nice....

[andreas]

I just thought he looked nice....

I'm sure of it. But it's actually called Beat genre, you sacrifice punctuation for the free flowing jazz articulation.

[wobbly]

Wheely good looking is the most accurate description.

[RAW]

But after two race meetings the lack of lubrication access from the transfer flow , into the piston /pin bearing area , caused the pin surface to turn blue.

Next test was a simple cap , laser welded slightly inside the pin end , this had maybe 0.25 Hp on a stock cylinder and 0.75 Hp down low on a big port cylinder ( they fell out as well ).

Wobbly how did the cylinder fair with the failed caps ?

[jamathi]

But after two race meetings the lack of lubrication access from the transfer flow , into the piston /pin bearing area , caused the pin surface to turn blue.

Next test was a simple cap , laser welded slightly inside the pin end , this had maybe 0.25 Hp on a stock cylinder and 0.75 Hp down low on a big port cylinder ( they fell out as well ).

Wobbly how did the cylinder fair with the failed caps ?

At Aprilia the end of the pins always turned blue after only 1 dyno test, no further problems....

[wobbly]

Not so good - I thought the extra flow area into the A port might have made more power - sadly it siezed at 14800 rpm
I have now done 23 dyno tests with the tophat laser welded pin.
The pornographic laser weld looks just fine so far , and no blue on the pin surface inside the piston.
I wonder what caused the Aprilia pin to do that Jan, any ideas , as the TM stock setup lasts as long as the piston does with no colouring.

[F5 Dave]

Ooh jeezuz that's not a pretty sight.

[Frits Overmars]

Not so good...

Avoiding the above mess was one of the reasons to make my Torlon plugs. They do a better job at preventing aux-transfer short-circuiting than the Pankl pin on the left, they are a lot cheaper, and in the unlikely event that they should come loose, the engine can digest them without damage.

[Vortex]

Not so good - I thought the extra flow area into the A port might have made more power - sadly it siezed at 14800 rpm
I have now done 23 dyno tests with the tophat laser welded pin.
The pornographic laser weld looks just fine so far , and no blue on the pin surface inside the piston.
I wonder what caused the Aprilia pin to do that Jan, any ideas , as the TM stock setup lasts as long as the piston does with no colouring.

Oh my dear,
That's a hugh seizure.

cheers

[Condyn]

Frits, is Torlon superior to a polyimide plastic like Vespel for the plugging application? I know it is more cost effective.

[Frits Overmars]

Frits, is Torlon superior to a polyimide plastic like Vespel for the plugging application? I know it is more cost effective.

I don't know; I stopped searching when I found that Torlon proved usable.