ESE's works engine tuner

[husaberg]

MMM seems there is more than 3 ways to skin that cat, we only ever had IPA at work so thats how it was done when I was a lad

I wonder if steam distillation is now the preferred method for organic pursuits.
I guess the MNZ did include ganja in the rule book but i guess they are not if favor.

[Henk]

I wonder if steam distillation is now the preferred method for organic pursuits.
I guess the MNZ did include ganja in the rule book but i guess they are not if favor.

You'll know if it takes off by the number of guys suck starting their bikes in the pits.

[Gigglebutton]

MMM seems there is more than 3 ways to skin that cat, we only ever had IPA at work so thats how it was done when I was a lad

IPA was in our recipe book

[husaberg]

Ok before i am burnt at the stake for posting a pic of a Diesel and i guess (seeing as there aren't hoards of them) an unsuccessful one at that.
But there is a passage in there that got me thinking,(3rd attachment and pic)
Obviously it would/could only be useful on a high speed, probably big bore engine.
So is there some potential there with a similar design say with a flat topped piston that you could use less advance?
Also with a split combustion chamber the flame path would be shorter as the mixture closer to the spark plug.?

[diesel pig]

PWM control of the powerjet is a very sexy use of technology,slowly ramping off the fuel flow against rpm, but in reality using a simple rpm controlled switched solenoid work perfectly fine.
Yamaha and Honda have used the switched powerjet since forever, its reliable and does the job.
Only issue you need to address is the jet size and switch point ( along with TPS value ).
Running Avgas as we are still allowed to do, means that the tuning is based around getting high egt numbers to create good power, with lots of com and advance - unleaded is the opposite..
Thus experience has shown that as leaded fuel works best with a lean condition at peak power, we only need to switch a small jet just past peak - to increase the pipe temp and
thus give better overev.
In the Keihin numbering this is in mm dia and switching off a .35 is perfect.
When running unleaded, as the GP bikes have for years, the fuel likes to be rich at peak to create the best power, thus we need to switch off alot of fuel flow to increase the pipe heat quickly enough.
In this case a .65 is needed to do the job.
On the dyno or on the track it is easy to tell if the switch point is a little too low, as it feels exactly like the bike has changed into another gear past 6th.
It jumps forward when the solenoid kicks in - making the fuel curve lean, too early.Do this enough - and bang.
Its critical to 100rpm, and is working perfectly when you dont feel it happen - the power just keeps going.
To do it on the dyno you have to run the bike in 6th to simulate the acceleration rate as seen in that gear on the track, and is easy to do running back to back run ups.
Changing the rpm number 100 at a time, lower in the Ignitech, reprogram on the fly and run again.
If the rpm is too high - nothing happens, as there isnt time for the heat to affect the pipe wave speed.

I was wondering about setting up the powderjet jetting. I have the Kehin solenoid powderjet modded the way you showed on this thread and the .35 jet recommented but because of other issues with my bucket I blocked it off with a soldered up jet and tuned it up as a nomal carb. Now say I used a 1.60 main jet on the nomal carb then I add the powderjet is it 1.60 main jet minus .35 powderjet = 1.25 main jet is that right?

[speedpro]

On a side note of fuels.
Can any one tell me where i can buy Acetone in Auckland and what % i should use in T2 mix?
Im using the Elf 909 that Wobbly had seperate on him and dont want my RG50 to sieze now its going again

MITRE10 sell acetone in 5L tins in the paint department. I was as surprised as hell when I saw it. 909 does settle out. I always drain the tank between meetings and just give it a good shake before tipping it back in the bike.

[wobbly]

Yep Mitre 10 is the simple answer to easy access to Acetone.
About a cup full in 5L does the job in AvGas.

Re the powerjet sizing the answer is NO NO NO.
Cant be bothered now but work out the AREA of a 160 main and subtract the AREA of a 0.35 powerjet.

[wax]

Why not just run toulene

[F5 Dave]

The rules used to say you could run up to 3% (?) Acetone for blending purposes. No other additives (at some stage it was written in some regs so that 2 strok oil would be illegal to premix). Not sure if they still state that but I'm sure one could research the MNZ rules online.

[husaberg]

I will maybe add something later, i recognise a few names here and there. But gee the bikes are a bit basic
Steve Rae, who the hell let him in B grade, the burglar.

TZ the Belzona product you used on the piston, What was it?
I have found an epoxy that is good to 2000F or 1100ish C
Meant to be fuel resistant as well?

[wobbly]

Area 1.6 main = 2.010, less area 0.35 = 0.0962.
Main jet should now be 1.56,closest is 1.55 with the powerjet .
Try this without switching first to check equivalent egt to original setup.

[Yow Ling]

TZ the Belzona product you used on the piston, What was it?
I have found an epoxy that is good to 2000F or 1100ish C
Meant to be fuel resistant as well?

What would you use that for? the piston will melt at 660°C

[husaberg]

What would you use that for?

Stuff.....

Have a look at the products yourself something, well for almost everyone.

http://www.aremco.com/products/

the one that caught my eye initially was this.http://www.aremco.com/product/a15/ but used in other applications.....

[husaberg]

120 or so pages back Frits and I (Big Pics are Frits's) posted some pics of the V4 Yam 2 stroke 125 gp bike. (RA31 and RA31A)

Thanks Frits it contrasts nicely with the Yamaha approach of the times.
Note of course this is the 125cc. Rather than the 250

Yamaha’s first 4-cylinder racing bike: Yamaha RA31 & RA31A (1966-1968)

…water-cooled two-stroke V4 125cc.
With rotary valves, magnesium engine case and Mikuni 22mm carbs, 9-speed gearbox, dry clutch,
201 lbs, 44HP @ 17,300 rpm, 140 mph top speed.


Yes that does say 17300rpm.

Attachment 258586

here is it's big brother It is well worth a read, even if i do say so myself.

3rd fastest bike in the speedtrap at 1967 the IOM. carrying 15kg of Lead ballast (The two faster bikes were Ago on a 500cc MV and Hailwood on the 500cc Honda "Camel" not bad for a 250 aye.
plus the speed compared to Spencer's 250.)

[F5 Dave]

I will maybe add something later, i recognise a few names here and there. . .

Actually I remember that race quite well & rates as one of my fav. Wonder what happened to my old mate Jason? Clearly not the same wanka who posts here..

He'll probably moan on something about loaning me a crank case seal for a rebuild the night before. - Well I'm still using it, I'll give it back when I'm done with it.