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Thread: ESE's works engine tuner

  1. #33991
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    Quote Originally Posted by Frits Overmars View Post
    Any unburnt fuel in the exhaust pipe had already been mixed with air before got there. Adding cold air would reduce rather than enhance the risk of burning this fuel.
    okay but why does it burn when you do this with the 4ts and the rotaries?
    Is it because the exhaust temps are hotter?

    Quote Originally Posted by F5 Dave View Post
    How did the RD400F US emissions system work?
    i will post the pics but it had butterflys in the ex pipe and they stopped the evil unburnt hydrocarbons from escaping until later where they kill the other flying butterflys.
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    http://www.yeoldecycleshoppe.com/roa...cial-road-test

    They put cats in the RZ but that still wasn't enough to get them legal in California which accounted for over 1/2 the bikes sold then for the US
    Quote Originally Posted by Katman View Post
    I reminder distinctly .




    Kinky is using a feather. Perverted is using the whole chicken

  2. #33992
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    Quote Originally Posted by eldog View Post
    This word should be removed from anyone who works with machinery

    its caused grief every time it’s used.
    Don't be daft! - That would then totally screw up the word "J.A.F.A" .... J*** think about it!
    Strokers Galore!

  3. #33993
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    4th September 2017 - 10:39
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    Quote Originally Posted by Frits Overmars View Post

    Any unburnt fuel in the exhaust pipe had already been mixed with air before it got there. Adding cold air would reduce rather than enhance the risk of burning this fuel.

    What you say is what happens in 99.99% of 2S engines, there is a 2S engine that the fuel can reach liquid ( spray) and not gaseous (steam) in the exhaust, which is it?

  4. #33994
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    3rd May 2017 - 04:03
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    Quote Originally Posted by wobbly View Post
    JB the central sleeve idea is for sure the KISS solution
    Thank, Wobbly I experiencing now with a bit modified central sleeve.
    Katinas seems as well have answers for all possible variants.

    Quote Originally Posted by eldog View Post
    This word should be removed from anyone who works with machinery
    its caused grief every time it’s used.
    90% of stuff ariving from China should be carefully reworked and in wrong case dropped in garbidge immediatelly.
    But it cheap and fast way save some money at ground experiments or use this parts as blanks for further machining.

    Muciek, this is interesting idea which kept size and weight of coupling and allow easy detaching.
    Quote Originally Posted by Muciek View Post
    https://www.jordan-anwar.com/product...king-assembly/ maybe look for something like this and cut lab rings on the outside (or press a liner with them)...

  5. #33995
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    20th April 2011 - 08:45
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    Quote Originally Posted by husaberg View Post
    if you were adding air in wouldn't that oxidise the unburnt fuel and burn it in the exhaust. my initial thoughts would be i think for off throttle emissions it would be good, but not while on the pipe.
    Quote Originally Posted by Frits Overmars View Post
    Any unburnt fuel in the exhaust pipe had already been mixed with air before it got there. Adding cold air would reduce rather than enhance the risk of burning this fuel.
    Quote Originally Posted by husaberg View Post
    okay but why does it burn when you do this with the 4ts and the rotaries? Is it because the exhaust temps are hotter?
    If there is unburned fuel-air mixture in the pipe, it may ignite if the pipe wall temperature is high enough. Adding cold air won't help.
    If there is unburned fuel without oxygen in the pipe, adding air wil make it combustible and depending on the pipe wall temperature it can indeed ignite.
    I do not think pipes of naturally-aspirated four-strokes are hotter than two-stroke pipes. Wankel pipes definitely are.

    How does unburned fuel without oxygen get into the pipe? Not from short-circuiting, scavenging losses or misfiring, because in all those cases the fuel was already mixed with air.
    The only cause I can imagine is an overly rich mixture, whereby all of the oxygen but not all of the fuel was consumed during combustion.
    In this case letting air into the pipe would be good for emissions, but getting the mixture correct would be even better.

    Quote Originally Posted by ceci View Post
    What you say is what happens in 99.99% of 2S engines, there is a 2S engine that the fuel can reach liquid ( spray) and not gaseous (steam) in the exhaust, which is it?
    I'm not sure that I understand what you are saying Ceci.

  6. #33996
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    Quote Originally Posted by Frits Overmars View Post

    How does unburned fuel without oxygen get into the pipe? Not from short-circuiting, scavenging losses or misfiring, because in all those cases the fuel was already mixed with air.
    The only cause I can imagine is an overly rich mixture, whereby all of the oxygen but not all of the fuel was consumed during combustion.
    In this case letting air into the pipe would be good for emissions, but getting the mixture correct would be even better.

    I'm not sure that I understand what you are saying Ceci.


    This is the only way for this to happen.
    The Ski-Doo Rotax 2-TEC engine, its injection system can lead to this loss of liquid fuel.
    The simulations were carried out in 2005 to demonstrate the losses of the 2-TEC system.
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  7. #33997
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    In addition to the Rotax 2-TEC (indirect injection) engine.
    In direct injection engines it is also possible, a study by the UPV showed that the Derbi "TSI" injection prototype has loss of spray to the exhaust.

  8. #33998
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    Quote Originally Posted by ceci View Post
    In addition to the Rotax 2-TEC (indirect injection) engine.
    In direct injection engines it is also possible, a study by the UPV showed that the Derbi "TSI" injection prototype has loss of spray to the exhaust.
    TPI seems to work ok.
    But you are right, we need to put the exhaust out of halms way, sling it down the other end of the cylinder, aye.
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  9. #33999
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    Afraid that your transfer ducts will catch cold, Neil?

  10. #34000
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    Quote Originally Posted by Flettner View Post
    TPI seems to work ok.
    .

    Its TPI injection system has the advantage of injecting into the crankcase and not into the cylinder as is the 2-TEC, which prevents loss of spray in the exhaust.
    Of all the indirect injections, the TPI is the most efficient for 2 reasons: 1st the spray cannot come out directly through the exhaust.
    2nd when the spray is against the current, the fuel evaporates before

  11. #34001
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    Quote Originally Posted by Frits Overmars View Post
    Afraid that your transfer ducts will catch cold, Neil?
    Yes Frits, and they would normally sneeze straight into the exhaust which then would cough most of it back in and fart the remainder out at the other end - disgusting! (and we all thought that it was ok!! - surely not now?) ..... so as he said, he moved them well out of harm's way!
    (Herr Schneurle?) would turn in his grave if he saw that we were still using his system today - he would have moved on!
    Strokers Galore!

  12. #34002
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    Quote Originally Posted by Frits Overmars View Post
    Afraid that your transfer ducts will catch cold, Neil?
    Frits, I LOLed, it is mid winter here after all.

  13. #34003
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    3rd May 2017 - 04:03
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    Quote Originally Posted by ceci View Post
    Its TPI injection system ...
    Our company www.flame-power.com made new REAL TIME engine management units with ARM processor based on Open Sourse RUSEFI.
    It so fast that can calculate ammount of fuel and ignition advance angle each RPM for 1...4 cylinder engines

    CAPABILITIES

    Primary VR or Hall input (configurable with few resistor changes)
    Secondary Hall input
    x4 analog thermistor (temperature) inputs
    x10 analog voltage inputs (0-5v)
    x4 high-Z injector outputs
    x2 high-current low side outputs for IAC/VVT/other solenoids
    Dedicated main relay control output
    x4 low-current low side outputs for relays or warning lights
    x4 5v logic-level ignition outputs
    x2 5v/12v configurable logic level outputs (requires resistor changes)
    Electronic throttle body (drive by wire)
    CAN connectivity on the plug
    USB connectivity on the plug


  14. #34004
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    Quote Originally Posted by jbiplane View Post
    Our company www.flame-power.com made new REAL TIME engine management units with ARM processor based on Open Sourse RUSEFI.
    It so fast that can calculate ammount of fuel and ignition advance angle each RPM for 1...4 cylinder engines

    CAPABILITIES

    Primary VR or Hall input (configurable with few resistor changes)
    Secondary Hall input
    x4 analog thermistor (temperature) inputs
    x10 analog voltage inputs (0-5v)
    x4 high-Z injector outputs
    x2 high-current low side outputs for IAC/VVT/other solenoids
    Dedicated main relay control output
    x4 low-current low side outputs for relays or warning lights
    x4 5v logic-level ignition outputs
    x2 5v/12v configurable logic level outputs (requires resistor changes)
    Electronic throttle body (drive by wire)
    CAN connectivity on the plug
    USB connectivity on the plug

    Sounds similar to a megasquirt. What control strategies are supported? I’ve been dipping my toes in the world of 2t efi. Currently have mine set up as alpha-n but adding a mass air flow sensor when time permits.
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  15. #34005
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    I have my 3D printer up and running and am continuing on with my snowmobile drag racing cylinder development project. My hope is to design and build a cylinder using the best design features of proven high output engines, notably the Aprilia RSA and Wobbly's further development from there. There are some design parameters that have to be taken into account. My plan right now is to build a 508cc twin with a bore and stroke of 68 X 70mm. If this produces good results an inline four cylinder of 1016cc would follow. I have tentatively chosen a Honda CR250R flat top piston and would move the ring locating pin to the centre of the c port. The 70 mm stroke was chosen because it is stock in a couple of manufacturer variations and allows close to a square engine at the displacements I am interested in. This setup would target max HP at 9500 RPM and due to the use of a CVT belt drive system which will hold the engine at peak power RPM throughout the run requires no overrev power. Snowmobile engines are conventionally inline twin or triple cylinder designs with the intake on the back side of the engine and the exhaust exiting forward. I will be using stock crankcases and crankshafts and this limits the width of the cylinder. In my case the base of the cylinder is approximately 137.5mm wide. I have scaled up and printed an RSA cylinder at a 68 mm bore and unless I have screwed up, which is entirely possible, the base of this cylinder is approximately 173mm wide. Obviously, I do not have the room to include the large sweeping radii of the transfer passages of the Aprilia cylinder. I have attached a couple of pics to hopefully clarify the situation. I can design the exhaust port and ducting and transfer ports themselves inline with Frits' FOS calculations but am concerned that the transfer passages will be a limiting factor. What is the minimum radius that I can get away with? Or am I fighting a losing battle?
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