ESE's works engine tuner

[wobbly]

Thanks Frits, the KZ deal with TM has ended completely for me.
I spent a huge amount of time extracting more power from the pipe design, but more specifically the spigot and pipe sleeve geometry.
That ended up with 1/4 moon steps at the top/bottom cylinder duct end, and is much better than my original " no step at all but with a steep manifold taper " design - when
combined with a larger header start area to get the taper back.

All this along with the new min CSA nozzle point actually inside the duct , I will detail in my updated online paper, soon.
This works very well with the steps, as I learned from the online pipe shootout.
Neels is looking into enabling this extra length/area within the cylinder/duct code.

As it has turned out Franco left TM employ at the same time as the KZ homologation development was taking place, but absolutely none of the stuff I did was reported back on and is not incorporated in the new R3.
To the point that the R3 homologation , has the exact same pipe as the previous R2 - ridiculous.
One could opine that LKE now have all that data.

I signed a new NDA, as I was planning on helping Marc and Roland with updating the OKN 125, that is being raced for the first time in Germany now.
But I have a point blank refusal to send the CAD file of the cylinder and liner from Thomas ( the older son ) who seems to be running the company now, having received a large cheque from the finance company.
So it will be all but impossible to get a water duct between the bore and inner transfer wall, nor incorporate the " new " duct and spigot design as I fully researched for the R3.
Their loss, but doesnt help the OKN project at all.

[Viking]

I found some 30 years old pictures from my previous engine projects.
The motocross bike pipe manufactured with “old school” rolled cones,
and a lot of hacksaw work.
For the snowmobile pipes I went “new school” and used computer
for the first time, to plot segment templates in scale 1:1 on paper,
but still a lot of welding work.