ESE's works engine tuner

[Condyn]

Thank you for the explanation. It matches what I am seeing. My customer sent me his datalog Which seemed strange to me because there was random downward spikes in the rpm logs which mostly occurred late in the races, or at the end of a long straightaway. His wash was non existent but the transfer windows/ducts looked somewhat wet. The plugs look like they have flecks of aluminum on them, but it must be microscopic damage because the pistons look undamaged, unless the flecks are coming from the ring grove ( which I have not asked for a photo of ) where it is getting pounded by the ring.

[wobbly]

A normal ring has a bright shiny bottom surface from being pressed down and moved back and forth into the Exhaust port.
That ring has serious deto, the bottom ring groove face will be torn up.
The EGT dropping at the end of the straights is a sure and obvious sign deto is occurring.
Kart datalog gauges have warning lights to show just under the max achievable EGT value and prevent damage.

[porttiming124]

Question for Wayne. You already said that on a 2-cylinder engine with a Y-pipe, you cut the piston skirt on the exhaust side so that the exhaust port remains slightly open when the piston is at top dead center. Is this a fragile area? If I run tests on the dyno, can I go to 1mm per step? How many millimeters did you leave the port open when you were finished? Do you remember, to give me an idea please?
Thank you .

[wobbly]

The initial engine was a " stock " SeaDoo 951, this had the skirt 3mm above the port floor.
This created havoc with the tuning of the pumpers, that were already severely reverse jetted at about 2 1/2 B - 1/4 T.
That wasnt possible with the cut skirts, and the needles ended up near closer together.
It was near on 4 boat lengths faster to the first buoy, and won a title at Havasu.

Another cheat on that engine was a clear ceramic coating on the piston crown and combustion chamber, inboard of the squish area.
The tech officer commented that it was no wonder we had won so easily, as the squish was shinny metal, and inside that was real burnt black - and no one else had that clearly defined pattern.
I said " yea I tuned it near death ", which was close to the truth.

Later we did a stroked/big bore open class SeaDoo at 1140cc with twin pipes and fuel injection - the cut skirts did not work in that scenario.

[lodgernz]

A normal ring has a bright shiny bottom surface from being pressed down and moved back and forth

That's what Epstein said

[wobbly]

That's what Epstein said

.

Reminds me of a visit to the doctor where I told him my anus was painful - he said where exactly, my reply was around the entrance.
He said as long as you keep calling it an entrance , it will keep on being painful.

[lodgernz]

.

Reminds me of a visit to the doctor where I told him my anus was painful - he said where exactly, my reply was around the entrance.
He said as long as you keep calling it an entrance , it will keep on being painful.

Almost wet myself larfing!

[wobbly]

For more information there is this unwanted but apparently thoughtful Xmas gift. Free to anyone wanting to bone up on the subject. Very in depth.

[porttiming124]

The initial engine was a " stock " SeaDoo 951, this had the skirt 3mm above the port floor.
This created havoc with the tuning of the pumpers, that were already severely reverse jetted at about 2 1/2 B - 1/4 T.
That wasnt possible with the cut skirts, and the needles ended up near closer together.
It was near on 4 boat lengths faster to the first buoy, and won a title at Havasu.

Another cheat on that engine was a clear ceramic coating on the piston crown and combustion chamber, inboard of the squish area.
The tech officer commented that it was no wonder we had won so easily, as the squish was shinny metal, and inside that was real burnt black - and no one else had that clearly defined pattern.
I said " yea I tuned it near death ", which was close to the truth.

Later we did a stroked/big bore open class SeaDoo at 1140cc with twin pipes and fuel injection - the cut skirts did not work in that scenario.

It couldn't be clearer, thank you Wayne.

[koenich]

Several racebikes I look after already have the Mychron 5 2T with expansion to run 2X EGT - so I am looking for the most cost effective way of getting suspension data into
that package.

Bit older but might be still of interest - just saw that you can expand the Mychron 5 and 6 with an ACC3 - Analog Can Converter which runs @ 1000 Hz, not limited by the 25 Hz of the Mychron.

https://www.aim-sportline.com/en/pro...tion.htm#start

Can purchased for all sorts of inputs, e.g. 2 x TC and 2 x Analog 5V for suspension or 4 x Analog 5V.

[Flettner]

In reality, how useful would Engmod2 be for optimizing my AG100, twin port?
Or my new disc valve engine with the VVT sliding gib. Also twin port.

[Vannik]

In reality, how useful would Engmod2 be for optimizing my AG100, twin port?
Or my new disc valve engine with the VVT sliding gib. Also twin port.

As soon as you have activated your copy I will send you a pack file of the Greeves Oulton with two exhaust ports and exhaust pipes. So no problem with the first part. I am working on the second and third parts - variable disk valve timing and inlets on both sides. It can already do a 3 cylinder Volvo Penta (designed by Konig) that has two rotary inlets on the center cylinder.

[koba]

How great is that?! ^^^

I would suggest that even without the custom development, I'd expect a model with the same port areas etc. would give a good idea of the balance to strike between transfer and exhaust area etc.
I'm not sure if that makes sense or not, basically I think that if you were to make something as close as possible in the sim it is still likely to give a good idea on where to focus development efforts.
I think.

[wobbly]

Welcome to the real world finally Neil.
At the moment you have absolutely no idea of the most important relationship in the whole design, that being the Blowdown and Transfer STA for the required Hp at the required rpm.
Exhaust port STA is pretty much irrelevant, except when using the available radio button to calculate the estimated duct exit area of 75% of the Exhaust Effective Area ( for a Triple or T port ).
That is designed for high bmep engines, for single port lower bmep scenario's it uses 90% exit area ( maybe something for Neels to check on in the old twin port code ).
The current paper on this technology is in the Files section on the EngMod Facebook site, but I am updating that geometry at the moment as the NDA on all that stuff has now expired.

TM has been sold to an Italian finance ( read Mafia ) group, and they now wont release in house CAD files to me for development work.
Even with a new NDA, so they can go to hell ( I will use much stronger language than that when I finally tell them ).