ESE's works engine tuner

[ken seeber]

Are you pulling my leg Ken? shows the both the upper and lower crankcase half.

Totally correct Frits. Better get those new glasses. It would have taken some good fixturing and tolerancing to ensure both faces were co-planar.

[adegnes]

I once tried a pumper carb and hydrogen peroxide for oxygen and cooling from the evaporating water. All I got was lots of gas bubbles choking the pumper and alloy corrosion.
Maybe squirting it in with a windscreen washer pump may have worked better .....

http://www.americanenergyindependence.com/peroxide.aspx

Sounds fun, thanks for the link!
There's very little experimentation with fuel on youtube(as I can find anyway), maybe it can be my niche.

[Grumph]

Sounds fun, thanks for the link!
There's very little experimentation with fuel on youtube(as I can find anyway), maybe it can be my niche.

The most successful nitro user in NZ roadracing when it was legal here had a wife who was a qualified pharmacist - and BSc.
It helped.

[adegnes]

The most successful nitro user in NZ roadracing when it was legal here had a wife who was a qualified pharmacist - and BSc.
It helped.

I'll find and marry a pharmacist's daughter!
Chemistry, yet another road to go down that I know next to nothing about, yet. Love it!

[adegnes]

Hydrogen peroxide >12% is under the same restrictions as nitromethane in norway. Can't find propylene oxide on the list tho.

[husaberg]

Hydrogen peroxide >12% is under the same restrictions as nitromethane in norway. Can't find propylene oxide on the list tho.

Concentrated H2O2 was used in the V2
Jet packs were also H2O2.
The kiwi version is powered by four CR500's

[adegnes]

Interesting read here:

http://www.foxvalleykart.com/fuel1.html

[TZ350]

Know more when I have adjusted the Alpha-N map and found the right size secondary injector so I can pull full load.

Ok, things turned to custard again, will it ever stop. This time it was the servo motor. I was not making much progress and then found the servo was turning backwards, blue line. Changed the cables and got the red line. Then it went in the wrong direction again, I guess its buggered. But at least I got to see that the PV can be closed down further and for longer than I thought.

[Frits Overmars]

... at least I got to see that the PV can be closed down further and for longer than I thought.

That may be true power-wise, but watch the temperatures. Water temp may rise too slowly to give a timely warning. Under-plug temp will be more useful. And a deto sensor wouldn't hurt either.

[Nath88]

Attachment 329535

Preliminary try at using the pressure and MAP sensor at the exhaust port to detect a drop in pressure when the pipe wave action collapses during over run.

Attachment 329534

TPS bottom line.
MAP pressure orange middle line.
RPM top green line.

Interesting, MAP pressure drops below ambient when accelerating ( 30% TPS ) and increases to greater than ambient on overrun. Not what was expected at all, I was expecting it to show high pressure during acceleration and a drop on overrun not increase????

Not sure what is happening, know more when I have adjusted the Alpha-N map and found the right size secondary injector so I can pull full load.

Good stuff.
The ECU is likely just reading the value at TDC (or some other consistent point) rather than taking the average of the whole cycle. When firing, the pressure peak should be at 90°, followed by peak vacuum at 180°, then a lower pressure peak at 270°. At 0° there should be a weak vacuum from the residual wave in the pipe after the cylinder has captured the bulk of the return pulse, that's probably what you're measuring.

Either way it looks like you have an indicator of airflow, so it should do the job if you can incorporate it into the fuelling. Best response will come from the first exhaust peak, the later peaks will increase the fuelling delay.

I should have my thing running again this week. I'm relocating the fuel pump and filter in front of the radiators to prevent the fuel boiling, adding a pressure accumulator to the system, and repairing the fuel pressure regulator circuit. Turns out putting power electronics in a well insulated box was a bad idea, it now has a heatsink. Steady fuel pressure should help get my tune nailed down.

[tjbw]

Jan, I don't think the sliding Gib is too much of a problem, after all as Frits said the throttle 40mm further upstream is a restriction anyway. This power curve is a lot better than without the variable housing.
As Frits also noted in my next version this gib will be the throttle as well, with a leading and trailing gib. With a bit of luck these slides will be ECU operated.
I would like to revisit Robs dyno again some time because I've widened the exhaust port and adjusted both fuel and timing since this curve was done, It's a lot more frightening to ride now.
This is rear wheel HP
1973 350cc

Brilliant work!

Have you ever tried an exhaust with variable length, to control the return pulse timing?

[tjbw]

Hi

So, after very busy preparation day ( all that road legal stuff is so boring: head lamps, turns, mirrors, insurance ), but in the end ride it (around 25 km.).

And what a funny things: different engine, but the same carb, pipe, ignition tuning routine stories started again.

...

So, next week I'll try to find something and maybe Your tips and insight will help.

Katinas, congratulations on your build, and progress.

I'm puzzled about some things.

How do you stop the piston from rotating on the thread?

What do you use the vertical cylinder for?

[Flettner]

Have you ever tried an exhaust with variable length, to control the return pulse timing?

Yes I have that in hand, but not move the pipe.

[tjbw]

Yes I have that in hand, but not move the pipe.

By changing exhaust timing?

[Peter1962]

Yes I have that in hand, but not move the pipe.

Are you experimenting with the variable tailpipe area that was designed by Frits Overmars ?
http://www.pit-lane.biz/t3173p60-gp1...-part-2-locked look at page 3