ESE's works engine tuner

[husaberg]

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Back to working on the EFI project.

Attachment 328055

I kept having problems with the original 12Volt water pump and eventually it burnt out. So I found this little beauty lying around the workshop and plumbed it in for a temporary fix. The unkind suggested I put a skate board under it and ride the outfit in the side car class. The up side with the 12V pump being temperamental was that I found the engine boils up nicely without any damage, did it quite a few times.

Attachment 328054

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If you ask sidecar bob nicely he might give you a BMW one for exchange of some brown bubbly or similar, they are 12 volt variable speed about 50-60 liters/min peak and will need a conroller to work at peak efficiency.
On the beemers they get replaced fairly regular as they have had some issues with them.
http://www.miataturbo.net/engine-per...troller-69420/

[TALLIS]

.
Back to working on the EFI project.

A reliable water cooled all day, never fade 28hp should be fun.

Great work rob, can't wait to see it at the track! Don't put any fast buggers on it.

[F5 Dave]

My $50 intercooler pump has been the bastion of reliability. Wish I'd found it earlier

Bit like this. . . golly that's got expensive. Still. . .


http://m.ebay.com/itm/CXRacing-12V-D...%257Ciid%253A4

[husaberg]

My $50 intercooler pump has been the bastion of reliability. Wish I'd found it earlier

Bit like this. . . golly that's got expensive. Still. . .


http://m.ebay.com/itm/CXRacing-12V-D...%257Ciid%253A4

https://www.kiwibiker.co.nz/forums/s...post1130079948
http://www.autospeed.com/cms/article...rt-2-&A=107760
Subaru

or different syle to earlier smaller aux one i posted bmw
http://prussianmotors.com/empower/images/inv_002617.jpg
BMW-x5-4-4i-4-6is-4-8is-
Pierburg specs
http://armtek.ru/downloads/pg_.pdf
plug for pierburg


diferent flow rates


discussion around various pumps
http://mbworld.org/forums/w211-amg/4...w-about-5.html

[SwePatrick]

Mercedes e-klass circulationpump:

https://www.google.se/search?q=merce...ih=655#imgrc=_

[TZ350]

Thanks for the suggestions. I now have a couple of these coming, not sure how good they are but will give them a try. Big issue is current draw, I am not sure what it is for these, but hopefully small, as I have limited current reserves from the engines alternator, 2-3 amps is all there is to spare.

[TZ350]

Don't put any fast buggers on it.

Wooops, thanks to Ken Seebers generosity Chambers has the doings for a very special, special he is building for Av.

[WilDun]

Frits,
Don't go away! - you are needed here and if you see Wobbly tell him that he's needed too! - that's an order!!

[Frits Overmars]

I kept having problems with the original 12Volt water pump and eventually it burnt out. So I found this little beauty lying around the workshop and plumbed it in for a temporary fix.

In the olden days we used car heater radiators and car heater pumps on our 50 cc racers and we were glad if we could keep the water temperature 'down' to 70°C. Today we try get the temp down to 40°C; radiators have tripled in size and electric pumps have been replaced by engine-driven pumps in all but the smallest engines.
In case you want to (or need to) use an electric pump, the intercooler pump is the best option.

The up side with the 12V pump being temperamental was that I found the engine boils up nicely without any damage, did it quite a few times.

It probably happened to all of us at one time or another. But there is a typical form of damage that you may not notice at first sight:
the piston ring may have become so hot that it lost a good deal of its tension, resulting in reluctant starting and an inexplicable loss of power.

[Frits Overmars]

Frits, Don't go away! - you are needed here and if you see Wobbly tell him that he's needed too! - that's an order!!

Yessir!
Which reminds me of the drill sergeant shouting: "Private Jones, I didn't see you at the camouflage drill yesterday!", to which Jones responded: "Thank you Sir!"

Fact is, I've been on tour, conferring with the experts at Addinol, Germany's largest producer of lubricants (just identify the oldest face in the picture below).
As for Wobbly, I gather that he too is quite busy at the moment. But hey, it's good to feel being missed .

[ken seeber]

It's ok Willy, he's back.
Just goes to show that Addinol does a lot of viscosity testing at sub zero temperatures. Clearly beanie country.
Also shows that there is a big range of experience in the team.

[Haufen]

Thanks for the suggestions. I now have a couple of these coming, not sure how good they are but will give them a try. Big issue is current draw, I am not sure what it is for these but hopefully small as I have limited current reserves from the engines alternator, 2-3 amps is all there is to spare.

I have measured several of these kind, and they all were between 0,8 and 1,5 amps. I think you should be fine.

[adegnes]

I have measured several of these kind, and they all were between 0,8 and 1,5 amps. I think you should be fine.

Same experience here. And the ones I've used flowed about 20l/m if I remember correctly. Think I posted a "test" a while back.

[Haufen]

Out of curiosity, what would be a typical range of BSFC figures for a racing two-stroke on petrol? 0.6ish?

Johnno,
I would reckon that if a racing 2 stroke "on tune" got better than 300 gm/kWhr (0.5 lbs/hphr) then it’d be doing well. Your 0.6 might be closer to the mark.
It’s probably not a matter of charge loss, but a lot more fuel to maintain temperatures.
Agree though, it’d be great to see a full load vs speed plot of BSFC, as would the same for air flow. Both for a race engine, but also for a less tuned engine.
Looking at https://en.wikipedia.org/wiki/Brake_...el_consumption and knowing this is a few years old, and the way that every new high tech engine which comes out is 30% better than the previous engine, we’d (or they’d) have to be close to the 200 gm/kwhr

oldkenno

Here you go. This is from a simulation of a fictional 144cc engine I once did, 12ish BMEP, max. power around 12500, reed intake with 38mm carb, no powervalve, AFR 12,5 in every rpm. BSFC at full load:


and here's the Delivery Ratio (black) and the Trapping Efficiency (red) of the same engine, also at full load.


Typical best point BSFC of today's car engines is just above 200 g/kWh for diesel engines and between 230 and 245 for most gasoline engines. Experimental 4-stroke gasoline engines have already gotten below 200 g/kWh (as should current F1 engines I suppose). When comparing to the two-stroke above, keep in mind that full load BSFC values of these engines are usually higher (a bit for the diesel, and a bit more for the gasoline engine (%-wise)). I have not tried to simulate for best point BSFC on the two-stroke engine above, but might do it one day out of interest (e.g. part throttle, running lambda 1 or leaner, optimized compression ratio and so on).

[oldjohnno]

Thank you Haufen and Ken for your replies. I'd always suspected that the figures might be higher than that based on the generally awful fuel consumption of two stroke street bikes that I've had. But then again, a street bike spends most of its life lightly loaded at part throttle, so this might be where a 2T's specific consumption is at its highest. I'm doing some dyno testing at the moment; if I have time I'll set up some sort of graduated fuel container and record the figures.