ESE's works engine tuner

[Gigglebutton]

Dave Mullins is a name I haven't heard for years and he is a top bloke!!!

Hes a great bloke and good mechanic. Lent me his bike and a Derby barrel to look at He may be at the track on Saturday taking photos in the morning

[TZ350]

I am hoping this V Tech inlet idea will add an extra 1000 or so rpm on the bottom end to beat those FXR's in the power spread stakes. Blue line, GP125 2-Stroker Red line FXR150. The idea is that at low rpm, the half butterfly closes, the area of the inlet tract is smaller and the rotary valve closes earlier, thereby increasing low end drive, hopefully from 6-7,000 rpm.

[F5 Dave]

Unless it's virtually touching the disc I doubt you will see an improvement, but II like your thinking. How abut a YPVS controlled guillotine at the disc face. That would be hard to engineer but give clear results?

[TZ350]

Unless it's virtually touching the disc I doubt you will see an improvement, but II like your thinking. How abut a YPVS controlled guillotine at the disc face. That would be hard to engineer but give clear results?

I have thought about a guillotine at the rotary valve face like you suggest, but found it hard to impliment, so chose this method which also has the benifit of a bit of length to the reduced inlet tract for some ram effect and other benifits like increased crank case volume at low rpm for extra low end torqe.

My original drawing shows the divider extending to the rotary valve face, the half butterfly was a refinement suggested by Wobbly. I realy hope this works, then we could have powerfull and easy to ride 2-strokers.

[F5 Dave]

if only there was some way of providing a constantly variable intake timing solution to the inlet of a 2 stroke that suited the engines demand. Perhaps based on a wind instrument technology. I think I'll call it Torque Induction.

To the patent office!

[Yow Ling]

if only there was some way of providing a constantly variable intake timing solution to the inlet of a 2 stroke that suited the engines demand. Perhaps based on a wind instrument technology. I think I'll call it Torque Induction.

To the patent office!

Torque induction , sounds like some clever way to induce labour. Now there is a variable intake tract to base future innovations on.

[TZ350]

if only there was some way of providing a constantly variable intake timing solution to the inlet of a 2 stroke that suited the engines demand. Perhaps based on a wind instrument technology. I think I'll call it Torque Induction. To the patent office!

.................... ..........

Torque induction , sounds like some clever way to induce labour. Now there is a variable intake tract to base future innovations on.

...................

[sonic_v]

Another method that has been used before is two intake ports and two carbs with staggered throttle opening. This also allows you to run different intake lengths and even carb bores. See Cesare Bossaglia book from early 70's for some photos of kart engines running this set up.

My father in late 70's converted a 125 air cooled disc valve engine to this setup that ran very sweet and had a lot of race wins.

[TZ350]

Giant list of books about the two-stroke cycle engine/ Two-Stroke motorcycles:

While searching for Cesare Bossaglia book that Sonic_V mentioned, I found this great books list on http://www.2strokeworld.com/forum/in...p?topic=2022.0

Tuning the Two-Stroke Motorcycle
by Motorcyclist Mini-Manual
Publisher: Peterson Publishing Co.
Pub. Date: 1973
ISBN: NA
64pp

Souping Two-stroke Engines for More Power and Speed (Pamphlet)
Publisher: Floyd Clymer Publications
Pub Date:1954
ASIN: B00124WLVE
46 pages


Two-Stroke Ports for Power
by Roy Bacon
Publisher: Lodgemark Press Limited
Pub. Date: 1968
ISBN: NA
52 pp

Two-Stroke Carburetion and Ignition
by RoyBacon
Publisher: Lodgemark Press Limited
Pub. Date: 1970
SBN: 850770084
51 pp

Two-Stroke Exhaust Systems
by RoyBacon
Publisher: Lodgemark Press Limited
Pub. Date: 1967
ISBN: NA
47 pp

Rotary Valve Two-Stroke Engines
by Alan T. Burgess
Publisher: Lodgemark Press Limited
Pub. Date: 1971
SBN: 850770211
104 pp

Two-Stroke Motorcycles and How to Get the Best From Them
by staff of Motor Cycle
Publisher: Floyd Clymer
Pub. Date: 1967
ISBN: NA
138 pp

Improving Two-Stroke Engine Performance
by J. W. Vierdag
Publisher: Floyd Clymer
Pub. Date: 1967
ISBN: NA
126pp

Tuning Your Two-Stroke Engine, Motorcycles, Go-Karts, Outboards, Lawnmowers, Etc.
by K.G. Draper
Publisher: Coles Publishing Company
Pub. Date: 1977
ISBN: NA
125 pp


Two-Stroke High Performance Engine Design & Tuning
by Cesare Bossaglia
Publisher: Lodgemark Press Limited
Pub. Date: 1972
ISBN: 0850770289
227 pp

The High-Speed Two-Stroke Petrol Engine
by Philip H Smith
Publisher: Whitefriars Press Ltd.
Pub. Date: 1968
ISBN: NA
423 pp

The Two-Stroke Engine Design and Tuning
by KG Draper
Publisher: G.T. Foulis & Co. Ltd.
Pub. Date: 1973 5th ed.
ISBN: 0854291571
128 pp

Two-Stroke Tuning
by Roy Bacon
Publisher: Transport Bookman Publications
Pub. Date: 1981
ISBN: 0851840396
127 pp

Motorcycle Tuning Two-Stroke
by John Robinson
Publisher: Butterworth-Heinemann
Pub. Date: 1994
ISBN: 075061806X
169 pp

Two-Stroke Performance Tuning
by A. Graham Bell
Publisher: Haynes Publishing
Pub. Date: 2nd Ed.
ISBN: 9781859603193
271 pp

The High-Performance Two-Stroke Engine
by Dr. John C. Dixon
Publisher: Haynes Publishing
Pub. Date: 2005
ISBN: 1844250458
290 pp

Two-Stoke Power Units, Their Design and Application
by P.E. Irving
Publisher: Hart Publishing Company
Pub. Date: 1968
ISBN: NA
288 pp

Two-Stoke Tuners Handbooks
by Gorden Jennings
Publisher: H.P. Books
Pub. Date: 1973
ISBN: 0912656417
156 pp

The Two-Stroke Cycle Engine, Its Development, Operation and Design
by John B. Heywood and Eran Sher
Publisher: SAE International
Pub. Date: 1999
ISBN: 1560328312
451 pp

The Basic Design of Two-Stroke Engines
by Gorden P. Blair
Publisher: SAE international
Pub. Date: 1990
ISBN: 156910089
672 pp

Emissions From Two-Stroke Engines
by Marco Nuti
Publisher: SAE internationl
Pub. Date: 1998
ISBN: 076800215X
283 pp

Scavenging of Two-Stroke Diesel Engines
by Paul H. Schweitzer
Publisher: The Macmillan Company
Pub. Date: 1949
ISBN: NA
265 pp

Design and Simulation of Two-Stoke Cycle Engines
by Gordon P. Blair
Publisher: SAE International
Pub. Date: 1996
ISBN: 1560916850
623 pp

Two-Stroke Engine Theory and Diagnostics
by Yamaha Motor Company
Publisher: Yamaha Motor Company
Pub. Date: 1998
ISBN: NA
28 pp

Three T’s for the Two-Stroke, -Theory, Trouble-shooting, -Tuning
by Yamaha International Corportation
Publisher: Peterson Publishing company
Pub. Date: 1969
ISBN: NA
33 pp

SAE Technical Paper Collections:


Two-Stroke Cycle Spark-Ignition Engines PT-26
Publisher: SAE International
Pub. Date: May 1982
ISBN: 0898831148
ISBN-13: 978-0898831146
457pp

Advances in Two-Stroke Cycle Engine Technology PT-33 by (SAE technical papers)
Publisher: SAE
Pub. Date: Jun 1989
ISBN-10: 0898831202
ISBN-13: 9780898831207
485pp


Advanced Two-Stroke Engines PT-942
Publisher: SAE International
Pub. Date: March1993
ISBN: 1560913274
ISBN-13: 978-1560913276
171pp

Progress in Two-Stroke Engines and Emissions Control
Publisher: SAE International
Pub date: March 1996
ISBN-10: 156091761X
ISBN-13: 978-1560917618
158 pages

Two-Stroke Engines: Technology and Emissions
Publisher: SAE International
Pub date: December 1998
ISBN-10: 0768001269
ISBN-13: 978-0768001266
706 pages

[speedpro]

Unless it's virtually touching the disc I doubt you will see an improvement, but II like your thinking. How abut a YPVS controlled guillotine at the disc face. That would be hard to engineer but give clear results?

A splitter could be run from the butterfly shaft back to the disc valve then you would better reduce the opening of the disc valve port. As F5 points out, all the valve is doing at the moment seems to be reducing the area of the port. The disc valve timing wouldn't seem to be altered.

[TZ350]

A splitter could be run from the butterfly shaft back to the disc valve then you would better reduce the opening of the disc valve port. As F5 points out, all the valve is doing at the moment seems to be reducing the area of the port. The disc valve timing wouldn't seem to be altered.

Its a work in progress, the splitter was shown in the original drawing. The half butterfly instead of the gate was a refinement suggested by Wobbly.



Bucket and I will hopefully get to finish the V Tech inlet next week and run it up on the dyno later.

[gatch]

Would it be possible to use two disc valves in unison ?

One being fixed to the shaft, the other floating next to the fixed disc. With a mechanism to "advance or retard" it at varying rpm..

With the theory that the floating disc could rotate to reduce the port area at low rpm etc..

Or even make the port in the case variable ? With say a similar set up to a carb ? That opens as the revs increase..

[TZ350]

give me a break Kelly,this thing needs to go to the track to see what it can do and if it will last a days racing.

Thanks to Kel and Gigglebutton for giving it a good run and their feedback.

I know it was only practice, but the engine proved itself and lasted all day, and it drove pretty much like you would expect it too, phat, but the bike needs some good tires and suspension setup to make it a real weapon.

Before we race and risk breaking it, there are a few things I wan't to do, like dyno the V Tech inlet and try water injection to go with it, then there is the electric power jet carb. And most importantly, get the suspension sorted and a spare set of wheels with wets.

[Gigglebutton]

Sorry for dropping your bike Rob I have to say FUCK Yeah!!!. It is amazing. Sooo phat and it seams to have no end to the amount of revs you can pull. 1 gear up and 1 gear down round Mt Welly. You can short shift in the sweeper and drive out with that massive torque. Clutch it and it goes into "Warp Drive" Get the handling sussed and it could be a GP winner. Cheers mate, Dazz

[kel]

TZ is looking a bit pale after Giggles had sent the bike down the track so I get the "just take it easy we're not sure about the tyres" talk before I’m let loose. I ease around the left hander onto the short back straight and effortlessly blow by 3 bikes, get into the sweeper short shift and then open the throttle and let it wind up, holly crap what a rocket! The dyno runs show the GP producing 85% more power than my FXR well it feels more like 200%!
The objective was to ride the GP like the FXR i.e. only using 2 gears, the bike certainly felt capable but with lack of familiarity I was hesitant to try and set any kind of pace. I come back into the pits and after adjusting tyre pressures jump back on the GP with the conviction of doing a couple of reasonably quick laps but when I up the pace it starts pushing the front end. Not to be deterred I go harder then its pushing the front and sliding the rear. The rear end breaking loose is fantastic but the front end is starting to worry me and that little voice inside my head is saying "hey it’s not your bike don’t break it", shame the voice wasn’t speaking to Giggles . The bike has also developed a delay in coming back on the throttle so I reluctantly take it back to the pits.
So the verdict - Firstly I didn’t do the bike justice but it sure was fun. The power is wide and smooth and when its moving its really moving. With a decent set of slicks, a good rider and some dialling in the GP has the potential to win many races. I certainly wouldn’t want it behind me on the final run to the line.

TZ, Vee rubber slicks?