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Thread: ESE's works engine tuner

  1. #35611
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    Hi we use powerjet to cool the piston when you get off throttle/overrev. (I have with duty cycle) then we use reduced number of sparks at high revs with closed throttle.think it is called TCT
    this has been shown to create an combustion in exhaust that so far has not shown any downsides except that I was lazy when I did stinger reductions and made some in aluminum which I have done many times before. This does not work with this setup
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  2. #35612
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    Question Muhr: I've never exerted that level of control over pj, but on closed throttle would be great. If it would flow. So wouldn't you have to have a pj tube at the bottom of the carb where the closed slide didn't obscure it? Can you measure effect with egt on closed with and without? Would have thought that would be a bit murky?

    My egt setup 15 years ago was terrible and I abandoned it without learning anything and angry how expensive it was..

    Did someone say ktm had played with suplimentary injector to do this in case or did I dream that?
    I've been told. Dreaming`s free.
    Think I'll go, back to sleep.
    Everybody listen, voices in my head
    Everybody listen, do yours say, what mine says?

  3. #35613
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    8th February 2007 - 20:42
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    F5 , IMHO its impossible to tune a 2T to the edge , consistantly , without having the best power EGT from the dyno and then be able to
    replicate that on the track , in changing weather.
    KTM had an injector in the intake , that supplied fuel on the overun. They had trouble early on with riders who insisted on crashing down 4 gears , then dropping the clutch so the revs instantly shot past 15,000.
    The injector could add fuel/oil in this case - a carb cant.
    Funny I seem to have heard that scenario about the Aprilia breaking the rear RV drive shaft for the same reason.
    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.

  4. #35614
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    14th April 2011 - 23:44
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    Quote Originally Posted by wobbly View Post
    F5 , IMHO its impossible to tune a 2T to the edge , consistantly , without having the best power EGT from the dyno and then be able to
    replicate that on the track , in changing weather.
    KTM had an injector in the intake , that supplied fuel on the overun. They had trouble early on with riders who insisted on crashing down 4 gears , then dropping the clutch so the revs instantly shot past 15,000.
    The injector could add fuel/oil in this case - a carb cant.
    Funny I seem to have heard that scenario about the Aprilia breaking the rear RV drive shaft for the same reason.
    The revs shot past 17000......
    And one rider I particularly dislike did a complete lap at Imola with a 250:
    With one broken conrod! cutting the engine nearly in 2 pieces!!!
    Also destroyed the gearbox
    He should have been hanged.....

  5. #35615
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    Quote Originally Posted by F5 Dave View Post
    Question Muhr: I've never exerted that level of control over pj, but on closed throttle would be great. If it would flow. So wouldn't you have to have a pj tube at the bottom of the carb where the closed slide didn't obscure it? Can you measure effect with egt on closed with and without? Would have thought that would be a bit murky?

    My egt setup 15 years ago was terrible and I abandoned it without learning anything and angry how expensive it was..

    Did someone say ktm had played with suplimentary injector to do this in case or did I dream that?
    Hi I use it only at high RPM, exactly how effective it is for itself or is at lower RPM with closed throttle I can not answer. probably pretty bad pretty fast as we run it on the float cup. However, you can choose to put it on the diaphragm pump and have flow at idle if you wish. (This would technically be injection if it is a problem of the rules) The function is exactly as Wob described a nozzle with pulsating solenoid that can be set from 1to100 %
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  6. #35616
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    2nd March 2013 - 15:04
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  7. #35617
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    Quote Originally Posted by lodgernz View Post
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    The article describes it as direct injection. But it is a mystery where the injectors are. More info would be interesting.

  8. #35618
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    20th January 2010 - 14:41
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    Quote Originally Posted by TZ350 View Post
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    The article describes it as direct injection. But it is a mystery where the injectors are. More info would be interesting.
    https://vinsmotors.com/?lang=en


    here are the cases
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    Quote Originally Posted by Katman View Post
    I reminder distinctly .




    Kinky is using a feather. Perverted is using the whole chicken

  9. #35619
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    4th September 2017 - 10:39
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    Quote Originally Posted by husaberg View Post



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    Important detail, the injector is delaying to facilitate the creation of the spray, if it is more advanced it will facilitate the transport delaying the formation of the drop

    For that reason it is more appropriate to use the EV 14K instead of the EV14 xT



  10. #35620
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    9th September 2013 - 06:34
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    Cast a new 50cc Hi-Power jug for this year trials.



    It has duct design features I have learned from here over the years. 190* 3-part exhaust, big transfers with 131-130-128 timings (about) and transfer radial angles taken directly from Frits MB40 design drawing. The angles should be fairly accurate because sand cores were made using CAD designed boxes.





    Exhaust duct length is about 1.3 times bore diameter and full top side water cooling. Exit area should be 70% of entry area, left some room to enlarge it. It is small, hard to believe that it might give actually more power.



    We'll see how it works in a few weeks.

  11. #35621
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    Duct exit should be 75% of the total Ex ports effective area that is , x cosine of the roof down angle .
    And its been proven a huge number of times , going straight from EngMod to the dyno.
    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.

  12. #35622
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    On the rsa carburetor, the idle circuit takes its air in the needle jet duct?

    Usually there is a hole for each.

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  13. #35623
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    3rd May 2017 - 04:03
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    2-stroke EFI kit

    My open-source Speeduino based fuel injection and ignition kit for 40...180cc engines in action.
    Hope start production in quantity after intence tests and summer holydays this October.

  14. #35624
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    .
    Alex's 2stroke stuffing adventures continue:- https://youtu.be/T0p2VWBKJ4Y .....

  15. #35625
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    18th May 2007 - 20:23
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    The Fuel Injected Langen achieving Euro 5 certification is brilliant.



    Towards the end of the dyno runs you can hear it hitting a rev limiter.

    With only one injector my guess is that its limited to about 11,500 max rpm. Not because the injector is to small but rather an injector big enough for high RPM is to big at Low RPM for clean throttle response.

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    This is not "Direct Injection", direct injection is injecting directly into the cylinder after the exhaust port has closed. And the limited time available for injection in direct injection engines is what limits their performance.

    At some point on the engine load curve the reed block injector must be on for nearly the full 360 deg of crank rotation. And at other points the injector will be on for a significant amount of time to achieve a homogeneous air/fuel mixture in the crankcase that is ready to be drawn up the transfers.

    The air/fuel mixture in the crankcase does not go directly to the cylinder but rather has to wait its turn. On each cycle the air/fuel mixture in the transfer ducts is sufficient to replenish the cylinder and the air/fuel mixture in the crankcase merely replenishes the transfer ducts ready for the next cycle. So the Langen crankcase with its reed injection has to have a proper air/fuel mixture throughout the crankcase.

    "B" port injection is not limited in this way. Ideally "B" port injection just fuels the air waiting in the B transfer ducts. The A transfers that are more prone to short circuiting out the exhaust have cleaner un-fueled air in their ducts.

    It is interesting that they can achieve Euro 5 with the Langen by directly injecting into the crankcase because it is hard to see how that is much different to the way a carb feeds the crankcase. I would think that both would have air/fuel mixture short circuiting out the exhaust and to some extent back out the inlet.

    There must be more to this story, I would love to know what it is.

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