ESE's works engine tuner

[RomeuPT]

Try this and let me know what you think

http://www.ebay.com.au/itm/Dental-Mi...item20d10daea2

Buyed one of those dental 90 angle drillers, is coming

[RomeuPT]

Wob, looking at major exhaust's designs and having you said earlier on this thread that there is no case for a header angle under 1.6º, what happens when we go besides that value, even using a straight pipe?

Blowdown happens between 15 and 20% of the time after exhaust open, so, is that a reason we should start the second stage of header at that percentage lenght, starting to lower the pressure at exhaust port when we have contact with the crankcase?

Thanks

[wobbly]

Answering the first question - you can use twinfire as I call it, dumping 2 cdi into 1 coil in a twin - by purchasing a DC CDI P4.
This has 4 cdi in one box ( twice the size ) and uses a rather older version of TCIP4 software, but does everything you would need.
You will need some serious power supply capability to keep that system from pulling down the voltage.
Im doing exactly that in the new TZ400 im building with two of the huge Crane coils.

Re the header dimensions, the reason for the latest configurations is to try and get the best, widest spread of lowest depression in the cylinder, from the diffuser sucking on the Ex port
around BDC.
Initially the diffuser is actually too close to the port at the bottom of the powerband, and the depression max is too early in the cycle ( transfers not fully open for best bulk flow )
Then into the overev the max depression point is too late, as the transfers are closing.
So the header end point can be moved around a little to tailor the shape, and peak intensity point where we want max depression in the cylinder for best power at a certain rpm.

[TZ350]

Now wouldn't this be fun .....



http://www.trademe.co.nz/motors/car-...-602865885.htm

To see this running

https://www.youtube.com/watch?v=flZzJVilY-I

http://youtu.be/yKtYSkmvPV0

http://youtu.be/QrgTtZXuj4w

[Dutch Fisher]

Is using twinfire really adding voltage to intensify the spark temperature or adding spark duration, something that CDI systems lack

[RomeuPT]

Answering the first question - you can use twinfire as I call it, dumping 2 cdi into 1 coil in a twin - by purchasing a DC CDI P4.
This has 4 cdi in one box ( twice the size ) and uses a rather older version of TCIP4 software, but does everything you would need.
You will need some serious power supply capability to keep that system from pulling down the voltage.
Im doing exactly that in the new TZ400 im building with two of the huge Crane coils.

Re the header dimensions, the reason for the latest configurations is to try and get the best, widest spread of lowest depression in the cylinder, from the diffuser sucking on the Ex port
around BDC.
Initially the diffuser is actually too close to the port at the bottom of the powerband, and the depression max is too early in the cycle ( transfers not fully open for best bulk flow )
Then into the overev the max depression point is too late, as the transfers are closing.
So the header end point can be moved around a little to tailor the shape, and peak intensity point where we want max depression in the cylinder for best power at a certain rpm.

Thanks Wob.

I have a DC CDI-P running for over a year now. Pretty nice. Hope that ignitech will update software or change the hardware to tune the spark plug energy, as seen it could increase top end power...

On header entrance as example, if I remember, NSR 125 exhaust round exit is 37, and exhaust header is 38. DTR 125 round exit leaves at 32mm and the header in a famous aftermarket exhaust is 33. I am wondering if this is the rule of thumb to follow, or if it would be better to go 1,5 or 2mm wider instead of just 1mm that is sometimes the tolerance needed to eleminate outward kinks. Maybe I will try to go with a 25mm lenght round transition from 32 to 34 for example without any kinks.

If is was oval, then I would be wheel advised

Sorry if I am posting too many hard questions.

Thanks

[wobbly]

The twin fire setup does not add any voltage at the plug.
The two cdi output capacitors in parallel,simply doubles the available stored energy.
This translates into exactly the same arc over performance but increases the burn time duration, as the caps energy is drained into the ionised gap.
The only other way to increase burn length is to increase the inductance of the coil.
Using a PC based oscilloscope with an ignition analysis app,I saw the burn duration at x4 using twinfire and a Crane coil, over a standard single cdi and RS125 coil.

Re headers, at this stage the duct exit, and header entry I can only define in relation to the port effective area.
For a racing T port or tripple port setup the header should equal the whole effective area, and the duct exit = approx 75% of the area.
A CNC transition from oval to round makes the best connection between the two areas, with the oval width the same as the header diameter.

For a single racing Ex port ( that is - 72% and around 200* ) the duct exit and the header entry should both be around 90% of the Ex effective area.

Frits has pointed out, and I completely agree that the relationships should be based on the Blowdown capability, but that would need some time to find the correlation.

[Flettner]

TZ I've finally finished your valve, time has been at a premium lately. We will have to arrange delivery, perhaps I'll drop it off at your "secret test facility deep in the forest"? ( Auckland ).

Here is my secret test facility deep in the forest. This bike is just too much fun! This bike is just too reliable, change filter sleeves, put fuel in, ride. It has never been this reliable until EFI was fitted? Why?

[F5 Dave]

Looks like you had a better track than we had at desert storm. Got seriously unpleasant. Nothing like a 2 stroke in the dirt though.

[Flettner]

I had a great time. Epic Events do a good job. I took the YZ as well and did a loop with that first but had most fun on the Kawasaki. Track did cut up a bit rough in the end as you would expect. I have never done a Desert Storm.

[TZ350]

TZ I've finally finished your valve, time has been at a premium lately.
We will have to arrange delivery, perhaps I'll drop it off at your "secret test facility deep in the forest"? ( Auckland ).

Yes I am ready for it now. If you like, you could bring your Kawasaki up for a run on the dyno after work or weekend.



I have recycled the old triple port cylinder and fitted injectors to the back of it and got all the bits I need for the fuel pump and plumbing. Hopefully I will get the cylinder onto the bike this week.

The plan is to fit the cylinder and do a few runs using the carb for a base line then fit the Ball Valve and fuel injector plumbing and see where we get to.

[TZ350]

I had been working on simulating the old plenum idea with EngMod2T.



Then I thought to ask my good friend EngMod what the 32mm Ball Valve might look like with a 24mm venture insert behind it.



EngMod2T crank hp simulation of a 3 litre Plenum Red line vis EFI Ball Valve with 24mm venturi Blue.

I guess I will try the 32mm Ball Valve with the 24mm venture insert first.

[RomeuPT]

The twin fire setup does not add any voltage at the plug.
The two cdi output capacitors in parallel,simply doubles the available stored energy.
This translates into exactly the same arc over performance but increases the burn time duration, as the caps energy is drained into the ionised gap.
The only other way to increase burn length is to increase the inductance of the coil.
Using a PC based oscilloscope with an ignition analysis app,I saw the burn duration at x4 using twinfire and a Crane coil, over a standard single cdi and RS125 coil.

Re headers, at this stage the duct exit, and header entry I can only define in relation to the port effective area.
For a racing T port or tripple port setup the header should equal the whole effective area, and the duct exit = approx 75% of the area.
A CNC transition from oval to round makes the best connection between the two areas, with the oval width the same as the header diameter.

For a single racing Ex port ( that is - 72% and around 200* ) the duct exit and the header entry should both be around 90% of the Ex effective area.

Frits has pointed out, and I completely agree that the relationships should be based on the Blowdown capability, but that would need some time to find the correlation.

Great Info. Thanks

[TZ350]

The head gasket is to thermally isolate the head from the cylinder, the cylinder normaly runs hotter.



The GP piston normaly has a hole for the rear boost port, I have extended it in the hope that some of the mixture from the middle injector will cool the underside of the piston. The slot is about the length of the maximum time the injector will fire for. There are side vents in the piston too, in the hope they will aid transfer flow from under the piston.

Will it work? will the piston break? who knows? guess I will find out soon.

[speedpro]

Looking at that piston you should let Kel have first ride .