ESE's works engine tuner

[ac3_snow]

That hole in piston pic - have you diagnosed what the issue is,always means too much advance for the com used,or too hot plug, or both - if run with crap fuel.
1mm squish means the squish is doing nothing - wouldnt help either, if the com was increased at the same time.

Most people tell me it is running too lean, but it did definitely have too hot a plug (B6es). As far as timing goes I have no idea as to how to figure out what is right and not, will have to do a bit of research once mid-semester break starts next week, see if I can figure out weather I was close or miles out. Before it all fell to bits I did fell like it was lacking in the top end.
1mm is an improvement on the 1.7mm gap it had before! with $70 to get it skimmed it will be a little while before I correct it any more, think a new piston is my priority at the moment!


p.s. I was riding a (pretty stock) FXR yesterday, went a whole lot faster (30.73 seconds) than I have on my own bike yet. Will have to change that quick smart.

[husaberg]

The carbs in the pic were made by Roberts team, but I didnt know about the Lectron setup - no main jet,but all fueling done on the needle??
The clutch in the pic is a AP carbon /carbon diaphram setup, costs 4500GBP ie over 12,000NZD at the time.They ended up being dumped as we could never get consistent launches with the carbon plates.
The inertia was very low as the basket was titanuim/magnesium and in a back to back test with two BSLs at Sepang, the AP bike would pull a bike length every gearchange off the corner coming onto the pit straight.
Mike retired after Biaggi left Yamaha at the begining of the M1 project,and has been doing nothing but play with his sailboarding ever since.

Thanks Wayne.
That seems like a sad waste of talent and experiance, Any Ideas how his arm can be twisted into sharing a few stories or ideas.

I guess he wouldn't want to manage a one rider f4 team with a overweight rider of limited talent (Hmm..ok no talent) I guess. Worth a crack.

Re the clutch I used to lighten the hub by scalloping a half round cutout perhaps 8 or 10 mm deep but 15-20mm widen the bits between the tabs. I always felt I probably achieved more for looks and to make me feel better. I guess the hub on the 500s is Huge compared to the MB100. Would what I used to do actually make a measurable difference.

I don't recall much of anything in the thread about silencers any tips here I will post what I used to do.
I do of course understand this is your trade and you may want to keep most of this to yourself a bit.


Although I once had some alloy welded and rolled and spent like 2 days trying to get it looking ok.
The best easy source of thin wall like 1.2mm Aluminum tubing I could ever find. Its irrigation tube, mainly used one market gardens now not real farms. Ask around if your have rural mates, but cheap as by the meter at Mico's comes in 75 and 100mm. For the packing I used to just buy the fibreglass packing wool string not cloth at the car mufler shop.I do know someone who uses fibreglass cloth from inside of the shell of ovens
But $10-15 will do all the mufflers you are likely to ever use in a lifetime of racing.

If you want to get real trick the rotary guys use stainless steel turnings from a machine shop lasts forever even with a pp20b.More for the 4 smoke here though.
For the baffle I just used to spend a few minutes with the drill and a bit of exhaust tubing. This was as per the bell book for a straight through design. the end caps were steel disks welded to the baffle pipe and a flat piece welded around the disk parallel to the alloy sleve a four flat rivets and all done I used to spring mount the pipe to the stinger.I also used to sand bend a pipe to curve the exit for that gp bike look, But use really dry sand .I learned that bit the hard way.

[wobbly]

I did a heap of testing for karts to try and get the noise below the newly set Db limits.
The best muffler core material is a trade off between open area - greater open area enables the packing to absorb more "noise",and the issue of the packing being blown out thru the holes.
In the end I settled on commercially available perforated 1mm sheet steel that is easy to roll up and tack weld along the joint.
Anything with approx 2mm holes on 3mm centers is the go.
The only packing that works properly and wont get blown out easily is called SilentSport muffler packing.Its easily the best and can be bought from MotoWorks in ChCh.
The other issue tested is power.Anything but a densely packed muffler will loose power,and making the core ID the same as the OD of the stinger seemed to be the best setup as well.

[kel]

p.s. I was riding a (pretty stock) FXR yesterday, went a whole lot faster (30.73 seconds) than I have on my own bike yet. Will have to change that quick smart.

Buying my FXR would be the quickest solution, I need the money for an RS chassis.

[F5 Dave]

S'funny I've used that silent sport stuff for a while, but get reductions in sound by switching to Daytona matting. Both in my 50 & the 500. Oh & in the dirty bike as well.

A well made reversal end cap can pull a bit of sound out as well. I also made an extension muffler to fit on the end of my existing one for a track that needed real quiet. It was a reversal followed by a short perforated section slightly bigger than the previous with another type of packing. It was quite effective & back to back on the dyno made zero difference. Only issue was it did stress the welds after a while so I swap it out with a reversal if not needed.

Don't underestimate making the thing solid as opposed to flimsy & ally doesn't 'ring' as much as steel.

[TZ350]

It was a good day at Mt Welly last Sunday, cool, no rain and great racing.



I enjoyed getting out on my bike, it sure handles much better than the old GP frame and found I could turn it on much earlier in the corners than I could with the GP. Looking forward to getting my hand back in and being able to string the corners together instead of the quick dash down the straight and then wondering where I should be on the track to make the most of the corner.



Great to have my Grandson out there in F5.



Grandson Rob and his friend Will out on the track.

[ajturbo]

It was a good day at Mt Welly last Sunday, cool, no rain and great racing.



I enjoyed getting out on my bike, it sure handles much better than the old GP frame and found I could turn it on much earlier in the corners than I could with the GP. Looking forward to getting my hand back in and being able to string the corners together instead of the quick dash down the straight and then wondering where I should be on the track to make the most of the corner.



Great to have my Grandson out there in F5.



Grandson Rob and his friend Will out on the track.

I was working....

[TZ350]

I have heard talk from JC of Buckets being limited to 20hp, I guess this is a Mt Wellington safety thing as it would make no sense to limit Buckets when they run on the bigger tracks with 250’s and Street Stocks.

The exciting thing is, if you stop aiming for max hp with a Stroker its possible to make a 2-stroke tractor that can launch harder than an FXR out of the corners and have enough over rev to carry it corner to corner.

In my experiments on the dyno I have seen graphs where the torque curve is massive low down and slowly tapers of in such a way that the power curve is long and flat.

It might with some development be possible to have 20hp at 5-6,000 and hold it in a flat line all the way through to 12,000 rpm. FXR’s don't do that, they start off low and build up.

Instead of killing them off, a 20hp limit might actually re-vitalise strokers and make them much more competitive at Mt Welly than they are now.

[ajturbo]

I have heard talk recenty from JC of Buckets being limited to 20hp, I guess this is a Mt Wellington safety thing as it would make no sense to limit Buckets when they run on the bigger tracks with 250’s and Street Stocks.

The exciting thing is, if you stop aiming for max hp with a Stroker its possible to make a 2-stroke tractor that can launch harder than an FXR out of the corners and have enough over rev to carry it corner to corner.

In my experiments on the dyno I have seen graphs where the torque curve is massive low down and slowly tapering of in such a way that the power curve is long and flat.

It might very well be possible to have 20hp at 6,000 and hold 29hp in a flat line all the way through to 12,000 rpm. FXR’s aren’t able to do that, they start off low and build up.

Instead of killing them off, a 20hp limit might actually make the strokers more competitive at Mt Welly than they are now.

I don't mean to rude or anything.. but build it and prove this point...

i am not in any favour of HP limits... that is against all principles of racing ???

but then again i have not raced for 2 years so why listen to me?

[husaberg]

The only packing that works properly and wont get blown out easily is called SilentSport muffler packing.Its easily the best and can be bought from MotoWorks in ChCh.
The other issue tested is power.Anything but a densely packed muffler will loose power,and making the core ID the same as the OD of the stinger seemed to be the best setup as well.

Any luck with Mike. I wouldn’t think I would be able to keep a job open for him for much longer.You could tell him the pays crap but so is the rider.

Call me a tight wad (sorry couldn't resist.)

But this special trick (read super expensive packing) how does it gain much over the run of the mill $15 for a couple o kg stuff.
It looks the same.
Is ithe trick stuff more heat resistant resin in the fibreglass? pic from website and garage floor.
Or have I googled the wrong stuff.

That’s a Great tip re the tubing same size as stinger. I will try it. Of course for less noise we could always double skin the muffler with pos fiberglass between layers.

Interestingly I packed as much as was physically possible into the bucket one time and it was super quiet but seemingly flat as power wise. Maybe Psychosomatic
Effect? I.E my perception was clouded by some preconceived notion of more noise equal more power.

[TZ350]

I don't mean to rude or anything.. but build it and prove this point...

You are probably right to be sceptical and maybe it can’t be done, but here is a graph to give you an idea of what I am on about. It shows a curve with higher torque lower down and tapering off as the rpm increases. You can see the power curve is relatively flat, if this feature could be extended so the bike ran corner to corner at Mt Welly without changing gears, it would make for really good punch out of the corners that the FXR's couldnt match.



This is my current engine, and you can see, as I trade off top end for a plumper torque curve lower down, the power curve starts to flatten out, all we need is a way of extending it, programmable ignition and the ATAC has possibilities here.

[koba]

Instead of killing them off, a 20hp limit might actually re-vitalise strokers and make them much more competitive at Mt Welly than they are now.

Or viewed another way does this mean you guys are over focused on peak power for the primary application?
How many people are on 20hp+ diesels at mount welly?

Like AJ not trying to be rude, please take this as it is intended; as constructive conversation.

[husaberg]

I have heard talk from JC of Buckets being limited to 20hp, I guess this is a Mt Wellington safety thing as it would make no sense to limit Buckets when they run on the bigger tracks with 250’s and Street Stocks.

The exciting thing is, if you stop aiming for max hp with a Stroker its possible to make a 2-stroke tractor that can launch harder than an FXR out of the corners and have enough over rev to carry it corner to corner.


It might with some development be possible to have 20hp at 5-6,000 and hold it in a flat line all the way through to 12,000 rpm. FXR’s don't do that, they start off low and build up.

Instead of killing them off, a 20hp limit might actually re-vitalise strokers and make them much more competitive at Mt Welly than they are now.

Re the propose HP limit to 20bhp for mt Welly it would be too easily cheated. For instance a switch that looks for all money like a dipswitch on my old Husaberg controls 2 ignition curves and 2 rev limits. To enforce it you would be intending to dyno every bike every race. A bike will only go as fast as the rider twists the wrist, simple.
Re the 20hp at every rev from 6-12000 the bike my guess is it would be a animal to ride.
My cr500 for instance I doubt it is much more peak Hp than a cr250 but it has that much mid range it is sometimes, well overwelming.it also has a more limited over rev which seems to compound the effect.
what seemingly (in my addled brain at least ) makes a 4 stroke so easy to ride other the obvious firing half as often bit and excluding the engine breaking,
Is the linear power delivery. More revs equal more power.Oh and everything happens slower to.

[speedpro]

The motor I made for Dave only made 20hp(nearly) and he got fourth without trying too hard (according to him). Gary's 125 twin would be lucky to make 20hp and I don't see too many people carving him up. It'd be a pointless rule change.

[TZ350]

Or viewed another way does this mean you guys are over focused on peak power for the primary application?

Yes, your right, it turns out we have been, at MT Welly at least.

Up until recently 20+ hp 125 F4 2 strokers were not that common. Every one pretty much thought the 24mm carb rule was what was keeping them in check and with a bit more power they could blits the FXR's.

Now that we can easily get high 20's from the 125's, compaired to the long tracks like Taupo and Hamton etc we have found that for Mt Welly, there needs to be a different approach and a 20hp limit at Mt Welly may not be all that much of a handycap.

Av prefers her lower powered, but easy to ride bike at Mt Welly, as does Dave M and his Speedpro tuned MB. Easy to ride and drive out of corners seems to be the direction there, not ever bigger hp numbers.