ESE's works engine tuner

[peewee]

You first have to do some soul searching before you ask any questions.

What's its intended porpoise?
What revs do you think the piston & rings will survive?
same for crank?
What sort of spread and what peak power revs?
How often do you want to/afford rebuilding it?

thnx for response. intended purpose is max power. rebuilding more often than normal is no problem

[wobbly]

The only way to establish the port timings is to use the STA numbers generated in a CAD program of some sort.
But as I explained before, running the transfers up at 130* would in most cases indicate you are looking to make 50Hp and go to 14,000
in a 125 cylinder with plenty of port width.
In that case 192 is a wild mismatch, no matter what the Ex geometry is, as the Blowdown STA will be tiny in comparison to the transfers ability.
This would mean far too low port velocity in the transfer ducts,where the port then looses coherence of the scavenging streams, and short circuiting kills the power dead - especially
if you somehow manage to get a well designed pipe that will suck like hell around BDC.
Then,not to mention we are fighting the huge residual pressure sitting above the transfers as they open - killing even more the flow velocity, due to the restricted Blowdown STA.

[peewee]

i hear what your sayin. if im starting at 180/124 should i just widen the trans as much as i can, raise exh alittle and widen it then test and see what happens ?

i do have engmod2t but its a bugger puttin in all the info. plus i havent used it enough to decipher the output info

[jasonu]

i hear what your sayin. if im starting at 180/124 should i just widen the trans as much as i can, raise exh alittle and widen it then test and see what happens ?

i do have engmod2t but its a bugger puttin in all the info. plus i havent used it enough to decipher the output info

How about just give it a go. Start conservative and experiment from there. Try not to make too many changes at one time as you will never know what made your project better (or worse). Right or wrong I used to stick to one change at a time.

[wobbly]

In EngMod all you gotta do is enter the basic engine bore/stroke etc and then the Ex and transfer data, and the front page gives you the STA info.
Tells you in a few minutes all the answers you will ever need.

[TZ350]

http://www.kiwibiker.co.nz/forums/sh...warning/page18

Taupo ... Kel was fastest in qualifying and won the next 5 races but towards the end was having to cope with a slipping clutch and needed to nurse the engine by running around with as little throttle as possible. In the sixth race and on the second to last corner before the flag and another win the bike sized and dumped him.

From Frits and Wobs explanations of our experience with the old Beast running really well in practice but failing in the warm up laps at Wellington. We learnt that with a two stroke, to avoid detonation, our full on ignition timing needed to be retarded when the throttle is closed a little bit. So after that we ran a TPS with our digital ignitions.

This time Kel thinks it is just like when the Aprilia riders were doing burnouts and wrecking their engines, high revs and little throttle.

With high rpm and hardly any throttle there is insufficient blow down happening and the hot combustion gases left in the cylinder were backtracking down the transfer ducts over heating the motor and any incoming fresh air/fuel causing detonation and eventually a seizure.

Its counter intuitive I know, but Kels air cooled engine held together at wide open throttle going hard out all day long but just like at Wellington the engine failed when it was being driven in a gentler manner. We will know more for sure, when Kel pulls it down.

[richban]

http://www.kiwibiker.co.nz/forums/sh...warning/page18

Taupo ... Kel was fastest in qualifying and won the next 5 races but towards the end was having to cope with a slipping clutch and needed to nurse the engine by running around with as little throttle as possible. In the sixth race and on the second to last corner before the flag and another win the bike sized and dumped him.

From Frits and Wobs explanations of our experience with the old Beast running really well in practice but failing in the warm up laps at Wellington. We learnt that with a two stroke, to avoid detonation, our full on ignition timing needed to be retarded when the throttle is closed a little bit. So after that we ran a TPS with our digital ignitions.

This time Kel thinks it is just like when the Aprilia riders were doing burnouts and wrecking their engines, high revs and little throttle.

With high rpm and hardly any throttle there is insufficient blow down happening and the hot combustion gases left in the cylinder were backtracking down the transfer ducts over heating the motor and any incoming fresh air/fuel causing detonation and eventually a seizure.

Its counter intuitive I know, but Kels air cooled engine held together at wide open throttle going hard out all day long but just like at Wellington the engine failed when it was being driven in a gentler manner. We will know more for sure, when he pulls it down.

.....EGT?.......
So good when they are working well. Mine on the 300.

[TZ350]

.....EGT?.......
So good when they are working well. Mine on the 300.

That is a neat looking EGT gauge, do they have ones that show EGT and CHT? With deto the head gets hotter and the pipe cooler than optimum.

[RomeuPT]

Hi everbody.

Been watching daily this thread, still amazes me, how much info and experiences I see here.

Been testing a dif head in my CRM 125 engine with the RS cylinder.

11cc got better than the previous I had 10.5cc head.

I think I am gonna to try a 11,6cc head. The ideia is to take one 10cc head that I have with bronze deto ring, it got's around 8mm squish with the radius that get inside the chamber, So I am thinking to get around 6,5mm squish, leave a sharp edge, make a 12mm offset chamber from plug and get a dome height of 9,8 instead of 10mm or more than the actual chamber. This then makes possible to achieve the 11,6cc volume.
But, will the 6,5mm squish be to low, and kills power? That's my doubt, and so what should be done to a bathtub type chamber to keep the squish at arounfd 50% and leave a desirable height? An almost rectangle chape? There is the drawing below of what I am thinking to try.

Thanks

[richban]

That is a neat looking EGT gauge, do they have ones that show EGT and CHT? With deto the head gets hotter and the pipe cooler than optimum.

Nah just these style I think. I will be running the det gauge as well next meeting. Hooked to ignitech. NIce and eazy to read when shit is happening fast.

[peewee]

anyone tried one of these ? i was gonna give it a go mostly for the rpm function but if you have single cylinder you can have rpm and water temp or egt displayed seperate on each screen

http://www.kosonorthamerica.com/koso...temperature-7/

[F5 Dave]

Ooooh. That's my tyre & petrol budget for the whole year's racing & I'm including driving to the events

[Yow Ling]

Ooooh. That's my tyre & petrol budget for the whole year's racing & I'm including driving to the events

Dont you get Racing for family's tax credit?

[Bert]

That is a neat looking EGT gauge, do they have ones that show EGT and CHT? With deto the head gets hotter and the pipe cooler than optimum.

Nah just these style I think. I will be running the det gauge as well next meeting. Hooked to ignitech. NIce and eazy to read when shit is happening fast.

One could use the twin gauge and replace one of the j/k thermocouple with a suitable one for the CHT.



KOSO gauge,why spend that much on a LCD... Which you have to try and read.
Much easier to see the analogue gauge and catch the needle flicker into the danger zone.

[wobbly]

Romeu what fuel are you running - and I assume by your 6,5 you really mean 0.65mm squish.
When you are running big volumes like you are talking the plug is way too far from the piston and you need to change to a toroid.