ESE's works engine tuner

[wobbly]

Many engines have the same issue - cut a small flat on each bell so they will sit on the smaller centers.
Does not seem to affect performance at all.

[porttiming124]

ok thank you

[diesel pig]

Many engines have the same issue - cut a small flat on each bell so they will sit on the smaller centers.
Does not seem to affect performance at all.

Interesting stuff, does it matter if the flats cut on the bell mouths touch each other?

[TZ350]

I know that BSL bike quite well - did it hit 155 RWHp like it used to.

They weren't much interested in measuring dyno runs.

"B" was running Ok but 25 had some sort of issue where it just would not rev.

They ran 25 on the dyno and swapped parts from "B" hoping to find what part is crook on 25. But no luck.



Playing on the dyno chasing gremlins was much safer than blatting up and down the road outside Buckley's.

[wobbly]

Nope - the other way that McLaren did on the big V8 cars was to stagger the inlet lengths so they overlap.
A 2T has way less tuning effect from the inlet so it could work well.

[TZ350]

.


Some more photo's of these remarkable bikes.

Wob had a lot to do with the design and building of these bikes and could probably tell us more about their history.

[wobbly]

I could bore everyone for hours about the BSL tech details , but here is a few bits.
It was the first bike to have the chassis CNC machined in pieces then welded together - the actual layout geometry was done by Mike Sinclair , crew chief for Yamaha and Roberts.
Also the first to have laser sintered cylinders made directly off my CAD files.
Of course the case was billet in two pieces. It was a 120*Vee with the RH and middle cylinder firing together and No3 LH firing 120 later.

It has a balance shaft driven of a gear pair between 1 and 2 , that shaft also ran across outboard as the primary drive , so it ran " backwards ".
The balance was done as an Engineering degree dissertation by Simon Longdill who tried literally hundreds of angles and firing orders I could dream up . He went on to do a PhD as well .
It ran perfectly smooth , no vibration at all - a dream compared to the Roberts triple that shook so bad it hurt your hand just warming up.
I tried an extra gear to change the crank to normal rotation , but it was clumsy engineering and the riders said it was no better in LH/RH flip flops due to the cranks rotational precession.

On the single cylinder dyno test engine with a 1:3 primary speed drop only it made just on 60 Hp/ cylinder at 11800 , on a Dynojet it made 155RWHP jetted rich as hell.
The ignition was done by EFI in Italy and it had all 2D datalogging of everything including egt and deto level.
The ignition stator was tiny using NdFeB super magnets from a F&P Smartdrive washing machine motor.
We developed a version of ATAC that was snapped open/shut at a predetermined rpm , it gave 28% more power just under the pipe.

Gearbox was all TZ500 gears made by Nova and we used pistons from Omega initially but ended up as Vertex - bore and stroke 59.6mm.
There was a YZR500 oil pump in the sump with an oiler across the top of the output shaft gears.
We tried a AP carbon/carbon clutch that cost 8000GBP , and it was a bike length faster on every gearchange , but the guys simply could not get a decent start with it no matter what.
Biggest error was I tried to copy the Yamaha method of having the big end pin integral with one web to make it narrower - didnt work , so we bored them out and pressed/welded normal pins
into those webs - was then dead reliable - the two bikes did over 500 laps around Sepang in 48* heat and 98% humidity , and cut times that would have been 12th in qually the year before.

When the FIM realized we had a good chance of scoring points , and if we did so that would have given us a team " franchise " like F1 had gone , they pulled our " development squad "
license and gave it to Ducati who didnt have an actual bike ( then 4T ) for another two years.
We were all ready to go race at Philip Island when we got the news - heartbreaking , and really was a waste of Bills money and years of hard work by alot of people.

[JdG]

FIM: Filthy Inbreed Motherfuckers


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[41juergen]

[QUOTE=wobbly;1131222665]
We developed a version of ATAC that was snapped open/shut at a predetermined rpm , it gave 28% more power just under the pipe.

Was that incl. a PV system or w/o?

[pete376403]

I could bore everyone for hours about the BSL tech details , but here is a few bits.

The ignition stator was tiny using NdFeB super magnets from a F&P Smartdrive washing machine motor..

If nothing else this proves it was built in NZ.
Would love to be bored for hours - this is a story that needs to be told. And the FIM need to be up against the wall.

[wobbly]

It had a vertical curved blade PV system operated on a rack and pinion , that worked very well.
That was fully down up to around 7000 then ramped to fully up at 9800.
The ATAC system used a 20mm short pipe on the header close to the duct exit , with a butterfly plate that blocked the tube to the Helmholtz bottle that was 1.5 X the cylinder displacement.
Any bigger made no difference - and the blocking plate had to be snapped shut at one rpm point - below that point it made really good extra power , but
if it was ramped slowly it simply lost power instantly.
With Philip Island gearing on it did a demo day at the old Pukekohe track with the Britten , and was running 305 Km/Hr down the shute @ 12400 , a record to this day I believe.
Of course with 500GP power to weight it smoked the Britten easily, except at the hairpin we didnt have a 1st short enough as that was way tighter than any corner in GP racing.
Every gear had 3 or 4 options.

[Grumph]

The pic with the bottom pipe shows the ATAC chamber well. But in the pic of the top pipes there's the PV mech but no ATAC.

Different bikes/different versions ?

[wobbly]

The last couple of set of pipes were done in Ti , welded by Steven Briggs in an Argon box like a bead blaster setup with sealed gloves and a glass front , as I was way too busy doing CAD, redesigning the
carb bowls etc. As the Keihins were essentially back to front , the float levers didnt work under brakes , so it flooded. I ended up making new bowls with Yamaha floats/needles on sliding pins up from the bottom.
Never had an issue again. Those bowls are in one of the pics above.
The pipes had a divided tube ATAC across the top just behind the PV - dont know what happened to those pipes as it seems neither bike has them on.

Here is the billet case - a million hours of CAD
Two days/two shifts of 6 axis CNC - there are no corner rads in the file as we used ball nose cutters and Gibbs didn't like seeing a corner rad the same as the cutters geometry.
You can see the cover in the pic for the extra drop gear we never used to reverse the crank rotation - that is the silly money carbon/carbon clutch we couldn't use as well.

[jonny quest]

Wobbly, did you use a bridged ex port?

[wobbly]

Yea a T port - based on the facts of Honda's 500's successes and then suddenly Yamaha had blitzed the 250GP with one in a square engine for the first time,
That was a mistake , in hindsight - it caused all manner of drama with piston shape even though I had the bridge relief correct , as a 3 port is capable
of more power.
I did try " fixing " the T port by having the outer edges the highest , to ameliorate the huge difference in duct lengths the T suffers from , that is helped in the 3 port
by having the Aux lower , but although this did work I believe I could have made more power using the simple 3 port concept.
Not that it needed more power at the time really, but there's no such thing as too much as long as its friendly , and we did have super big bang.