ESE's works engine tuner

[vro46i]

[QUOTE=SwePatrick;1131193013]Thanks =)


Keihin PWK 39mm carburetors(cheap as shit in Sweden due to they are mounted oem on snowmobiles)

Hi there, I am after a pair of for my NSR 300, would you be so kind to point me in the direction of where online, to look for the aforementioned carbs?
Thanks

[husaberg]

This is interesting...
https://www.trademe.co.nz/a/motors/m...DQZaG6vOju3otE

i seen something the other day about them going into recievership
I think they have between 4 and ten powerplants.

[lohring]

Model engine radial builders took a simpler path.

https://www.youtube.com/watch?v=j4AM6Zz44gE&t=385s

Lohring Miller

[TZ350]

Model engine radial builders took a simpler path.

https://www.youtube.com/watch?v=j4AM6Zz44gE&t=385s

Lohring Miller

I followed Lohring's link. All sorts of model engines came up. https://youtu.be/h26rtBJsS-8 this one a 4S, is a little hard to start but sounds great.

[vro46i]

Good day to all,

First-time writer, long-time reader. After much encouragement, I am bringing my "plate" to the dinner party.
Ironically this is also the first 2 stroke engine build that I am undertaking after owning a fleet of NSRs for nearly a decade and a half.

The engine I am basing the build on is a 1992 RGV125, with the aim of modifying/ assembling a 110cc engine that is reliable and competitive in the F4 bucket class,


The engine I bought was without the following components:
flywheel, stator, stator cover, Ignition pick up, oil pump, and piston. It is not the end of the world as I was able to locate parts on Ebay, but under the current Covid effect climate, postage is a killer.


RGV Crankcase tear down and configure the engine architecture.

I stripped the crankcase right down to bare casing to clean, inspect, deburr, and measure. At least I will have some quantitative figures to ask pertinent questions.

The bore and stroke specification from that particular model of RGV125 is 56mm and 50mm respectively.
To fit with the F4 rules, I will have to decrease the CC down to 110, I was advised that due to the overbore dimensions of the OEM cylinder bore the sensible way forward is to graft a 54mm diameter NSR 250 cylinder onto the RGV crankcase. This will bring the bore stroke ratio closer to 1:1. That is achievable as I have a few of those as per my initial comment of hoarding NSR parts. hahaha.

A bore reduction was considered, as the RGV cylinder has a steel sleeve as standard, but then the fun of getting the new steel sleeve manufactured, installed, port matched and lastly having to find the right piston.

Further cc reduction will be achieved by de-stroking the crank from 50mm to 48.3mm.

NSR barrell to RGV crankcase interface

Further disassembly allowed me to mock up the cylinder to the crankcase. What I discovered was that the bolt/ stud pitch of the pair of studs on the intake side is narrower than the RGV by half a hole each. Where the exhaust pitch is marginally better at 1/3 of the hole.

Hole misalignment issue aside there is the case of matching up the water jacket holes on the exhaust side, to ensure that there is enough casting to provide the necessary sealing surface.
Moving around to the intake and transfer ports, the RGV crankcase ports are significantly larger than what is present on the NSR cylinder. The intention here is to port match both cylinder barrel to the crankcase to allow for less disruptive flow transfer.

The plan for retrofitting the cylinder onto the crankcase will involve manufacturing the stud blanks out of 2024 or 6061 and winding them into the holes with Loctite 638. Once the Loctite has curred, the crankcase to cylinder mounting face will be milled to regain a flat surface.

Both the crankcase opening and the NSR barrel are then "clocked" to find the relative centres of the bore, thus allowing for alignment prior to drilling the NSR barrel mounting pattern.

In the scenario where the crankcase opening is significantly larger than the cylinder barrels are there any pitfalls I should be cognizant of before the carbide burr gets deployed? The mixture flow from the RGV crankcase into the NSR cylinder barrel converges via this significant change in cross-section, is this acceptable? what is preferred?


I have a lot of questions rattling around in my head which I am keen to ask but I will spread them out in a later post.

As this is my first post, I thank you for taking the time to read this, guidance and advice are greatly received and appreciated in this build.

regards

[F5 Dave]

This is interesting...
https://www.trademe.co.nz/a/motors/m...DQZaG6vOju3otE

Chocolate fish for first one of those in a scooter

[Grumph]

Chocolate fish for first one of those in a scooter

If I was 20 years younger I'd be scraping up the money to bid. I've posted pics of that stuff on here previously - obtained from one of the development team.
By the standards of most on here it was never developed. They just had to achieve reliability at a pretty low redline to meet aviation standards.

I really don't know what application it could be used in - two litre sports cars ? A scooter is probably as good as anything.

[TZ350]

Good day to all,

First-time writer, long-time reader. After much encouragement, I am bringing my "plate" to the dinner party.
Ironically this is also the first 2 stroke engine build that I am undertaking after owning a fleet of NSRs for nearly a decade and a half.

The engine I am basing the build on is a 1992 RGV125, with the aim of modifying/ assembling a 110cc engine that is reliable and competitive in the F4 bucket class,

Welcome vro46i. Great to see another 110cc F4 Bucket build on its way. I am looking forward to following your progress.

[F5 Dave]

If I was 20 years younger I'd be scraping up the money to bid. I've posted pics of that stuff on here previously - obtained from one of the development team.
By the standards of most on here it was never developed. They just had to achieve reliability at a pretty low redline to meet aviation standards.

I really don't know what application it could be used in - two litre sports cars ? A scooter is probably as good as anything.

Dirtbike to go with genetic material. 200hp and knobblies.

[F5 Dave]

I followed Lohring's link. All sorts of model engines came up. https://youtu.be/h26rtBJsS-8 this one a 4S, is a little hard to start but sounds great.

Jesus haven't they seen that episode of Wings where the pilot doesn't set the advance right and the propeller spiny guy gets his fingers all cut off?

[andreas]

Good day to all,

First-time writer, long-time reader. After much encouragement, I am bringing my "plate" to the dinner party.
Ironically this is also the first 2 stroke engine build that I am undertaking after owning a fleet of NSRs for nearly a decade and a half.

The engine I am basing the build on is a 1992 RGV125, with the aim of modifying/ assembling a 110cc engine that is reliable and competitive in the F4 bucket class,


The engine I bought was without the following components:
flywheel, stator, stator cover, Ignition pick up, oil pump, and piston. It is not the end of the world as I was able to locate parts on Ebay, but under the current Covid effect climate, postage is a killer.


RGV Crankcase tear down and configure the engine architecture.

I stripped the crankcase right down to bare casing to clean, inspect, deburr, and measure. At least I will have some quantitative figures to ask pertinent questions.

The bore and stroke specification from that particular model of RGV125 is 56mm and 50mm respectively.
To fit with the F4 rules, I will have to decrease the CC down to 110, I was advised that due to the overbore dimensions of the OEM cylinder bore the sensible way forward is to graft a 54mm diameter NSR 250 cylinder onto the RGV crankcase. This will bring the bore stroke ratio closer to 1:1. That is achievable as I have a few of those as per my initial comment of hoarding NSR parts. hahaha.

A bore reduction was considered, as the RGV cylinder has a steel sleeve as standard, but then the fun of getting the new steel sleeve manufactured, installed, port matched and lastly having to find the right piston.

Further cc reduction will be achieved by de-stroking the crank from 50mm to 48.3mm.

NSR barrell to RGV crankcase interface

Further disassembly allowed me to mock up the cylinder to the crankcase. What I discovered was that the bolt/ stud pitch of the pair of studs on the intake side is narrower than the RGV by half a hole each. Where the exhaust pitch is marginally better at 1/3 of the hole.

Hole misalignment issue aside there is the case of matching up the water jacket holes on the exhaust side, to ensure that there is enough casting to provide the necessary sealing surface.
Moving around to the intake and transfer ports, the RGV crankcase ports are significantly larger than what is present on the NSR cylinder. The intention here is to port match both cylinder barrel to the crankcase to allow for less disruptive flow transfer.

The plan for retrofitting the cylinder onto the crankcase will involve manufacturing the stud blanks out of 2024 or 6061 and winding them into the holes with Loctite 638. Once the Loctite has curred, the crankcase to cylinder mounting face will be milled to regain a flat surface.

Both the crankcase opening and the NSR barrel are then "clocked" to find the relative centres of the bore, thus allowing for alignment prior to drilling the NSR barrel mounting pattern.

In the scenario where the crankcase opening is significantly larger than the cylinder barrels are there any pitfalls I should be cognizant of before the carbide burr gets deployed? The mixture flow from the RGV crankcase into the NSR cylinder barrel converges via this significant change in cross-section, is this acceptable? what is preferred?


I have a lot of questions rattling around in my head which I am keen to ask but I will spread them out in a later post.

As this is my first post, I thank you for taking the time to read this, guidance and advice are greatly received and appreciated in this build.

regards

Once the hardware situation is done with, to portmatch the case to the cylinder-usually there isn't much material to grind away from the cylinder, and you want to follow up all the way. You may need to fill the cases instead, or both.

[vro46i]

Once the hardware situation is done with, to portmatch the case to the cylinder-usually there isn't much material to grind away from the cylinder, and you want to follow up all the way. You may need to fill the cases instead, or both.

Hi Andreas,

It would be easier to explain if I can show images of the port mismatch between the RGV crankcase and the NSR barrel. I rechecked the mismatch again with another NSR cylinder and found that this cylinder barrel has another pair of ports flanking the original intake port opening. The cylinder I picked off the pile must be an earlier version.
Right then it will definitely require a reassessment once I get the hardware back then it would present a definitive situation on which to base my discussion.

[vro46i]

Hi all,

Can I have recommendations on where to send my NSR cylinders for Nicasil replating?

Nationally, I have NZ Cylinders in Ashburton, this is the only company I am aware of that is providing the plating service.

Internationally, in the US there is Millenium Technology and in the UK there are a couple, which names skip my mind at the moment.

Are there any reputable companies in Australia?

Given the current situation with freight worldwide being extensively delayed, (working through the pain of getting a set of forks in from Austin, Texas)
I would prefer to engage services in the Asia Pacific region.

I have heard mixed reviews about the Nicasil plating from NZ cylinders, can I get a consensus/ comments/ experience about their service and product?
I am happy to invest in the local economy provided the product/ service is consistent with the cost.

[wobbly]

NZ Cylinders plating is a licenced setup from Langcourt in UK , so the coating is well proven.
The issue is getting detail finishing - to the point I have told them not to touch anything , I will do it all myself.
You grind the ports and put on any required chamfers ( not needed at all on transfers anyway ) before the replating is done.
In fact the best way is to get them to take off the chrome and return it to you before plating.

[speedpro]

I've had work done by NZ Cylinders but not plating a cylinder. They were great to deal with and did a great job