ESE's works engine tuner

[F5 Dave]

Bump please Wob?

Great description, but I'm a little confused. So on the dyno you saw 1240deg at peak power. I would have thought at that time you would err on the lower side of the temp.

But are you saying that that calibrates the guage & you try get close to that & then keep goin up until it stops rising linear for that final bit?

At this stage presumably if you have a det guage or counter you could get away from needing a CHT perhaps?

[TZ350]

Hi Husaberg, I was down CHCH way late last week and picked up the honda frame, many thanks for that.

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?

Belzona is the brand name. I used Devcon F on the piston I am running now. And the F was still there after one short dyno session. I will have another look after the next race meeting.

The skirt area cant be geting to hot, otherwise it would burn the oil film away.

The first piston that I glued, I used Belzona, this one is glued with Devcon F.

Attachment 262693 Attachment 262692

A bit of prep and a thin layer of glue worked into the holes to seal them. I think a thin layer is less likely to pull lose than a thicker one.

[ief]

Still looks interesting tho. could have a play in the exhaust duct... wonder how it will cope.

[TZ350]

Still looks interesting tho. could have a play in the exhaust duct... wonder how it will cope.

Devcon F, by all accounts not long, but maybe long enough to get a good pull on the dyno to see if the changes you are thinking about might work.

[dinamik2t]

I once saw an RS cylinder with epoxy in the EX duct, covering the powervalve holes. I don't know how long it was run, but the epoxy seemed to have stayed in place, though its surface was quite burnt.
I think it was devcon F - it was grey and plastic-like.

[wobbly]

In answer to your question Dave.
Matters not how the best temp was derived,on track or on the dyno.
With the gauge running and say a 180 main,then going down to 178,if I only see a small increase in temp ( 20*F) then that instantly means
that more heat energy is being used somewhere - not in heating the Ex gas to make power.
If the original temp was 1240, then that will be the ref temp for any air conditions on any day.
With the example I gave we had a 3 jet spread during the day, a very cool dense morning,and a very hot dry afternoon.
In both cases the egt settled at around the same mark.One jet leaner and we would be in the danger zone - one richer and we wouldnt be the fastest by a mile as we were.

[F5 Dave]

Oh! so you're angling for the highest temp full stop (until the gain falls off as example). I had a clear misunderstanding, I'd assumed you'd find the best temp on the dyno & try get it near there but not any hotter, but I suppose that could depend on the air of the day.

Thanks, Its slowly getting through. Guess I need to use one properly to observe.

I must remount mine, I had a go on the 50 but I found the power dropped off first time I ran it so I blanked it off & the power came back. This was a few nights before a GP so it got shelved & forgotten about. With the thin header even though it was like 6" from the piston it must have over heated the returning charge. I had it so was in middle of flow, but I'll back it out so just the thin part is in the pipe. The temp shown just got hotter & hotter with every gear. power down 25%. Blanked it off & power came back. Time ran out.

[jasonu]

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.

GET STUFFED!!!!!

[F5 Dave]

Look I just hooked a used one out of an old MB engine last night, you can have that when you're over & we'll call it square huh?

[wobbly]

Each engine is different but if a setup has the optimum com and the timing in the ballpark of 15* at peak power,then Avgas or leaded racegas around the equivelant RON
will always be maxed out at around 1250* - @ 150mm min from the port.
Unleaded likes to be alot richer and makes more power with more advance so that setup makes best power at around 1050.
Not enough com or advance, and the peak safe egt will rise, but power wont,it will just rev on more due to the higher wave speed.
But you have still got it wrong about the air on the day.
You can jet to get the optimum egt,no matter what the RAD says,and it will be in the same state of tune - just using all the oxygen in the air available and mixing it with the correct amount of fuel.
On a hot day,or low Baro, it will hit 1250 but simply make less power, due to less oxy and thus less fuel = less BTUs burned.

The 400 F3 we thrashed on the dyno and at 12,000 held by the dyno for around 30 secs it settled at 12000* F - 96 Hp with no fade.
Thus this is a good safe baseline for the new owner who may not have the tuning smarts to determine what is good or not - but if he has to change jets 3 times during a day
to see 1200 then he will be well on the way to learning what to do.

[F5 Dave]

Roger that.

[husaberg]

Devcon F, by all accounts not long, but maybe long enough to get a good pull on the dyno to see if the changes you are thinking about might work.

I once saw an RS cylinder with epoxy in the EX duct, covering the powervalve holes. I don't know how long it was run, but the epoxy seemed to have stayed in place, though its surface was quite burnt.
I think it was devcon F - it was grey and plastic-like.

Nudge..........

Still looks interesting tho. could have a play in the exhaust duct... wonder how it will cope.

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.....

there is a sealer for leaky crankcases as well and a high temp high pressure ceramic filler.


Attachments below
undoubtedly credits Kaaden with a little too Much (group/Team effort and all) but interesting read.....
You better read or .....

[Yow Ling]

Pipes done for now

[ief]

Pipes again, love pipes

And while on the subject,

I'm trying to work something out to be able to visualize them a bit, (original idea by randy norian btw but perfected, I hope anyway)
I know it's crude and there are a lot of things to asume as to what happens in the engine itself but still...

Am I a bit on the right track here and is there a obvious relation between the graph and the engmod sim? I's about the 8k dip mostly.

Back to the drawing board or am I getting somewhere with this?

Header Vs 920 mtr/sec
main negative wave 620 mtr/sec
rest average of 520 (witch makes the Lt correct with the sim I think)

ps: this is with powervalve incluided.

[F5 Dave]

Thinking about Radiators: I was fondling a mates 98 TZ250 in the weekend (its in his lounge) & noticed the rad is a dual core, so like two 16mm cores stacked together & made as one. Not sure if there is a reason for it or if 16mm came prebent to right size. Not std TZ, So I wonder if this is for ease or production or a perceived benefit to cooling over a 34mm core?