ESE's works engine tuner

[kel]

If you have to buy the "competition" studs seperatly then that would suggest this is a non comptition part

Well said, clearly a non competition part. I wonder how long it will be before some bolts one of these up to a KE125 bottom end

[Haufen]

The swine. I've seen something similar in a dream a few years ago. Haven't had time to implement & well. . . his is well more advanced than my trying to get around a compromise of a 1979 engine. But I'll sue!

Not sure if I understand you correctly. What I meant to say was, that, if the other picture had been published before the patent application, that patent might be useless or less useful as it costs money every year and chances in court might have been diminished.

[F5 Dave]

I was kidding of course, but it shows that there are no original ideas, just innovative implementations by motivated people. My motivation can be a bit simian.

Ohh look, Bananas!

[TZ350]

I have often wondered why no one has really gone into expansion chambers in a big way on this thread.....

They have you just weren’t looking. In fact your first rants were about how Thomases cousin stole the worlds best pipe design from your mate the pipe genius and that was why all Asians could not be trusted ever again

Recently I have been trying to find the posts that talk about pipes and collate and edit them. There is heaps of it and pages 620 630 640 650 660 670 and 680 have un edited collections of raw material. If your interested in expansion chambers they are worth a look.


Pages 610 600 590 580 570 ..... 100 etc all have links lists to other stuff, then there is the Thread-Tools View-Thread-Images option that also helps to find the interesting pictures and posts.

http://www.underdogsracing.com/fospipe.html


The Basic Team ESE Suzuki GP125 1980's Engine.



Transfers open 114 ATDC for 132 Duration A port angled 12 deg up (Std), B port 5 deg up.
Exhaust opens 80 ATDC for 200 Duration and 72% port width.
Inlet opens 145 BTDC closes 80 ATDC 32mm equivalent dia port window, 24mm taper bored carb, 135mm inlet tract from RV to bellmouth.
Old Honda RS125 exhaust.

We got most of the improved performance from widening the rear transfers as much a possible and opening the exhaust port to 72%



The only real difference is the 30hp engine has an exhaust port opening 78.5 ATDC for 203 duration and 75% wide.



Comparison of 27 and 30 rwhp engines.

Page 500 .....

No need to have a peaky engine. Here are Two Very useful Tools. EngMod2T a 2-Stroke simulation package and a handy (and cheep) Porting Calculator from:- http://www.porting-programs.com/ which is based on Blairs work.

Rich's 4-Stroke

Post has links to basic info for 27hp engine

Because a few people have asked about the GP engine, to save wading through 270 pages, these links go to the more relevent posts about the 27hp engine. Different link collections can be found on the decade pages 80-90-100.....260 etc.



27rwhp 1978 Suzuki GP125

Post has links to basic info for 30hp engine

EngMod2T



For something different Page 400 is going to be the basic info for building a 30+hp Suzuki GP125 taken from the EngMod2T simulation files.

Crank HP. Simulated Dyno Graph from EngMod2T using an early RS125 pipe.

EngMod2T's main screen for developing the model.

Basic engine dimensions.

Exhaust port dimensions.

Transfer port and duct dimensions.

Transfer port cylinder entry design and angles.

There are over 3,500 images on this thread. To find the interesting ones use Thread Tools near the top of this page and View Images, then sort them from the Beginning and 70 to a page. Click on the Image to view it and the little N/A sign to go to the Post about it.

On each decade page, 490, 480, 470, 460 etc there is a collection of links or a collection of the more interesting technical posts from the last ten pages.

A bit of an index .....

Page 490 The Trombone, Ex port resonance and Transfer port stagger.
Page 480 A vid of the Trombone, transfer timing and hot gases entering the transfers because of insufficient blow-down for the rpm.
Page 470 Blow-down STA ... Specific Time Area.
Page 460 No list but the page talks about Boost Bottles.
Page 450 Links to the basic info for building a 30+ hp Bucket.
Page 440 No list, page talks about power and air correction jets.
Page 430 Carb inlet lengths and crankcase volumes.
Page 420 Transfer ports and the importance of the up swept angles, the Leaning Tower of Pisa principle explained.
Page 410 Rolling road dynos, main and power jet ratio.
Page 400 Links to the basic info for building a 30hp Suzuki GP125 Bucket engine.
Page 390 Links to Frits collection of Aprilia stuff.
Page 380 Transfer duct shape and STA's.
Page 370 No list but the page talks about Jan Thiel and racing 50's.
Page 360 Frits chamber calculations formula.
Page 350 PJ switching, Wob and crank shaft balance.
Page 340 Muriatic Acid, main brg float, Husburgs con rod dimensions.
Page 330 No list, page talks about expansion chambers, race gas.
Page 320 High temp silicon, Yama Bond, crankcase sealing, air solenoids Vid clips of Mamola.
Page 310 Copper for cooling, sprockets for cooling, steering head brgs.
Page 300 How to determine STA numbers.
Page 290 B/E dimensions, delivery ratio, Honda Ex Step, stinger nozzel
Page 280 Aprilia RSA port layout explained, pumper carb, links to gluing up the GP cases.
Page 270 Link list on how to make a decent high 20's hp Suzuki GP125 Bucket engine.
Page 260 Over rev cough and what it means, Mallory metal for crank balancing.
Page 250 27hp from a 1978 Suzuki GP125
Page 240 Aprilia RSA cylinder stuff.
Page 230 Porting Calculator and a lot of other useful tech links.
Page 220 RG50 part numbers, 2-stroke carb atomisers explained
Page 210 Page is mostly about the results from the TRRS
Page 200 Simple 18 hp Suzuki GP Bucket engine using a RG250 pipe.

Etc ...

For the 4T boys ... the Polyquad Head

interesting article:
http://motortecmagazine.net/article.asp?AID=1&AP=1

[Farmaken]

[QUOTE=TZ350;1130485469]NOID is right and it was Thomas who recently reminded me to look at the actual power to weight ratio of the faster bikes, and at 30hp and 210kg with rider and gear the Beast is not that flash. Avs is much better and I think the Beast is easily equalled or bettered by Rick, (FarmaKen maybe) and some of the light 4T's.

So we have the hp, now we need to make a lighter bike.


My bike on the scales at Taumaranui was 85 kg with fuel

Me on the scales with riding gear is 87 kg

Grand total of 172 kg - still miles off Rick and his RS/Tf

I have no idea of Hp for my bike, but am hoping the new triple Ex ports will give me a couple more and cure the hesitation when getting back on the gas after a tight corner - I am pretty sure closed throttle under brakes after being wide open on straights has been leaving the crankcase full of contminated fuel charge( due to insufficent Ex blow down) and causing a big wait and see effect when opening the throttle again.

[F5 Dave]

Depress the lever on the left handlebar 1/2 way. Open throttle part way. Wait for it. Wait for it. NOW - let go of lever & turn throttle as fast as you dare.

[Farmaken]

That is the exact system I have been using up till now - replaced dead clutch on the Saturday at taumaranui . Every thing comes at a price

[FastFred]

I really was certain that the bike Avalon was riding had 24HP, but it goes to show that the race wins for ESE have all come on the shoulders of lower power.

Lower power won't make a heavier bike faster ....

The ESE wins have come on the shoulders of a really good ""power to weight ratio""......

[husaberg]

Lower power won't make a heavier bike faster....

The ESE wins have come on the shoulders of a really good ""power to weight ratio""......

There is still a missing piece of the puzzle steering geometry and weight distribution.
That NSR frame (i think TZ has two) has to be altered/chopped to achieve it.

PS i won't be buying a MXS cylinder i intend to do something else a little more homegrown..........

[FastFred]

That NSR frame (i think TZ has two) has to be altered/chopped to achieve it.

I see TeeZee has been looking at that frame you got him, its light but I think he is looking at how to get even more weight out of it.

Whats this homegrown thing your talking about, new frame, wheels???.

[husaberg]

I see TeeZee has been looking at that frame you got him, its light but I think he is looking at how to get even more weight out of it.

Whats this homegrown thing your talking about, new frame, wheels???.

That's next week.........

[Yow Ling]

That's next week.........

Hey Husa SS90 must have your login

[husaberg]

Hey Husa SS90 must have your login

He can't have as i don't have any prewar 50cc 2 stroke turbo scooter pics

[Frits Overmars]

my gut says its pure competition part....

Can you define 'competition part'? I guess anyone can put it on his street bike and go shopping... But yes, it is primarily meant to win races. So what is decisive? The text on the box?

Do you happen to know when Michael patented his idea? I have seen such a modification on another cylinder on the internet some time ago (2 years or so).

I don't remember exactly, Haufen. It may have been a couple of years ago.

...I am hoping the new triple Ex ports will give me a couple more and cure the hesitation when getting back on the gas after a tight corner - I am pretty sure closed throttle under brakes after being wide open on straights has been leaving the crankcase full of contminated fuel charge( due to insufficent Ex blow down) and causing a big wait and see effect when opening the throttle again.

The 'wait and see' effect can have a couple of other causes. Resonances in the inlet tract when the throttle is closed, can push the fuel in the needle tube down. Then afer re-opening the throttle the engine runs 'dry' for a moment.
And in reed valve engines the opening of the reed in the power band largely depends on exhaust pulsation. Once you close the throttle, combustion stops and there is no more exhaust pulsation. Re-opening the throttle initially has no effect because the exhaust pulsation depends on combustion, and there is no combustion if the reed stays closed. So you open the throttle a little more... and a little more... and then at some point there will be enough fresh mixture in the cylinder to get it firing again. But now the throttle is wide open.... Maybe you can manage that on a bucket but I have seen more than one 500 cc GP-rider flying high in such a situation. Ouch...

[wax]

Hey guys, tz i have been away for a bot how are you going with that cvt setup. Happy to help you where I can. Do you still want to get hold of some cases