ESE's works engine tuner

[husaberg]

Question for the panel
has any one ever done any research on other means of creating (a non engine related) positive wave or indeed negative wave to extend the effective rev range of a pipe. I am thinking of some alternate way of generating a pressure wave to argument the Kadenacy effect over a wider rev range perhaps possibly i don't know just musing acoustically?
But there would probably be other ways as well i assume
I understand 170 db is around 1psi
183 db is 6psi or their about's
193db is around 14psi

i realise it is likely unrealistic, but has anyone tried?
Blame a LPG powered bird deterrent cannon for this question.

PS does Frits have an update on the trombone pipe he posted earlier?

While i was having a poke around the net i came upon this http://en.wikipedia.org/wiki/Pressure_wave_supercharger

A pressure wave supercharger (also known as a wave rotor[1]) is a type of supercharger technology that harnesses the pressure waves produced by an internal combustion engine exhaust gas pulses to compress the intake air. Its automotive use is not widespread; the most widely used example is the Comprex, developed by Brown Boveri.[2] Ferrari tested such a device during the development of the 126C Formula One car. The system did not lend itself to as tidy an installation as the alternative twin-turbocharger layout, and the car was never raced in this form[3]. A more successful application was in the RF series diesel engine found in the 1988 Mazda 626 Capella; ultimately 150,000 Mazda diesel cars were fitted with a Comprex supercharger. Other users included Peugeot and Mercedes-Benz. The Greenpeace SmILE concept car uses a Hyprex pressure wave supercharger developed by the Swiss company Wenko AG.[2] NASA uses wave rotors in experiments attempting to increase gas turbine efficiency. The wave rotor is placed between the compressor, combustor and turbine sections in order to extract more energy from the combustion process
PrincipleThe process is controlled by a cylindrical cell rotor whose speed is synchronised with the engine crankshaft speed via a belt or chain. Individual cells alternately open and close the exhaust gas and fresh air apertures, when the aperture on the exhaust gas side is reached pressurised exhaust gas flows into the cell and compresses the fresh air there. As the cell rotor continues to rotate and reaches the aperture on the inlet side the compressed air flows to the engine. Before the exhaust gas can flow the aperture is closed again and the exhaust gas column is reflected before entering the engine. The exhaust gas exits at high speed sucking further intake air into the cell behind it repeating the process.

[edit] AdvantagesEnergy exchange in the pressure-wave supercharger occurs at sound velocity, resulting in good response even at low engine speeds, a common downfall of turbocharged engines. It combines the advantages of mechanical and exhaust gas supercharging.

[edit] Control systemA control system, to optimise performance, was patented in 1986 by Hachiro Aoki for Diesel Kiki Co. Ltd., Tokyo, Japan - United States Patent 4563997.[6]

well not exactly what i was looking for i found it interesting and i had never heard of the concept

oh Swissauto that rings a bell.....

[Yow Ling]

Heres an interesting thread on machining 2T stuff, covers resleeves, honing and other interesting stuff

http://forums.everything2stroke.com/...ecrets-inside?

[Bert]

Heres an interesting thread on machining 2T stuff, covers resleeves, honing and other interesting stuff

http://forums.everything2stroke.com/...ecrets-inside?

What a gold mine.. well worth reading.

[richban]

Yes I know this is a 2 stroke thread but I did say to Rob I would post the latest results from the dark side.

So here it is. Almost 2hp above the old fast engine. Lots to still do. I ran out of needle options so could not fix the hole at 8. I will try make a new needle today.

Also running the stock FXR ignition at this point so will be looking at the ignitech after I get a EGT and CHT Gauge.

But happy for now.

[F5 Dave]

I imagine that torque curve would look entirely different if run up on a dynojet, far less dippy.

Funny how the Dyno Dynamics SW designers decided that the most important feature was a Max HP reading in a big box. Yet ease of storing of files wasn't a key feature.

[kel]

Almost 2hp above the old fast engine.

Damn who would have thought 27hp at 11k from a diesel. You'll be up for the first round of the NI series? I sure would like to see a true back to back on the ESE dyno.

[richban]

I imagine that torque curve would look entirely different if run up on a dynojet, far less dippy.

.

Thats the fuel ratio. he he.

[richban]

Damn who would have thought 27hp at 11k from a diesel. You'll be up for the first round of the NI series? I sure would like to see a true back to back on the ESE dyno.

Yeah back to back will tell the true story. I will try to come up. 27 at 11. What at 13? Lots of work to do. There should be power at the limiter so something is holding it back. Could be the stock ignition could be fueling. Will se with more time.

[TZ350]

... 27 at 11. What at 13?

Its looking good, my pick is, 27+hp @ 11 and at least 6k useable power spread when its sorted.

Maybe Rich will get 28-29 with a few more rev's, very much impressed.

[FastFred]

Damn who would have thought 27hp at 11k from a diesel.

and more to come too by the looks of it.

My opinion is that a 28PS 25 NM air cooled two stroke 125 would currently clean up in NZ buckets.

TeeZee has been talking about whats needed for a while now and has been showing the way.

Its only my opinion SS, but I think you might need to raise your sights a bit.

[Grumph]

and more to come too by the looks of it.



TeeZee has been talking about whats needed for a while now and has been showing the way.

Its only my opinion SS, but I think you might need to raise your sights a bit.

I'm starting to come to the belief that the limiting factor in air cooled 125 development may be the ability of an iron linered barrel designed for a commuter bike to handle the heat rejection levels required for those power levels.

i suspect both Frits and Wob may agree - Frits has said something similar I thnk.

A safe level may actually prove to be around 27 - 28 hp....unless you go to fan cooling....
Short dyno sessions are just that - races are actually quite different.

[husaberg]

and more to come too by the looks of it.



TeeZee has been talking about whats needed for a while now and has been showing the way.

Its only my opinion SS, but I think you might need to raise your sights a bit.

he started off mouthing with 24hp that was ample i think.

I'm starting to come to the belief that the limiting factor in air cooled 125 development may be the ability of an iron linered barrel designed for a commuter bike to handle the heat rejection levels required for those power levels.

i suspect both Frits and Wob may agree - Frits has said something similar I thnk.

A safe level may actually prove to be around 27 - 28 hp....unless you go to fan cooling....
Short dyno sessions are just that - races are actually quite different.

Dt175 which are common were similar head plus many others too i guess. that would be legal as well.
My iron Villiers had the fins turned off and alloy fins shrunk on. Yeah i know not ideal but neither was the iron cylinder either........

The AJS porcupine, well you can guess what the finning was like can't you.....


A lot of the 50's works bikes had a very very high proportion of Silver in them too.....

[bucketracer]

Yeah back to back will tell the true story. I will try to come up. 27 at 11. What at 13? Lots of work to do. There should be power at the limiter so something is holding it back. Could be the stock ignition could be fueling. Will se with more time.

Might be only one 27hp FXR at the moment but now the 4-stroke boys have the formula you can bet there will be some more high powered 4's soon.

Good effort.

[bucketracer]

I'm starting to come to the belief that the limiting factor in air cooled 125 development may be the ability of an iron linered barrel designed for a commuter bike to handle the heat rejection levels required for those power levels.

....unless you go to fan cooling....

I cant immediately remember who, but near the beginning of this thread there was someone who tried to mock TeeZee for all the copper and his idea of using cpu heat sinks and fans for extra cooling I guess they were wrong.

[Kickaha]

I'm starting to come to the belief that the limiting factor in air cooled 125 development may be the ability of an iron linered barrel designed for a commuter bike to handle the heat rejection levels required for those power levels.

Would fitting an alloy liner and nicasil coating it be better then?