ESE's works engine tuner

[jasonu]

Which illustrates one of several problems faced when trying to coax power out of the KE, there is no inner radius to the transfer ducts, just the the liner. The attached photo shows the minor porting thus far (only about 12hrs work in the cylinder) the plan for today is to add epoxy to the liner to form a 6mm inner radius to the main transfers duct.
What I have realised through this process is that the Suzuki is a better unit for modifying than my Kawasaki - wider and radiused transfer ducts, larger rotary disk, better head etc (Im making excuses in case I dont crack 20hp, that would be embarassing!) although the KE does have a strong 6 speed box.

This is the KE
Attachment 236848
Im aiming for something like this
Attachment 236847

I thought the KE cylinder was a one piece iron casting ie no liner as such.
Why don't you look at grafting a GP125 cylinder to the Kwaka bottom end?

[kel]

[QUOTE=kel;1130039076] the plan for today is to add epoxy to the liner to form a 6mm inner radius to the main transfers duct./QUOTE]

So epoxy and I arent great friends, last time I used the stuff it was a bloody disaster, but this time things have worked out quite well

obviously need a finish up and some more area to be cut into the duct but overall I think this has worked out quite well.
Sorry to high jack the thread TZ but thought you'd like to see the result

[Yow Ling]

What kind of epoxy did you use?
I have tried some Devcon Titanium putty, and also devcon aluminium putty. I found the former cured harder and was a lot easier to grind , but pretty hard to file.
the aluminium stuff stayed kinda soft. Maybe I need to buy fresh stuff

[TZ350]

the plan for today is to add epoxy to the liner to form a 6mm inner radius to the main transfers duct.



obviously need a finish up and some more area to be cut into the duct but overall I think this has worked out quite well.

Thats very interesting, it looks as good as the sample cylinder.

Are you going to make the transfer entry about 1.2 the window area like Wobbly suggests?

We would love to see more of this build as it progresses.

I wish more people would post their work as I hear there are a few hot projects in the pipe line.

[kel]

What kind of epoxy did you use?

Pratley steel putty, $10 for 125g.

[kel]

Are you going to make the transfer entry about 1.2 the window area like Wobbly suggests?

Almost, as ridiculous as it might sound Im trying to follow the ratios that Frits listed for the RSA. He'd probably fall over laughing if he saw the KE.
"There is hardly an optimal ratio of duct area to port window. I generally try to obtain a value of 1,5 but when you look at the B-transfers of an Aprilia (A is the set nearest the exhaust; then come the B-ports, then the C-port opposite the exhaust) you will see that the entry at the cylinder base is almost a rectangle, with a width of 19mm and a 'length' (in riding direction) of 16 mm; that gives 304 mm².
The B-window in the cylinder wall has a width of 25 mm, a height of 13,2 mm and an upward angle of 10°; the effective port area is 325 mm²; it's bigger than the entry area.
That may seem strange, but remember that the entry area is open all the time and the port is not..."

Frits has also written a lot about expansion chamber design problem is the copy I have is in Dutch, would love to hear from someone who can translate to English.

[jasonu]

would love to hear from someone who can translate to English.

Google 'translate'

[kel]

I thought the KE cylinder was a one piece iron casting ie no liner as such.
Why don't you look at grafting a GP125 cylinder to the Kwaka bottom end?

The KH100 was a one piece, that thing was a bitch to port. The KE series were ali cylinders with iron liners.
Yeah thought about whipping one of the many ESE cylinders they have lined up on their benches but figure I've helped myself to enough already, intellectual property that is, besides its time for the return of Kawasaki dominance.

[ac3_snow]

besides its time for the return of Kawasaki dominance.

doesn't seem to be happening in many other road race arenas so might as well start in buckets!

[kel]

[QUOTE=TZ350;1130014421 if all that goes well and we are getting good over rev at the top I will try water injection to see if we can extend the lower part of the power spread.[/QUOTE]

Finally dug up the NSR water injection article, thought it was more in depth.

[TZ350]

Ok, I have had a bit of a play.



Red line is the original 27hp engine setup, the blue line is the 2mm clearance (+50cc) crank after a bit of fiddling with the jets and ignition.

So much for peaky 2-Strokes, it looks like a usefull 4k+ power spread, good FXR's run to 5, so we are getting closer to 4-Stroke tractor drivability and I have ideas about how to extend the bottom.

Looks like 2mm clearance might have something going for it, or is it the extra 50cc crankcase volume?

[koba]

I wish more people would post their work as I hear there are a few hot projects in the pipe line.

After getting a bigger carb on mine I've moved away from worrying too much about power as the main bottle-neck turned to ground clearance.
That is hopefully sussed for now, until I improve other areas and it becomes the bottleneck again! Still the handling is slowing me up a bit more than lack of power at Kaitoke. (and Talent issues...)

But then when my bike didn't like the wet (waterproof kill switch is a good idea!) I got to have a go on another MB engined bike that is a lot better developed in the engine and handling and had bloody good fun on it.

It has got the lust for power dangerously high at the moment so I may get all silly and depart from my low(ish) power plans...

[wobbly]

Frits and I have discussed the duct entry ratio before and if you consider that the actual duct entry window starts near the bore radius in the Aprilia, then the ratios are 1.1 and 1.3.
Where the outer duct wall is a long way from the bore ,the same designers added length on the inner wall to reduce the intake window area at the gasket - see RS500

[jasonu]

Ok, I have had a bit of a play.



Red line is the original 27hp engine setup, the blue line is the 2mm clearance (+50cc) crank after a bit of fiddling with the jets and ignition.

So much for peaky 2-Strokes, it looks like a usefull 4k+ power spread, good FXR's run to 5, so we are getting closer to 4-Stroke tractor drivability and I have ideas about how to extend the bottom.

Looks like 2mm clearance might have something going for it, or is it the extra 50cc crankcase volume?

That is the best graph I have seen from you yet.
Now get it to the track to back up and or prove your data!

[TZ350]

Now get it to the track to back up and or prove your data!

How exactly does getting it to the track backup/prove the dyno data, dyno data is dyno data. Better that someone drages a Derbi or Aprilia over and does a back to back on the dyno with my GP and we post the results.

The track is more a measure of riding skill I would have thought, as there is plenty of evidence at Mt Welly of good riders doing well on bikes with inferior engines, Mark for one.

Having said that, it would be interesting to have someone who can ride well, try it out and give us their opinion.