ESE's works engine tuner

[Pursang]

I know it is easy from a distance but from running a lot of simulations and tests on a land speed bike with a supercharger we learnt a few things. The hunting phenomena which is blamed on fuel starvation is in all probability the high cylinder pressure when it makes power preventing the full inflow of inlet gas leading to a pressurized inlet system, then the power drops, the inlet system discharges and the power climbs again. To be repeated again.

So, Blow-down capability (STA) is still a major factor in determining the power output, no matter how much inlet and transfer potential is provided!

[husaberg]

I have an AMR300. they are plain jane, no fancy teflon in these babies. Ex suzuki Cappucino

No idea google suggests early was uncoated and later it seems were "fluorine resin coated. ."
No idea what the heck that is or if its crap or gospel?

I was only going off what used to happen on the MR2 superchargers when they were speeding up in regards to not running the boost too high.

edit if it does have it It seems to be a plastic coating Mazda made for the wankel.
https://patents.justia.com/patent/4645440


later looks like a similar product to Telflon?
https://www.sciencedirect.com/topics...aining-polymer
https://www.gunze.co.jp/e/epd/aboutfluoride/

Fluorine resin can be used to various applications like non-stick frying pan, semiconductor, OA equipment, automobiles and general industrial machinery, has been active in a wide range of fields.

https://www.drilube.co.jp/english/product/fluorine.html
In addition, fluorine resin has various chemical resistance, corrosion resistance, heat resistance and electrical insulation properties.
The coefficient of friction of DRILUBE® products containing fluorine resin is in the range of 0.03-0.1. Products utilizing this low frictional property demonstrate excellent lubrication under light load conditions, and a stable sliding performance can also be expected.
DRILUBE® products containing fluorine resin, and utilizing the property of non-cohesion with fluorine resin, can be applied to mold release uses.
DRILUBE® products containing fluorine resin are currently being used in various industrial fields.

Its the net who knows whats real or fake queues

[pete376403]

No idea google suggests early was uncoated and later it seems were "fluorine resin coated. ."
No idea what the heck that is or if its crap or gospel?

I was only going off what used to happen on the MR2 superchargers when they were speeding up in regards to not run the boost too high.

edit if it does have it It seems to be a plastic coating Mazda made for the wankel.
https://patents.justia.com/patent/4645440


later looks like a similar product to Telflon?
https://www.sciencedirect.com/topics...aining-polymer
https://www.gunze.co.jp/e/epd/aboutfluoride/



Its the net who knows whats real or fake queues

PTFE Polytetrafluoroethylene is a synthetic fluoropolymer of tetrafluoroethylene that has numerous applications. The commonly known brand name of PTFE-based compositions is Teflon by Chemours, a spin-off from DuPont, which originally discovered the compound in 1938.
So it looks like there is fluorine of some sort in there

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[Flettner]

In my supercharged Honda 100 I cut dovetails in the tips of the rotors, and slid in a teflon type tip seal. Helped with the delivery pressure for sure. The teflon strip was given to me by some drag racer, a common upgrade.

[philou]

Husqvarna prototyp

[Frank S.]

Husqvarna prototyp

For those who change their crankshafts frequently

[Peter1962]

Husqvarna prototyp

Some very clever ideas in that design !

[Ocean1]

In my supercharged Honda 100 I cut dovetails in the tips of the rotors, and slid in a teflon type tip seal. Helped with the delivery pressure for sure. The teflon strip was given to me by some drag racer, a common upgrade.

I've used teflon round bar before now, worked just as well.
Doesn't help with end clearances though, which is just as much of a problem.
In the end what works best is the same solution that works for the engine: there's no substitute for cubic inches.

[SwePatrick]

I suspect they have Teflon tips and melt before 2 bar. like the Toyota used to.
Roots blowers are inefficient esp with regards to heat compared to screw blowers, but are cheap and cheerful

From memory, on the GM diesels they were only used to scavenge and later turbo was used to give a HP boost and likely make it quieter.
The AMR are 300cc per rotation run to about 14k
i would suspect that's enough flow for north of 45hp.
not sure what it would take to run one though.
but with a AC clutch and a IHI RHb31 it would be pretty spectacular.
there is a slighly bigger AMR500 but surely that's too big?

Don´t forget Alex is running the supercharger 'wet' and by that got lubrication for the seals.
And for Vannik:effiency might rise some when running it wet as the oil seals it up some, not a whole lot thou.

[Vannik]

Don´t forget Alex is running the supercharger 'wet' and by that got lubrication for the seals.
And for Vannik:effiency might rise some when running it wet as the oil seals it up some, not a whole lot thou.

It is not the mechanical efficiency I worry about but the thermal one. The manufacturer only characterize it to 1.8bar while Alex wants to run much higher. Just extrapolating the curves to 3bar will already heat the air to well over 300degC if it can reach that and absorb lots of power. Hopefully I am wrong...

[Frank S.]

Just extrapolating the curves to 3bar will already heat the air to well over 300degC if it can reach that and absorb lots of power. Hopefully I am wrong...

An Intercooler might help

[Flettner]

Heat and methanol, symbiotic relationship.

[Grumph]

I've used teflon round bar before now, worked just as well.
Doesn't help with end clearances though, which is just as much of a problem.
In the end what works best is the same solution that works for the engine: there's no substitute for cubic inches.

Heat and methanol, symbiotic relationship.

Yes and yes. Our locally made "Martin" roots blower used a teflon rubbing strip on the tips of the rotors - but we finished up having to trim about .015in off each end of the rotors due to growth when hot. Only lost 2PSI though.
The main problem historically with roots type though is churning which is a great heat source. Ours had division bars on inlet and output shaped to occupy wasted volume between the rotors. Talking to the guy who designed and developed them, he'd tested them to around 18,000 rpm - bolted to his lathe with a datsun gearbox used as a stepup for rpm. Reckoned they were 80% efficient to about 10,000 rpm but dropped off after that.
We were able to tell him ours didn't drop off boost up to 15,000rpm.

Anything above about 1.5bar you should really look at running a second blower in series - 2 stage blowing. The mathematics of it were proved before WW2.

[Grumph]

So, Blow-down capability (STA) is still a major factor in determining the power output, no matter how much inlet and transfer potential is provided!

My experience is with blown 4 strokes - but yes, if you haven't got enough exhaust duration and flow volume you will hit a wall.

As a side note, I was told by a very experienced - and qualified - engineer, don't try and run a tuned pipe with a blower. Forget returning charge - all you want to do is empty the cylinder as quickly as possible. Let the blower do the work.

[lohring]

The successful way to supercharge a two stroke is to raise the exhaust pressure along with the intake pressure. This was done a long time ago with the Napier Nomad. Today snowmobiles use a turbocharger after the tuned pipe to do the same thing. The engine pictured below is an extreme example that developed around 800 hp with nitrous injection.

Lohring Miller