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Thread: ESE's works engine tuner

  1. #33091
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    Quote Originally Posted by Niels Abildgaard View Post
    Remarkably good numerical simulation I would say.
    tnx, and that is all it was supposed to be. a theoretical test just to check if what I've created works and is correct. I have no plan's to built such an engine.
    think of it that if I actualy had the resources to built an as correct as possible upscaled replica of the RSA but with a 66.4/72 bore/stroke, with everything else +/- the same.
    rotary disk
    using Frits' radial scavenging angles for the different bore/stroke
    using the same swept compression ratio
    etc
    only changing bore/stroke and dropping rev's because of that.

    and should have mentioned : 82.6 BHP at the crank, so that would be about 76-77 at the gearbox.

  2. #33092
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    Quote Originally Posted by Frits Overmars View Post
    It's not a matter of trouble Jan, but of incomplete data. I'd have to assume that all the data that you did not specify above, are equal to the RSA-data, which is doubtful because even their bore/stroke-ratios are rather different. I also assume that your 250cc engine will have reed valve induction, which makes it unlikely that you will be able to equal the BMEP of the rotary-valve RSA engine. Jan Thiel's experiments at Derbi showed about 10% power deficit between the best reedvalve engine and the best rotary valve engine of that era.

    Wobbly has a point as well with his Honda-data. But there is a bit of hope for you, as development has continued since that Honda-research,
    with the DEA 250cc kart engine (below) as an example. It reliably produces 72 hp at the chain at about 10.000 rpm, with reed valve induction.
    as you can read in my post above : you may assume all of that. it's was purely theoretical based on STA numbers and just changing bore/stroke, drop rev's with minor tweaks. I had too much blowdown so I dropped the timings a bit.

    the DEA shows at least my RPM and HP numbers are in the right ball-park, but those were the "easy" part of my example. finding out if the A.A numbers and port area numbers are correct is almost impossible unless someone with a known good programe does a sim to compare.

    think of it this way : if mine are correct, you never ever have to do it again as you can point them in the future to my excel as I will be throwing it on the net free for anyone to do with it whatever they like

  3. #33093
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    8th November 2015 - 17:28
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    Quote Originally Posted by Frits Overmars View Post
    Yep, here you go Niels: https://drive.google.com/drive/folde...rNTk89_KgwgWof
    That Google Drive is loaded with stripped racing engines and other two-stroke porn.

    By the way, apart from its reed valve induction, that 250cc DEA engine really is a scaled-up version of the Aprilia RSA125.
    No wonder, as DEA also builds the 250cc Superkart twin engine with rotary inlets, which initially was a carbon-copy of the RSA.
    Later DEA applied some porting modifications in order to improve the power band of his kart engine, which was not allowed to use the electronically controlled powervalve and powerjet that helped the RSA to its broad spread of power.
    Thank You for pictures.It is raining and I need something to look at.
    The PVP Karts in Denmark was also inspired by the RSA cylinders and make plus 100 Hp from two of those in tandem.
    I tried to interest him in my faboluos V2 with unified crankcase volume and he was not the least interested.
    Clever guy with sound reactions.

  4. #33094
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    Quote Originally Posted by JanBros View Post
    changing bore/stroke... I had too much blowdown so I dropped the timings a bit.
    That's the nice thing with a long-stroke engine.

    ...finding out if the A.A numbers and port area numbers are correct is almost impossible unless someone with a known good programe does a sim to compare... if mine are correct, you never ever have to do it again as you can point them in the future to my excel as I will be throwing it on the net free for anyone to do with it whatever they like
    That's the spirit, Jan .

    Quote Originally Posted by Niels Abildgaard View Post
    I tried to interest him in my faboluos V2 with unified crankcase volume and he was not the least interested. Clever guy with sound reactions.

  5. #33095
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    Quote Originally Posted by jbiplane View Post
    I observe at the first prototype bottom brass liner wearing. In few hours +0.03 mm, seems brass was too soft or initial gap too big).
    On photo second prototype dont tested yet. Internal brass surface fit better and covered by inclined groovies.

    I have too small dyno, used pervert way = air brake or moulinette. Will think how make cheap dyno to better understand engine behaviour.
    I saw few years ago cheap dino drawings for cart engines. Cannot find anymore. May me somebody already have DIY dyno experiense?
    Hydro or edge current ???
    I've a lot of experience with a DIY inertial dyno for testing small (26 to 35 cc) engines. A summary of that and other's experiences is at namba.com/content/library/propwash/2019/april/16/ You probably need a bigger, geared duno. My favorite article on that is at http://performancetrends.com/tdkmotorsports/index.html

    Lohring Miller

  6. #33096
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    kreuzkopf

    Quote Originally Posted by TerraRoot View Post
    that's great news jbiplane, really happy someone went and did it and tested it!
    perhaps you could run a simple test to see if the gains are coming from having less friction, run it up to speed cut ignition and time how long it takes to stop? compared to unmodified engine if that's available.

    I did numerous errors in design, have to completelly rework for acceptable longevity. Hope in the next iteration will be essential progress.

    Quote Originally Posted by lohring View Post
    A summary of that and other's experiences is at namba.com/content/library/propwash/2019/april/16/ You probably need a bigger, geared duno. My favorite article on that is at http://performancetrends.com/tdkmotorsports/index.html
    Lohring Miller
    Thanks, will carefully read

    Quote Originally Posted by Niels Abildgaard View Post
    my faboluos V2 with unified crankcase volume and he was not the least interested.
    Where to read about?

  7. #33097
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    Quote Originally Posted by jbiplane View Post
    I observe at the first prototype bottom brass liner wearing. In few hours +0.03 mm, seems brass was too soft or initial gap too big).
    On photo second prototype dont tested yet. Internal brass surface fit better and covered by inclined groovies.
    172 Beryllium copper would be good choice, hardness is similar to steel.
    https://www.alro.com/divsteel/metals...per&Type=plate
    https://www.ebay.co.uk/itm/Facom-440...-/223589719243

    Tested CuAl10Fe3Mn2 / CW306G for cylinder liner, wears little quicker than iron, but thermal conductivity incomparable.
    Attached Thumbnails Attached Thumbnails Click image for larger version. 

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  8. #33098
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    I had a Berrylium copper toolkit for working on the cross field amplifier(CFA) in the radar when I was in the air Force. The CFA had very strong magnets. We were told if we damaged a tool to leave immediately, close the room behind us and report it. Not good stuff apparently.

  9. #33099
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    Quote Originally Posted by jbiplane View Post



    Where to read about?
    Here:
    https://www.homebuiltairplanes.com/f...-angels.32119/

  10. #33100
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    Quote Originally Posted by speedpro View Post
    I had a Berrylium copper toolkit for working on the cross field amplifier(CFA) in the radar when I was in the air Force. The CFA had very strong magnets. We were told if we damaged a tool to leave immediately, close the room behind us and report it. Not good stuff apparently.
    Beryliumoxide is extremely poisoneous.

  11. #33101
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    Quote Originally Posted by Niels Abildgaard View Post
    Beryliumoxide is extremely poisoneous.
    Pretty sure that's why its banned for most Motorsports despite its many advantages.

  12. #33102
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    Quote Originally Posted by Niels Abildgaard View Post
    I tried to interest him in my faboluos V2 with unified crankcase volume and he was not the least interested.
    .
    This concept is more suitable for single cylinder supercharging (DKW).
    The filling of the cylinders is done equally?

  13. #33103
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    kreuzkopf

    Quote Originally Posted by katinas View Post
    ...
    Tested CuAl10Fe3Mn2 / CW306G for cylinder liner, wears little quicker than iron, but thermal conductivity incomparable.
    Good idea, I will estimate if it will work as liner for wankel engine. I want to make and test 218cc next year.

  14. #33104
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    Model engines have run chromed brass or aluminum liners for years. Their expansion matches high silicon aluminum pistons. The 35 cc engine we developed had a chromed brass liner with a ringed piston. See https://modelgasboats.com/magazine/t...-record-engine

    Lohring Miller

  15. #33105
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    [QUOTE=ceci;1131145613]
    The filling of the cylinders is done equally?

    That was what I asked the PVP owner about.
    It could easily be tested by using an not up to date anymore engine and then phase one crank 90 degree to the other,cross connect the carburators and let us try.My theory is that at high power crankcase/piston underside pumping means nothing and exhaust pipes everything.

    https://www.pvpkart.com/104%20PVP%20Motor%20right.jpg

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