ESE's works engine tuner

[Wos]

Resonance starts at 7500, I used to have the advance still at 30 degrees there but my little freind detonation could be felt so now I start decreasing at 6500, det gone away.
To be fair Ive not put a timing light on it so the advance numbers may be not be entirely accurate. Must do that I guess at some point.
The engine is in bits at the moment getting fitted out with the new welded cylinder as seen above.
Next two meeting will have to be back with the air cooled cylinder. Perhaps even see a dyno before the water cooled cylinder is fitted permanent.
Exhaust 195, transfer 130, or as close as I can measure.
Bore and stroke an unfortunate 48 x 58.

Detos are not my friends my fellow flettner 😉

Give me highest rpm you had...and if necessary guess 😉

Two things in relation to ignition timing can lead to detos...

To much advance in general
And how far you go with to much advance into powerband ...besides powerband risk is less 😉

So.. let me think some time to cerate a more save and effective timing curve for you

Wolfgang

[Flettner]

11500, as seen in a glimpse on my Tiny Tach.

[Wos]

11500, as seen in a glimpse on my Tiny Tach.

Here we are Flettner

Dont mind about values under 1500...this area is only hard to influence in hpi programm

Black curve is my rebuild from foto of your curve youve showed us

Red new one from me to have a try...think nothing dangerous...in opposite should be much healtier against deto and too much heat in cilinder

Other pic shows values of my new curv

Let us know if you had a testride 😉

Grüße Wolfgang

[wobbly]

I have proposed on the FB group EngMod 2T Users , the we conduct a shootout to design the best pipe for a specific application.
This will help users understand how to most effectively use the sim , as well as see others attempts at pipe construction.
It was decided to do something " different " , not the usual 125/250 cc things that have large tech history to draw from.

I have bought a KR150RR bare engine that is used exclusively in Thailand scooter drag racing.
Im having trouble finding out what the rules actually are , but know they run VP Q16 fuel.
Once I have the rules nailed down , I will construct a sim , and people can give it there best shot at designing a pipe to suit.

When we have a " winner " I will build the engine to the complete sim and dyno it.
Anyone here who has info on these engines or wants to get in on the shootout , join the FB group ( Im an Admin ) or PM me on here.

[diesel pig]

My Goodness, I just looked up this VP Q16 fuel, on VP's own site and it has to be the meanest or 'best" fuel I have come across outside of pure methanol.

[husaberg]

My Goodness, I just looked up this VP Q16 fuel, on VP's own site and it has to be the meanest or 'best" fuel I have come across outside of pure methanol.

https://vpracingfuels.com/products/n...ne-racing-fuel

[diesel pig]

https://vpracingfuels.com/products/n...ne-racing-fuel

I have to admit I stopped reading after the Q16. It did my head in.

[pete376403]

My Goodness, I just looked up this VP Q16 fuel, on VP's own site and it has to be the meanest or 'best" fuel I have come across outside of pure methanol.

Is that the same cocktail miser they use in Laos nightclubs?

[wobbly]

C16 is oxygenated to hell , is full of lead and has a good RVP - perfect for a race 2T
Methanol has an inherently higher effective octane when run @ 20 % rich and can create more power , but also makes you blind and or dead.
Just plain greed , like the Chinese bastards that cut NZ baby formula with melamine or some such shit , the CCP gave that company's CEO a dose of Methanol quick smart.
About the only thing they are good at.

[Flettner]

Wos
Had the twin pipe AG out at a VMX meeting yesterday, didn't get round to fitting the video camera, perhaps next time. The little bugger goes.
But still that weird 'flutter' in the pipes as it comes on song or should I say when it flutters you are buggered as it just wont climb into the power. It seems totally random as to when it happens. Sometimes its just seamless other times a bit of a bitch. Definitely worse when hot.
Hanging my hat on the new water cooled cylinder although I have a few other tricks to try first.

[Wos]

Wos
Had the twin pipe AG out at a VMX meeting yesterday, didn't get round to fitting the video camera, perhaps next time. The little bugger goes.
But still that weird 'flutter' in the pipes as it comes on song or should I say when it flutters you are buggered as it just wont climb into the power. It seems totally random as to when it happens. Sometimes its just seamless other times a bit of a bitch. Definitely worse when hot.
Hanging my hat on the new water cooled cylinder although I have a few other tricks to try first.

Hope i am on right way
What you discricbe...
For me a sign the temperatures in pipe are staying to long to cool. Then pipe stucks to long time between reso entry and being really on song.

Exhaust gas temp on new kurve shoud be generally litle bit higher and after power peak a lot warmer to gain overrev...

For overrev you need a hot pipe and after shifting gear these heat stays in pipe for a second...

This could help further to be well on song seamlessly after shifting

Give new curve a chance...think you will feel very quick if something is better ��

Grüße Wolfgang

[Wos]

Wos
Had the twin pipe AG out at a VMX meeting yesterday, didn't get round to fitting the video camera, perhaps next time. The little bugger goes.
But still that weird 'flutter' in the pipes as it comes on song or should I say when it flutters you are buggered as it just wont climb into the power. It seems totally random as to when it happens. Sometimes its just seamless other times a bit of a bitch. Definitely worse when hot.
Hanging my hat on the new water cooled cylinder although I have a few other tricks to try first.

Hope i am on right way 😉
What you discricbe...
For me a sign the temperatures in pipe are staying to long to cool. Then pipe stucks to long time between reso entry and being really on song.

Exhaust gas temp on new kurve is generally litle bit higher and after power peak a lot warmer to gain overrev...

For overrev you need a hot pipe and after shifting gear these heat stays in pipe for a second...



This could help further to be well on song seamlessly after shifting 😉

Cilinder on new curve is running cooler everywhere to avoid detos or other overheating problems cilinder ...piston etc.

Give new curve a chance...think you will feel very quick if something better 😉

Grüße Wolfgang

[Flettner]

The twin port AG has no issues with detonation, at all.
The only time Ive had an issue was when I left full advance until 7500 and even then it was bearly noticable ( but it was there ). Since changing to reducing advance from 7500 to 6500 it has gone completely. It is surprisingly detonation proof, even when hot.

The surging Im experiencing is not detonation, for example I can let it happen indefinitely and it does no damage to the engine, just makes it hard to ride.

[Wos]

The twin port AG has no issues with detonation, at all.
The only time Ive had an issue was when I left full advance until 7500 and even then it was bearly noticable ( but it was there ). Since changing to reducing advance from 7500 to 6500 it has gone completely. It is surprisingly detonation proof, even when hot.

The surging Im experiencing is not detonation, for example I can let it happen indefinitely and it does no damage to the engine, just makes it hard to ride.

.

You told us before that there is no problem with detos after reducing to 6500 😉

Thats why i kept this point as maximums end 😉

building a curve is always a gamble...puzzle that we always should start from save side.

15 degree after peak power nowdays with programmable ignition seems to me much "under state of the art "

Other rpm points on curve without dyno only to do with many testing rounds with slightly diffrent curves.

Buy the way flettner... have fun and good luck fiddeling out 😀 I love it 😉

[Flettner]

Wos, you may well be right, 15 degrees may be too much and I look forward to playing with the curve on a dyno at some point.
In the mean time that is not my main problem. I have to sort out what these pipes are up to. Last pipes had a large joiner between the mid sections, these do not. I dont remember this issue with the old pipes. These new pipes certainly make more top end power with more accurate press tool sections.