No8 Wire Extraordinaire
Depends on how much of the curve is above a certain point. If you have a flat curve between gear changes then you will have a greater mean time spent at that power figure, more area under the curve as opposed to something that only touches a figure for a while.
Don't you look at my accountant.
He's the only one I've got.
Long Haired Yobbo
That's pretty much how it feels. FXR's feel like they pull reasonably well from 7 to 12.Originally Posted by F5 Dave
My bike feels like it has lump around 6 and another lump around 8.
Heinz Varieties
L-Plate Rider
greets
I did.. really.. finally managed to get it done after more than a month..
Thank TZ350 & ESE's team for such a great thread, Mr. Wayne & Mr. Frits, & all contributors (hell, even ss90) for superb contribution.
So true.. I feel like I just read a great adventure book, which contains a lot of knowledge about tuning 2-stroke engine, and yeah, this is much much better than harry potter...
Btw, sorry I just introduce myself now after a lot of material that I got from this thread. My name is Thomas, Indonesian, mechanic, (yeah just like ESE's mechanic there, but much worse than ESE's Thomas I reckon, since I just starting this 2-stroke learning)
Currently I'm trying to achieve 45+ rwhp from KR150 with pump gas (92 octane) for daily ride and occasionally night sprint (should be easy for you guys?), and yeah this thread really help me to determine, which part of KR that need to be optimized.
This is what I achieved few months ago with light exhaust porting work, shimmed head, custom expansion chamber(blairs), programmable ignition (cpms new amateur) and PJ34 carb. Gotta find new way to bump the power since now I use a bore-out PE28 though..
Next stop, I think is some crank & transfer work and FOS exhaust.
Port map comparison for std KR150 (red), my mildly ported (blue) and rotax 129 GP (monardi rsw?)
Forum whore
Very interesting port layout and graph, it would also be interesting to see some pictures and maybe a Youtube clip or two of the night sprints and bikes. Are there people who make custome pipes?
Long Haired Yobbo
We race KR150's here too in our streetstock class. They are unmodified. They go very well too.
Heinz Varieties
Hardcore Biker
Hey Pugs!
Are the races you mention like the Thai drag races??
We drag-race mopped engines/bikes here in Greece too, like those races.
No8 Wire Extraordinaire
Hawweeba~!the is equiv of getting 30hp from Mikes 100. Except his is a dedicated race bike on decent petrol & running high revs that would shorten engine life beyond what is tenable for a road bike. I hope you have a spare engine if its your daily ride.
erm sorry I'm a bit lost with the labelling of the portmap. Sub exhausts well above main?
Don't you look at my accountant.
He's the only one I've got.
Forum whore
Kawasaki have had subs above the mains for along time - they have a PV in the subs , not the main port.
I did a 125 for karts a long time ago that won a National Title, but I dont think that the idea is specially better or trickshit.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
Hardcore Biker
Wob, an irrelevant question:
Is there any power or consumption benefit from turning the spark plug "opening" (created by the ground electrode) towards the intake?
Ahm..so, I used my lame painting skills! With -tons of- imagination this could be an upside-down picture of the comb. chamber and the plug 'looking' towards the intake. The spark and the flame-front would firstly move towards the intake, starting combustion from there (?). Am I talking nonsense?
And the proper position can be achieved by adding washers beneath the plug washer.
No8 Wire Extraordinaire
Only Kawis I've had or seen have had PVs in main & trapdoors for subs, in KX250 case I think there was 2 at different heights - but it was a long time ago & I was wondering how many of those would be still operating in 4 years time when they became trail bikes so complex was the system.
Don't you look at my accountant.
He's the only one I've got.
L-Plate Rider
Sorry TZ, no vid yet..
There's a lot of custom pipe craftmen here, with each one of them using their own formula/experiences (or maybe based on blair's works? Well, it is their own confidential I guess). For me, I was just guessing the temp(very bad thing, but no egt sensor yet at the time), then use blair's formula, make the layout, and give it to some craftman..
Well, it's the most favorite legal fast-bike here.. At stock form, it's comparable with streetstock rs125,nsr150sp or tzm150, and smoked ninja 250R easily, but much cheaper.. & it's the only 2 stroke that still produced..
Yeah, some kind of.. check out one of the picHey Pugs!
Are the races you mention like the Thai drag races??
We drag-race mopped engines/bikes here in Greece too, like those races.
(but still below the thai tuning level though, much longer ET for both 201 & 402 class..)
Haha, 45+... maybe it's just me way over my head.. But it's good to have some target right?Hawweeba~!
erm sorry I'm a bit lost with the labelling of the portmap. Sub exhausts well above main?
Well, for daily use, I think I'm just gonna add head gasket to reduce compression and (or) retard the timing..
Yes, the sub exhaust port is higher than main port, with only main-port is in used when the PV closed (opposed with 2000s kx which have 2 stage pv opening: on the sub-port & the main-port). I guess it was to reduced production cost & complication by dismiss the main exhaust port valve.. With that in mind, as direction, I just raised the main port a bit (from stock at about 99* to 90* atdc), but gonna widen the sub exhaust port as much as possible to take care the blowdown needed at high rpm.. (the std height is at 84*).. Another downside is the mechanical pv controller, need to play with ball's weight/spring stiffness to change the pv opening rpm-> open the clutch cover...
L-Plate Rider
And oh, sorry for jumping in with irrelevant story too..Wob, an irrelevant question:
Is there any power or consumption benefit from turning the spark plug "opening" (created by the ground electrode) towards the intake?
Ahm..so, I used my lame painting skills! With -tons of- imagination this could be an upside-down picture of the comb. chamber and the plug 'looking' towards the intake. The spark and the flame-front would firstly move towards the intake, starting combustion from there (?). Am I talking nonsense?
And the proper position can be achieved by adding washers beneath the plug washer.
A year ago, I was experimenting singh's groove at the exhaust side of the combustion chamber..
Nice idle rpm and low rpm torque, but very-very bad idea for high rpm..
I guess the engine was overheating and detonating because of burning carbon that built there..
By coincidence, after playing with plug washer to alter the compression a bit, the deto & overheat gone magically..
Testing it further, with thinner head gasket to the upper limit of safe CR, still no deto & overheat..
It turn out that the sparkplug position that cure those combustion chamber "fault". No empirical data though...
So it must have effect for power/consumption on the nice combustion chamber too?
Anorak
Wob mentioned something with an advantage with the plug being proud in the combustion chamber
Although i can't remember anything with regards to orientation.Originally Posted by wobbly
One point to remember is that the best radius on the squish corner into the bowl is no radius at all.A sharp corner with just with a rub of sandpaper to get rid of the ragged knife edge, works best.
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.
I do know that Francis Beart (Grumph will know who i mean) used to spend hours going though boxes of plugs to find one that pointed how he liked it, but he was the ultimate perfectionist.
Has anyone seen this not that i would advocate fuel injected buckets though.I found it today while looking for something else i had never come across the site before.
http://www.highgaintuning.com/product_p/gen500pfi.htm
Some of there blurb
In cooperated with Freescale, the largest semiconductor maker for the automotive industry, High Gain Tuning (HGT) has developed a High Performance two stroke Engine Management System (EMS) for today’s most popular 2 cycle engines used in all facets of off road and track racing Motorsports. It uses the latest Freescale 16 bit microprocessor, S12P, which combines High Performance with low cost including Freescale's latest small-engine ASIC MC33812, a highly integrated all-in-one chip, including fuel injection driver, ignition driver, voltage regulator, ISO9141, etc. The HGT 2T EFI ECU is designed to meet world-class quality standards, while remaining low cost. It performs in the harshest of hot and cold environments and is resistant to noise, vibration, corrosion and water intrusion.
This ECU offering has a compact size and is easy to install. It supports various two stroke cc displacements from 49cc to 1300cc including dual, triple and quad cylinder displacements. Its duel injector staged strategy available in the "Extreme" ECU can support engines turning up to 16,000 rpm
The HGT 2T EMS supports the following inputs and outputs :
• Engine Speed Variable Reluctant Sensors (VRS) including multi-tooth high resolution flywheels and Digital CDI inputs
• Manifold Absolute Pressure (MAP) sensor doubles as a Barometric Sensor
• Throttle Position Sensor (TPS)
• Intake air temperature sensor (IAT)
• Engine (coolant) temperature sensor (ECT)
• Vehicle speed hall-effect sensor (VSS)
• 1-4 staged injector drivers
• 1-4 ignition coil drivers
• Fuel pump relay driver
• MIL lamp driver
HGT CAL ECU software functionalities:
• Charge detection and prediction
• Fuel injection duration and timing controls
• Spark angle controls
• Fuel pump controls
• Transient fuel compensations
• Decell-fuel-cut-off
• Altitude compensations
• Temperature compensations (winter, summer, etc.)
• Engine protections
• Diagnostics and serial communications
We have also developed our own proprietary software (HGT CAL) for full engine control capabilities, including communications, diagnostics, calibrations, etc.
Also V4 2000cc two stroke
Ihad seen the end use but never wondered what powered it.
It could do with a Wobbly pipe or 4
http://twostrokemotocross.com/2009/0...stroke-engine/
Kinky is using a feather. Perverted is using the whole chicken
No8 Wire Extraordinaire
like the 4th pic. How can you see where you are going? Skinny tyres too.
HGT chap is on an RZ site I frequent.
Don't you look at my accountant.
He's the only one I've got.
now where's some dirt!
You should have seen them at the MotoGP at Sepang. About 40 guys riding bikes like that (some scooters too) on the full gp track. Took about 4 mins to do a lap I think!
There are currently 224 users browsing this thread. (0 members and 224 guests)
Posting Permissions
Reply With Quote
Bookmarks