ESE's works engine tuner

[F5 Dave]

Indeed, the 100 clutch you did for me was great.

Bit concerned they would warp with 100hp going through them. But heck might be worth measuring up when I'm in there.

[breezy]

not sure my pm thing is working.. so tz350 can you tell me what size hole is required in the crank wheels/ webs to fit a 22mm crank pin. i had a suzuki gp 125 crank machined a few years ago which renderd it useless in its present form. thanks .

[41juergen]

Just a small point re the 75% cylinder exit area rule of thumb,this area is just a by product of the desire to reduce the volume of the whole exit duct.
The other guide is that this area is most effective if it occurs at around 1.5x the bore diameter,thus many cylinders are way too short.
I have added extra ,smaller area ,duct length to many cylinders, by extending the bolt on spigot plate, or making a female spigot on the cylinder into a male one.
Then the header that sits after the oval to round transition, starts at 2x bore.

Yep, I remember you pointed that out a longer time ago. So I verified that with the sim ending with approx. 85mm length for the 75% area place. As you mentioned also the TZR exhaust duct is too short, so I replaced the stock 33mm cylindrical pipe in front of the header by an cmc machined part. Of course that will be not as good as a real oval to round transition, but at least I will give it a try...
For the other set of SP cylinders I welded the floor of the duct and the spigot... The rear cone will also get a stinger venturi...

[adegnes]

Challange accepted
Post a link or the picture.

Here ya go Husa, work your magic!

Attachment 328640Attachment 328639Attachment 328638

How about this one?
anyone got info?
it´s an supercharged twostroke from what i can see.
No crankcase like an old diesel twostroke?

""Well its been awhile!!, but the bike hit the dyno!!, and it turns out I have alot of tuning to do.........running pig rich in boost it seems. Its funnny because on the street it always seemed pretty good into and above 20psi. Anyways at 10.5 psi boost the bike is making a solid 70hp at the wheel at 10200rpm, anything over 11psi and afr's go to around 8:1. hopefully in the next few weeks I can work on the tune and get the afrs perfect into the 25psi range. It takes alot of load to spool the turbo, the pulls were done in 6th gear. I have a gt12 I might try and see if I can get a bit faster spool. I expect to be well over 100hp soon""

Attachment 328843 .... http://supermotojunkie.com/showthrea...f-cafe-chassis!!!

Turbo RZ project.

Nice find!

My idea! After doing some more research(lots of info here:
http://www.elsberg-tuning.dk/supercharging.html)
I realized it's not that unique.
You think the crankcase vent valve and pipe thing is necessary?

[peewee]

Yep, I remember you pointed that out a longer time ago. So I verified that with the sim ending with approx. 85mm length for the 75% area place. As you mentioned also the TZR exhaust duct is too short, so I replaced the stock 33mm cylindrical pipe in front of the header by an cmc machined part. Of course that will be not as good as a real oval to round transition, but at least I will give it a try...
For the other set of SP cylinders I welded the floor of the duct and the spigot... The rear cone will also get a stinger venturi...

what kind of chassis do you have ? my passage was far to short. to get it any where near 1.5x it would of needed to be 135mm. this was not possible because the front tire would of smashed the header during suspension travel

[Frits Overmars]

https://www.youtube.com/watch?v=8HaDroJAuQI#t=4m05s

Maybe this picture will help you on your way Alex:

You think the crankcase vent valve and pipe thing is necessary?

Nah. KISS, remember?

I also ordered an RC remote needle valve which I will use as an adjustable power jet.

These valves, used by some of my model airplane buddies, allow in-flight mixture leaning in the pursuit of that final rpm. And final is often the correct description;
those RC remote needle valves are also known as remote engine killers because their operators tend to get too rpm-greedy.

[adegnes]

Maybe this picture will help you on your way Alex:

Now that's something in my "style", what's the story here?

Nah. KISS, remember?

That would simplify things alot!

These valves, used by some of my model airplane buddies, are very effective. They allow in-flight mixture leaning in the pursuit of that final rpm.
And final is often the correct description; those RC remote needle valves are also known as remote engine killers because their operators tend to get too rpm-greedy.

The valve I've ordered is just ment to move the needle away from the prop area(I think TZ used a similar one on the beast at some point) I looked at those servo operated "really" remote valves you are talking about too tho, being rpm-greedy I steered away...

[TZ350]

Not likely; the 125 cc KTM GP-bike already had an injector in the crankcase that injected through a port below the exhaust port.They used it instead of a powerjet and it would only have been logical to use the same setup for full EFI.

The Artic Cat injected above and inside the piston.



On my two stage EFI air cooled motor I tried to cool the under side of the piston crown by having the second stage main injector firing up inside it (center injector). Unfortunately I did not get the piston cooling I was hoping for because this arrangement did not fuel well on full load when I maximized the fuel being injected under the piston, I think it just drowned things.

But with the smaller primary injector in the middle it did fuel very well on part throttle and off the pipe. The engine was at its best with the small low load first stage injector in the middle and the second stage main power injectors on the sides in the transfer ports.

I put the good low load throttle response down to good mixing of the central low load injectors fuel charge into the transferred air by the piston movement.

The Artic Cat's method of injecting above and below the piston might have given me the piston cooling I was looking for if the low load injection cycle was timed to be below the piston for low loads and extending the injection cycle to above the piston for direct crown cooling when the load and RPM got up and the pipe's trapping efficient positive pressure pulse was working hard plugging the exhaust port to stop air/fuel escaping.

The Ecotrons two stroke EFI software comes with only the Alpha-N table active but if I can get Ecotrons to turn the VE table back on then I could try using the pressure at the exhaust port from the returning wave to fine tune the fueling at over run, like Nath88 suggested.

I like the Ecotrons EFI system because it is accessible and affordable enough for beginners to experiment with.

[Sketchy_Racer]

Indeed, the 100 clutch you did for me was great.

Bit concerned they would warp with 100hp going through them. But heck might be worth measuring up when I'm in there.

For what its worth, we laser cut 1.5mm steel plates to replace the 2mm plates in the NSR dry clutches and get an extra steel and fiber plate. I thought that they may warp badly but mines been in there for two seasons now and still works a charm.

[husaberg]

Here ya go Husa, work your magic!

it might be easier if youhad have posted them as an image
the pictures actually say turbo on the side of the engine.
While looking i found this though.
http://s-charger.com/50cc-supercharger/
If i was going to supercharge a small two stroke i would prefer to use a small wankel compressor just like NSU did.

[adegnes]

it might be easier if youhad have posted them as an image
the pictures actually say turbo on the side of the engine.
While looking i found this though.
http://s-charger.com/50cc-supercharger/
If i was going to supercharge a small two stroke i would prefer to use a small wankel compressor just like NSU did.

I'm not sure I understand about posting them differently?
Funny that it says "turbo"...
That s-charger could work! I actually sent them a mail earlier today saying something like "Me need blower, you need publicity, let's talk!".

[Frits Overmars]

The Artic Cat injection above and below the piston might have given me the piston cooling I was looking for if the low load injection cycle was timed to be below the piston for low load and the injection cycle extending to above the piston for direct crown cooling when the RPM got up and the pipe was working to block the exhaust stopping air/fuel escaping.

They do it the other way around TeeZee: late-starting direct injection at low load to avoid fuel losses, and indirect injection at high load, stirring the mixture in the crankcase in order to create a homogeneous mixture.

Here ya go Husa, work your magic! Attachment 328640Attachment 328639Attachment 328638

it might be easier if you had have posted them as an image. the pictures actually say turbo on the side of the engine.

Yes, it says Turbo but in this case it is merely a promotional term because turbos are hot these days.
Technically speaking it's not a turbo: the centrifugal compressor is not driven by an exhaust gas turbine but it is geared to the crankshaft.
The gear ratio is 8 to 1 and for now that is all I am allowed to say about it by the man behind the engine, my mate Roland Holzner.

[wobbly]

My understanding of the KTM injector was that it was only used to supply some extra mixture on the overun into corners on closed throttle.
Apparently the engine seized several times in testing when run with very high rpm downchanges, with no throttle opening.

[adegnes]

Yes, it says Turbo but in this case it is merely a promotional term because turbos are hot these days.
Technically speaking it's not a turbo: the centrifugal compressor is not driven by an exhaust gas turbine but it is geared to the crankshaft.
The gear ratio is 8 to 1 and for now that is all I am allowed to say about it by the man behind the engine, my mate Roland Holzner.

Ok. Just as I've started war on the Dutch 25whp Zundapp guys then this pops up! What kind of power are we talking here? I'll double it!
Don't make me pull out the green flames!

But seriously, the engine looks very interesting, can't wait to hear more about it!

[adegnes]

Yes, it says Turbo but in this case it is merely a promotional term because turbos are hot these days.
Technically speaking it's not a turbo: the centrifugal compressor is not driven by an exhaust gas turbine but it is geared to the crankshaft.
The gear ratio is 8 to 1 and for now that is all I am allowed to say about it by the man behind the engine, my mate Roland Holzner.

Looks like there's some kind of separate exhaust timing thing going on, clever!