ESE's works engine tuner

**Frits Overmars** · 21st October 2013, 12:09

I'm getting more and more curious, Neil. I like the coolant passages through your exhaust bridges. And I noticed some design similarities

.
I was fortunate in not having to take the long way via wood, wax, bondi fill, casting resin and sand; I went directly from bits and bytes to AlSi12 (with more than a little help from my friends and the university of Dresden, Germany).

**Flettner** · 21st October 2013, 13:21

Frits
Unfortunately we don't have a university of Dresden here in Eureka.
I don't think Universities here in NZ are particularly interested in this kind of work.
I like doing this stuff ( pattern making ) the old way and by showing the process off here maybe someone else might take up casting parts too, I'm still fascinated by this process even if it old.
Yes my cylinder may look the same but is quite different than your setup.
Yes the gap is for water cooling through the bridge.
nckm@wave.co.nz will contact me.
May we learn more about the "casting" ( metal part ) in the third picture?

**Frits Overmars** · 21st October 2013, 22:34

Originally Posted by Flettner

I like doing this stuff ( pattern making ) the old way and by showing the process off here maybe someone else might take up casting parts too

Bravo!

my cylinder may look the same but is quite different than your setup.

Yes, I am extremely curious about your transfer ports.

May we learn more about the "casting" ( metal part ) in the third picture?

You're right in putting quotation marks around this "casting" because it is not the pouring of molten metal. Nowadays everybody talks about 3D printing, but it is not printing either. 3D printing is building up an object by depositing drops of material where you need them.
The proces I used is called Selective Laser Melting. You don't deposit material; the material is already there; it is an even bed of fine metal powder. Then a laser locally melts the powder, after which another layer of powder is laid over the previous layer. Then the laser comes again; then the next powder layer comes, etc.
These videos may give you an impression:
http://www.youtube.com/watch?v=Iayfa1JJbxs
http://www.youtube.com/watch?v=apZDtnzUq_o
http://www.youtube.com/watch?v=2aPIKpHwGYY

**Flettner** · 22nd October 2013, 07:28

Yes I'm aware of this system, I've seen it before. Thought it might be useful to make pistons with metal changes toward the top. No, I'm more interested in what's inside the "casting", perhaps tangential exhaust ports?
My cylinder layout will become clear as the cylinder patterns take shape. Water core next.
TZ, this is the two pot casting resin I use ( the white stuff ) and the tin is full of paint on waxing agent.
not to be eaten for lunch.

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**Frits Overmars** · 22nd October 2013, 08:16

Originally Posted by Flettner

May we learn more about the "casting" ( metal part ) in the third picture?
........................................
Yes I'm aware of this system.... No, I'm more interested in what's inside the "casting", perhaps tangential exhaust ports?

I see; I thought you were curious about the selective laser melting technique but you were really showing an interest in my cylinder, just as I am interested in yours

There's nothing tangential; all exhaust ports and all transfer ports are radial. I like to keep things simple, you know. Besides, tangentials wouldn't work in my layout.
Too bad I can't attach ZIP-files here; otherwise I could have shown you a series of slices through the cylinder. I will try to find a solution to that.

**Flettner** · 22nd October 2013, 10:22

I feel guilty for asking, but that would be great if you can.

**TZ350** · 22nd October 2013, 16:01

I am learning as I go and have found that in setting up an EFI there are a number of things to consider.

1) Start Conditions range of Temperature and engine RPM where start conditions stop.
2) Starting cold or warm starting at cranking speed
3) Transition from cranking speed to low running warm up speed.
4) Warm Up at higher speeds like, while blipping the throttle.
5) VE Map Volumetric Efficiency also called Speed Density or Load map, the axis are RPM/MAP
6) Alpha N map, the axis are TPS/RPM
7) A way of switching between or Blending the VE and Alpha-N maps

The EcoTrons EFI has some basic fuel factor settings and curves associated with getting the engine started and warmed up.

Global Factor, ranges from 0 to 4 , < 1 it leans things off, > 1 it richens things up.
Start Factor only applies at cranking speed and its value reduces to 1 at 1000 rpm
After Start Factor lasts 60 sec and is the transition from Starting to Warming Up
Warm Up Factor lasts up to 360 sec, shorter if the engine warms up quickly.

These Fuel Factors are multiplied together by the CPU to dynamically get the Fueling value required.

Start Fuel = Start Factor * Global Factor
After Start Fuel = After Start Factor * Warm Up Factor * Global Factor
Warm Up Fuel = Warm Up Factor * Global Factor

After the motor has warmed up the Fueling is governed by the Global Factor and Load (VE/MAP) or Alpha-N (TPS/RPM) map.

Fuel = Global Factor * Load (VE/MAP)map.
or
Fuel = Global Factor * Alpha-N (TPS/RPM)map.

The Global Factor is just a quick and dirty way of leaning or enriching things up. When all the maps are OK the Global Factor should have been able to be set at 1.

I have been able to get the Beast to start and run roughly during warm up but after a few minutes when it gets to running temperature it splutters to a stop.

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When its warming up the bottom middle gauge “Fuel PW1 Milli-Seconds” which is showing the fuel injector pulse width for injector 1 was running at 2milli seconds then it jumped up to 3.5 and the motor stoped.

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This suggests to me that the first (load) map is set too rich as indicated by the dotted line on the right of my graph.

**F5 Dave** · 22nd October 2013, 16:34

Maybe you could pool this rich gas mixture into a collector & run a cotton wick up through it to give you some adjustment of the mixture

**Flettner** · 22nd October 2013, 19:36

Tangential, no I suppose not. Fuel air would tend to swirl out the exhaust on the way up the cylinder.
Not having a clean back of the cylinder to use as a wall, as a normal cylinder, central plume is how it is then ? How is this cylinder performing? Assuming it's all finished and running now?

My cylinder is using a tangential transfer system, just like the system in my two piston ( one cylinder ) uniflow. Two different styles of ports in tandem, repeated all the way round the cylinder. Six wide transfers in total.

Progress has to fit in with work, you know the curse that keeps it all going.

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**pete376403** · 22nd October 2013, 19:52

Originally Posted by Frits Overmars

Too bad I can't attach ZIP-files here; otherwise I could have shown you a series of slices through the cylinder. I will try to find a solution to that.

Dropbox - free, gets you a fair bit of storage, you can select who you want to share files with

www.dropbox.com

**speedpro** · 22nd October 2013, 21:27

If you have the gauges displayed while the motor is running you can open "Fuel System" and then After-start and Warm-up factors. The actual value being used will be highlighted. I see two possibilities with the problem you have where it cuts out suddenly as it warms up.
If it cuts out at the same time after you start it, from the same temperature, then I'd look at the values in the "After-start" table as it could be suddenly dropping fuel out after a set time.
If it cuts out at the same temp each time then I'd look at the "Warm-up" table at that temp to see if there is a big decrease in fuel at that temp transition.
On the 4-stroke tables I'm using I was amazed how much extra fuel was injected at start and warmup. I'm supposing the 2-stroke tables are similar.
I've actually reduced the fuel multipliers a bit with no apparent ill-effect. Reducing it too much makes response from low revs a bit sad.

**SwePatrick** · 25th October 2013, 19:47

As i said before,, run it rich when it finally has started
get it running without any compansations at all.

When heating up you will notice that engine is getting richer and richer(write upp values).
Lean off so it runs fine when warm(write up values)

shut it off.

then add cold compensations to the level it started before all in all added together.
basemap,and compensations together to the level where it started with no compensations.

Rgds

**Yow Ling** · 26th October 2013, 07:29

Originally Posted by Flettner

Yes I'm aware of this system, I've seen it before. Thought it might be useful to make pistons with metal changes toward the top. No, I'm more interested in what's inside the "casting", perhaps tangential exhaust ports?
My cylinder layout will become clear as the cylinder patterns take shape. Water core next.
TZ, this is the two pot casting resin I use ( the white stuff ) and the tin is full of paint on waxing agent.
not to be eaten for lunch.

Hi Flettner, I guess these materials are available from nuplex, what about the other casting materials like the greensand , the parting sand etc where are these sourced from. Can you make some suggestions on the best materials for home use , you tubing has given me some idea , but why reinvent the wheel.

**husaberg** · 26th October 2013, 13:11

Originally Posted by Yow Ling

Hi Flettner, I guess these materials are available from nuplex, what about the other casting materials like the greensand , the parting sand etc where are these sourced from. Can you make some suggestions on the best materials for home use , you tubing has given me some idea , but why reinvent the wheel.

**Flettner** · 26th October 2013, 20:50

Husaberg, you are a wealth of knowledge, and certainly a resource!

I get all my sand and stuff from Thames Foundry, he also pours my moulds now after our little home foundry accident.

I'm out of pattern making mode for the next few days as I'm preparing the F9 for round two of this years VMX ( now carbed ). I have lost a lot of interest in this bike now the EFI is out of it and most of my needles and jets have been modified for ethanol. I have to run it on petrol now.
I'll have to find a new bike to EFI.

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