ESE's works engine tuner

[F5 Dave]

Not wanting to knock the BSL too much I did lose an awful lot of respect for it seeing it toasted by GSXR600s at Wanganui. They did give credit to TSR software for pipe design, but that is only a starting point, you need to know the 'right' answers to the questions for imputing data.

Here's a pic I took last month, it does look a nice bit of kit.

[TZ350]

Yes its beautifully made, but fortune sure did not smile on the BSL. Given more time I am sure they would have got somewhere with it.

But it makes me appreciate Buckets where I can afford to get totaly involved in the development of a bike because racing and development is so much more affordable in F4 and F5.

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[Yow Ling]

Heres something to try when the big gains have already been made http://www.iwt.com.au/cryogenics.htm

drop your engine in liquid nitrogen. Dyno charts to prove the theory

[saxet]

Someone was trying to tell me to spray a fine jet or several jets of a cold gas onto the head....dunno how it fits in the rules..no mention of gas cooling.

[TZ350]

Someone was trying to tell me to spray a fine jet or several jets of a cold gas onto the head....dunno how it fits in the rules..no mention of gas cooling.

Good thinking but the rules are specific "Air Cooled" for a 125 2-stroke but I guese that could be cold air in a bottle.

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[TZ350]

Heres something to try when the big gains have already been made http://www.iwt.com.au/cryogenics.htm

drop your engine in liquid nitrogen. Dyno charts to prove the theory

This is a scrape from that page:-

In this ’ultimate’ test a standard Yamaha KT100S kart engine was used, and after a complete rebuild and normal running-in period, it was dyno tested to give an output as in the following chart named #AJS.101. For peace of mind the carby was removed from the engine before the all-in cryogenic treatment, and the crankshaft seals were replaced after the treatment. The treated engine was then dyno tested and the results obtained are named #AJS.111.

I presume they dunked the whole engine in liquid nitrogen. The boil off would be spectacular.

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[F5 Dave]

Hmm, maybe if he'd acted quickly enough Mike could have Cyrogenically frozen his MB engine until a cure could be found.

[speedpro]

I've been talking to your wife and we agree that you should be frozen, pending a cure.

[TZ350]

we need to examine the impact the combustion chamber has on an engine.

Abnormal combustion, better known as detonation, is more likely with a slow combustion process since it allows time for an additional flame front to start.

And a combustion chamber that has a fast burn rate is essential to increase the engine's octane tolerance.

Air cooled Suzuki motor X bikes that I have had a look at, all had open combustion chambers without any squish and about 22 RWHP. Kawasaki and Yamaha much the same but with squish bands. But the Suzuki was known for the width of its power band.

The jury is still out in our camp over squish/non-squish heads for our buckets.

But it is remarkable the difference it made to the ignition timing requirements of our bikes.

We can see from the ignition timing requirements the difference in burn rates between the open and squish type combustion chambers on our bikes.

I am hoping to get my bike with the squish chamber to Henderson Yamaha's dyno so I can get a printed dyno sheet so we can compare the torqe curves to the other non squish engines.

Scraped from:- http://www.highperformancepontiac.co...ber/index.html

"The problem is that when an engine of this dimension is running at 3000 rpm, there is only a window of 10 milliseconds for the combustion event to take place. Obviously another force must be at work because we all know that a gasoline engine can operate at speeds substantially higher than 3000 rpm. The key is to increase the burn velocity.

It has been established that the flame in an engine travels across the bore at a rate of 10-25 m/s. This is substantially faster than the velocity stated earlier, but it is the reason why gasoline can be used as a motor fuel. To increase burn velocity, turbulence needs to be introduced to the combustion event."

In an engine, this is accomplished by the induction and compression process along with the design of the combustion chamber. During pre-mixed combustion, the effect of the turbulence is to break up or wrinkle the flame front, creating burnt gases in the unburned region, and vice versa. This effectively increases the flame front area and speeds up combustion.

The rest of it can be read here:- http://www.highperformancepontiac.co...ber/index.html

A common analogy that compares an engine to an air pump establishes the fact that the more air pumped, the greater the output. This cannot be denied but it's a one-dimensional statement ignoring the fact that without an efficient combustion event, the air by itself can do nothing. For this reason we need to examine the impact the combustion chamber has on an engine.

Abnormal combustion, better known as detonation, is more likely with a slow combustion process since it allows time for an additional flame front to start.

A combustion chamber that has a fast burn rate is essential to increase the engine's octane tolerance at higher compression ratios.

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[TZ350]

Links.

Terminolagy:- http://www.2-stroke-porting.com/terminology.htm

MSV Mean Squish Velocity Calculator:- http://myweb.tiscali.co.uk/teamsparr...rheadsv2_3.xls

Simulation video clips of 2-stroke scavenging:-
http://video.google.com/videosearch?...um=4&ct=title#

A catalog search engine, pistons, rod kits etc.
http://www.who-sells-it.com/r/mahle-...-2-stroke.html

Using only one ring:- http://www.vintagesleds.com/library/...ing_effect.pdf

The effects of higher compression ratios in a 2-stroke:-
http://www.vintagesleds.com/library/...ompression.pdf

From, Yow Ling. www.zeeltronic.com has fully programmable cdi's about 100 euros.

Stan Stevens RGV Tuning:- http://www.stanstephens.com/rgv.htm.

A MacDizzy Blaster Engine Rebuild with Photos:- http://www.macdizzy.com/1989hhopup.htm

MacDizzy's:- http://www.macdizzy.com/

Modifying a Suzuki open chamber to a squish head:- http://www.ozebook.com/compendium/t5...organ/head.htm

Dispelling 2-stroke tuning myths:- www.fatbaq.com/RS125_dispellingmyths.doc

Gordon Jennings:- http://www.vintagesleds.com/library/...20Handbook.pdf

An assortment of Gennings Articles:- http://www.edj.net/2stroke/jennings

Graham Bell:- http://www.kreidler.nl/artikelen/per...raham-bell.pdf

Yamaha SAE Paper on Porting:- http://www.2stroke-tuning.nl/media/pdfjes/porting.pdf

Gold Mine 1:- http://www.2stroke-tuning.nl/media/

Rate of Fuel Burn:- http://www.factorypro.com/tech_tunin..._vs_power.html

Reading Plugs:- http://www.dragstuff.com/techarticle...ark-plugs.html

Engine formulas:- http://members.bellatlantic.net/~vze...es/engine1.htm

A Handy Coverter:- http://www.mr2ownersclub.com/converter.htm

Detonation:- http://www.factorypipe.com/t_deto.php

Dale Alexander. The Art Of Squishing Things Until They Make Power:-
http://www.aircooled-rd.com/default....ge=squish1.htm
http://www.aircooled-rd.com/default....ge=squish2.htm
http://www.aircooled-rd.com/default....ge=squish3.htm

A preview of Kevin Camerons book “Sportbike Performance Handbook”:-
http://books.google.co.nz/books?id=L...esult#PPA81,M1

TUNING VESPA'S THE NORRIE KERR WAY.....
http://www.scooterhelp.com/serial/tuning.books.html

Crankcase delivery ratios and inlet timing for rotary disk motors:-
http://www.edj.net/2stroke/jennings/delivery_ratio.pdf

The effects of crankcase volume on the delivery ratio:-
http://www.edj.net/2stroke/jennings/...ase_volume.pdf

Piston pin offset and what it means for extra power:-
http://www.motorcycleproject.com/mot...ws-offset.html

4-Stroke stuff but very interesting about porting and combustion.
http://www.gofastnews.com/board/technical-articles/

Supercharged Honda 50 http://www.elsberg-tuning.dk/the%20bikes.html

Drop your engine in liquid nitrogen:- http://www.iwt.com.au/cryogenics.htm includes dyno charts to prove the theory. Thanks Yow Ling.

The Big Tuning Manual from Piper Cams:- http://www.bgideas.demon.co.uk/tmanual/ it talks about combustion chamber shape and swirl patterns, and are PDF's that can be down loaded.

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[TZ350]

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This is a must see! Lots and Lots of pictures. 14 pages.

MacDizy Blaster Engine Rebuild with Photos:- http://www.macdizzy.com/1989hhopup.htm


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[TZ350]

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Flat-Top VS Higher Crowned Pistons:- http://www.2strokeheads.com/tech3.htm

Ski Doo Tech Articals:- http://www.2strokeheads.com/tech.htm

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[TZ350]

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Stan Stevens Tuning.

The combustion chamber domes use the latest 2-stroke Grand-Prix technology with a dual angle squish area and a toroidal shaped combustion area.

http://www.stanstephens.com/rgv.htm.

Wiseco Pistons: We have been testing/ developing Wiseco Pistons for the RS250/RGV. The pistons are forged instead of cast, are incredibly strong and last approx 3 times as long in race conditions. They are lighter than standard and are a direct replacement for the genuine pistons. We have had a batch of pistons made by Wiseco exclusively for SS Tuning.


The RGV pistons have a flat top.

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[TZ350]

The 2008 Yamaha YZ125 uses a flat top piston which matches the specially designed combustion chamber, designed for maximum power delivery and achieves a more complete burn at higher rpms for exceptional power output. http://www.totalmotorcycle.com/photo...25-2Stroke.htm


Yesss the 2008 YZ125 uses a flat top piston just like I do in my bucket.

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[TZ350]

A New Zealand company has redesigned the two-stroke combustion engine with the intention not only of overcoming the shortcomings of the conventional sliding-piston two-stroke engines, but also to produce a combustion engine that can better exploit hydrogen as a fuel. http://www.greencarcongress.com/2006...l_piston_.html

Hows that for different!!!!! It looks like the underside of the piston sweeps a much larger volume than the piston side does. So the motor looks like it is supercharged like the old DKW racers were.

And a water cooled piston no less!!!!

Something different and made in NZ.

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