ESE's works engine tuner

[jasonu]

Dave, you send the head to me i have 4 different shape cutters for 100-125 heads and for RS125 heads, for a small fee.

chris 09 817 9500
RMS eng

Yeah probaby my cutter mentioned in a previous post!!!

[richban]

For anyone interested.

Just weighed in the rolling RS250 chassis. 1990 Honda RS250 with full fairing breaks, seat, tank, heavy NSR250 wheels everything except the engine is 64kgs. With a 125 wheel conversion and the new engine I would hope to keep it under 90. Might weigh that big fat 4.5" 18 on the rear and do a weight comparison later. I am sure with the big tyre it has, it will be heavy.

[husaberg]

its been around for along time 74-75 TM125 and RM125 suzukis cranks had a floating fit on the L/H side main bearing.but after a while it damages the crank.

1974 vs 1948 hmmm....he did (phil Irving) go on say if crankpins are to loose not to attack them with a chisel,
Party pooper. Cold chisles are sure handy for percision fit stuff.

Following on from the water injection whimsical musings or ramblings.
Honda and pretty much everybody else it seems(4 stroke mind you) now inject air into exhaust headers to burn off unwanted hydrocarbons mainly at start up or cold.They have even stole a reed valve to prevent blow back.Simple really the blackbird has it.why can't I.Together with h20 or pos meths injection it may still work.

[jasonu]

With a 125 wheel conversion and the new engine I would hope to keep it under 90.

I would hope so too...

[richban]

I would hope so too...

Dirty 4 strokes are heavy.

[bucketracer]

The dynamic stretch for my motor is about 0.5mm and I have got pretty good at shimming the barrel so the piston just kisses the head when I want it to.

In any race engine the squish height should be set at the minimum achievable,just shy of the piston tapping the head when overeved.

In a bucket where the norm is "only" 13000 there is no reason to have any more than 0.6mm.

TeeZees piston/head photos, he was doing this close clearance thing way back, when others were championing something else ...... so its satisfying to see the concept validated by Wobbly

[bucketracer]

I really am interested in seeing what power you have, as well as what your curve looks like.

...... in almost 10 years of operating various Dyno's around the place, I have personally never seen more that 17 P.S and 14 N.M (at the rear wheel) on an air cooled disc valve two stroke, running a 24mm carb.

I have probably done over 200 runs on that type of set up. (on various engines)

Lookig forward to it Teezeetreefiddy!

"working in the industry", does not guarantee that you know very much.



Air Cooled 125cc 24mm carb 28.9 PS and 17.9Nm measured at the rear wheel on a DynoJet.



4,500 rpm power spread with the small crank and extra crank case volume.

The graphs are TeeZees tests of the Soft vs Hard closing rotary valve and extra crank clearance and case volume.

A person doesn't have to work in the industry to know a thing or two and be able to manage a good result with their hobbies, it just takes a bit of intelligence.

There are plenty of non industry people out there working on very clever projects.

[husaberg]

bucketracer;1130119933]Working in the industry, does not guarantee that one knows all that much.

I once worked in the porn industry. As a critic, didn't get paid though But I do know what I like.
I did however used to get paid for sticking my hand up cows buts though.
No points for guessing which one was my hobby.
Old Vespa Boy did have some interesting stuff to say before he started on his racist rants:
By the way, where did Thomas go?

Air Cooled 125cc 24mm carb 28.9 PS and 17.9Nm measured at the rear wheel on a DynoJet.

Awesome results, Shit must aim higher.I was aiming for 30hp so the target is 35 from a 100cc lc crankcase reed with a wide spead pv atac and h2o to go go.
I hope to have it ready for Taupo!

Anyone know the pcd of an honda Rs125 rear disk? stud to stud hole is fine.
My usual resources at Motormaster http://www.moto-master.com/productnow.php# dont list the rear for a rs125 though ps geat site if you are looking for disks to adapt.
Metal gear how some useful info but no pcd http://www.metalgear.com.au/
This one (JT) one useful for sprockets pcd centre hole dia teeth avail splines etc http://www.jtsprockets.com/40.0.html
Apologies if its already posted buried some place further back

[Yow Ling]

Anyone know the pcd of an honda Rs125 rear disk? stud to stud hole is fine.

3 bolts 95mm apart

[F5 Dave]

Thanks for the ideas on cutters guys. Koba showed us a couple of examples which has got me ridding myself of my preconceptions of what a cutter should look like. My examples which came with my ancient lathe are more scoop like. I'll form a couple of cutters & see what suits. Koba's example was fairly close in concept to Wobblys, but with more angle still. self taught on this lathe stuff so I'm a bit of a muppet.

OK I'll tone down worrying about the high MSV numbers so much. I'd ignored them on the 50 where I run 0.5mm squish & up to 14000, but assumed that 50s distort the rules a bit anyway. I'm only running an old RS ign onhte 100, but will look at prog when I get it up & running & can find some coin (dirtbike extracting play money atm.)

[TZ350]

Took the GP to Mt Welly, wonderful weather for the start of the new season.

It was nice to be presented with a second place trophy for last seasions F5. During the seasion I had been beaten by all cummers including very young neewbees and I came last in nearly every race but road every meeting, hail rain or shine and always finished, so the second overall was a triumph of consistancy over talent.

F5 is wide open for that can ride well.

Sunday was the first time on a F4 bike in a very long time about 18 months I think, but was looking forward to it.

After a bit of practice I started off the back row in the A grade pre-lims. I enjoyed the fast pace but was well out of practice and with two or three laps to go was starting to get lapped by the mid field.

So in order to go faster I slowed down and dropped back to B grade. The new bikes handling is much better than the old GP chassis. The slower pace suited me, I was able to take more time and think about the corners and how to improve on them.

There were many times I was able to ride around a corner beside different FXRs but the FXR's power delivery seems to be just right because they could always just get a wheel ahead after the apex and that was enough to hold me out.

It wasn't about corner speed just the FXR pulled better from the apex to about 25m out and that was enough. And this is where over the last month or two I have been trying to improve my engine.

The highlights of the day was seeing how fast Ac3_Snow was on his new bike, it looked good and will un doubtably be a real contender in A grade.

The other was seeing Avalon on a Team ESE bike (prepaired by Chambers) take second in the first A grade points race behind Tim. Unfortunately in the second race Av got held up in the pits and had to take her place on the grid with out the chance of warming her tires up.

At the green flag she made another cracker start and was third through the first corner but unfortunately she was unseated by the cold tires going through the infield.

Dave D was unfortunate to get caught up in the crash and was unable to rejoin quickly but there was some humor to be had when the start line showed him the Blue flag as the front runners got the jump on him around the sweeper as he was getting underway again.

As I suited up for my ride I over heard Thomas say, "we have the horse, but not the rider", well its true, I don't expect to be able to ever run better than mid pack myself and are one of those who has to claim its all about the fun, but put a good rider on a ESE bike and they go well enough. At the end of the day I was stiff and sore all over from the unacustomed effort and felt like I had played several games of rugby, I was happy but needed a cup of tea and a lye down.

Photos from Damien Tomans collection from the meeting before of Av and Tim in action.
http://www.flickr.com/photos/dty1/se...7626941175616/

[F5 Dave]

. . .
And with any of the race type plugs we are using approx 1mm of unthreaded plug end should be protruding into the chamber.
The old B10EGV was originally designed to be used this way by NGK, but nowdays the trick plug is a R7376-10, this plug makes more power than any other tested with around +2 Hp better than an expensive Denso equivalent, here is the test i have shown before.
. . .

Wasn't aware that they were supposed to stick out a bit.
2hp on presumably an RS is pretty good. Pretty low revs for that sort of power!!

But I would always test before shelling out the $ for flash plugs. My 50 with an NGK R series racing plug back to back test against my usual B9EGV showed zip difference & yet on Darrins gave almost an hp! His headshape was very shallow though.

My old H at least in early development dyno'd best with a std fat B8HS plug compared with a fine wire. That surprised me as I'd seen 1/2 hp on a smaller MB back in the day & assumed that with some reasonable compression fine wire was better.

Then again the H seemed to run best on RD steel reeds. Just saying testing shows up some interesting things. There may be reasons for the anomalies, but at least you know.

[koba]

There were many times I was able to ride around a corner beside different FXRs but the FXR's power delivery seemes to be just right because they could always just get a wheel ahead after the apex and that was enough to hold me out.

It wasn't about corner speed just the FXR pulled better from the apex to about 25m out and that was enough. And this is where over the last month or two I have been trying to improve my engine.

Clutch?

[TZ350]

Clutch?

Quickly burnt out ......

[F5 Dave]

Now there's a lever dear to my heart

Actually its been holding me up a bit in reaquainting myself with the Trials bike. Keep grabbing it & stopping drive which at 4kph in slippery mud stops traction.