ESE's works engine tuner

[diesel pig]

one of the very few reasons an Ignitech will not produce accurate ignition curves , is EMI. You MUST use resistor plugs and caps. The other issue is the proximity of the trigger or any other input/output
wiring to the coil charge wires.
They are on opposite ends of the loom plug for a reason.
I always run the coil wires on one side of the bike ( or whatever ) frame, and the triggers etc on the other side.
These simple things remove 99% of issues.
Also depin any unused loom wires, DONT coil them up to operate as very good antennae.

Thanks, Once again for pointing this out, I was just today moving a bike with a ignitech mounted on it, which I have been having ignition problems with for a while and I checked where the unshielded pick up coil wires are running. It is within 5mm of the Ignition coil. I think I now know why I was having problems.

[jamathi]

The RSW Vs the RSA is not even a close apples for apples comparison regarding the physical layout and many other detail changes - I have serious difficulties attributing
the RSA power increase to simply 25cc of CCR = going from 1.238 to 1.227 = only 8/10ths of 1 % change.
That % would be 0.4 Hp in 54, sure, absolutely worth doing, along with at least 5 other changes with far more significance.
But the RSA had its own downsides - the rear valves gear drive, and the front mounted bent pipe that also negatively affected the bikes weight balance and thus its handling.
Jan has said that given the opportunity to do it again, he would far rather have a valve on each side, not one on the back.

I did an ENGMOT-simulation with a disc on each side: no good.
The idea for the RSA came from the flowbench, I saw how much the conrod obstructed the flow.
The result somewhat disappointed me, but I still had some ideas about the internal flow in the crankcase.
But then I retired, and development went the wrong way.
I am still convinced that 60HP would have been possible. but instead a 'Honda-type' exhaust port was tried...........
How STUPID can you be: 3HP less............
I still don't understand this, after all the problems we had at DERBI, where ALL exhaust bridges broke...
We also saw that a bent pipe lost some power.
In the design phase I proposed having an insert in the crankcase, between cylinder and crankshaft so that experiments with in-crankcase flow, turning vanes and case-volume would be easy and quick, I am still regretting this was not done: it was the only way to reach 60HP... as the cylinder had reached its limit.....

[Betaversio]

From having done many racebike sims and then having used a DynoJet to to test the project built directly off the sim result, the average loss from crank power, down to the roller and thus including the built in fudge factor - is close to 14%.

I have to ask it. Including fudge factor: Dynojet reads 100 hp, then you put additional factor of 1.14 wich means 114hp from engine? And if we get fudge off, there is 80 hp real power in dyno roll?

[wobbly]

Jan , I have not looked into the twin rotary valve concept, and I should not assume anything about how Neels modelled this, but being a single dimensional model
I have doubts that the flow regime into the case itself can be replicated correctly ( whatever that may be ).
This is also affected by the fact that Neels has very recently updated the code to more accurately replicate the inlet duct extension, past the valve, and this has proved to give much better results.

Re the DynoJet numbers, all I can report is what my results were from many sims, and subsequent rear wheel Hp numbers.
So yes, I built a 485cc Banshee based racebike that made 102 RWHP, the sim said it was 58 Crank per cylinder.
Another 3YL/4DP TZ250 made 80 Hp on a Dynojet, the sim said 46/cylinder - so I can be pretty damn sure that when I finally fit the modified 3XV cylinders and new pipes where the sim says 55Hp/cylinder
that bike will read at around 95RWHP.

[husaberg]

Wasn't there multiple cnc set of case done not long after the the 2t were booted out of GP that took Aprilia cylinders
I can't recall what it was called but pretty sure it was Dutch and i have some pics...
edit
Dolf van der wood

https://www.kiwibiker.co.nz/forums/a...hmentid=304664
https://www.kiwibiker.co.nz/forums/a...7&d=1413067355

[Frits Overmars]

Wasn't there multiple cnc set of case done not long after the the 2t were booted out of GP that took Aprilia cylinders. I can't recall what it was called but pretty sure it was Dutch and i have some pics...
edit Dolf van der wood
https://www.kiwibiker.co.nz/forums/a...hmentid=304664
https://www.kiwibiker.co.nz/forums/a...7&d=1413067355

Those were the twin-disk Aprilia cases, designed by my friend Dolph van der Woude, who also gave Aprilia their first 250cc GP win and who also designed the Aprilia 250cc V-twin, and produced by Thijs Hessels.

[diesel pig]

Those were the twin-disk Aprilia cases, designed by my friend Dolph van der Woude, who also gave Aprilia their first 250cc GP win and who also designed the Aprilia 250cc V-twin, and produced by Thijs Hessels.

If there is a flat disc cover at each end of the crankcase. How does the primary drive work? and of cause, do you know wither it was ever finished and ran?