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Thread: ESE's works engine tuner

  1. #33826
    Join Date
    18th March 2012 - 08:35
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    Homebuilt chassi, Kawasaki 212cc
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    Sweden
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    Quote Originally Posted by F5 Dave View Post
    I'm going to say TDR250. But you knew that.
    Yeah,, 1kt(tdr engine) and 2ma (tzr engine) is almost the same ones

  2. #33827
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    20th January 2010 - 14:41
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    husaberg
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    The Wild Wild West
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    Quote Originally Posted by SwePatrick View Post
    Me again with all these questions

    Is there any engine that shares the same Reedcage boltpattern as TZR250 (2ma) engine?

    Rgds


    Quote Originally Posted by F5 Dave View Post
    I'm going to say TDR250. But you knew that.
    boyseen 721
    Fits
    YAMAHA R1-Z 90-99

    YAMAHA TDR250 88-

    YAMAHA TZR250 85-87

    Personally i woul be surprised if a few other YZ125 or DT200 ones dont fit.
    One the back old old reed packets boyseen used to have a list by part number of what fitted what.
    I have an old one but it buried somewhere.
    Quote Originally Posted by Katman View Post
    I reminder distinctly .




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

  3. #33828
    Join Date
    3rd May 2017 - 04:03
    Bike
    1997 Yamaha rd 350
    Location
    Russia
    Posts
    139

    Crankshaft assembly

    Need advice.

    I used on my 2-cylinder boxer crankshaft hardened to 48..52 hrc press fit of conrod pin 0.115 mm at diameter 24mm
    Am I correct or it too much? Getting hesitated. Pin hardened to 60hrc and have internal 10.8mm hole...

  4. #33829
    Join Date
    8th February 2007 - 20:42
    Bike
    TZ400
    Location
    tAURANGA
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    3,161
    The crank press fit at 0.115mm is getting tight for a pin with a big hole thru it.
    Reason , the pin will cone downward as it approaches the crank wheels , due to the softer material of the interior , plus the big hole - if you use much more press fit than that.
    Best solution is to assemble it , true it , then press in small plugs on each side with the same press fit , un assembled.
    This helps to tighten up the press fit grip , and stops the pin ends from crushing inwards and causing the rollers to skid over the curved ( ie not flat ) surface.
    Saw this first on old KT100 Yamaha kart engines.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  5. #33830
    Join Date
    3rd May 2017 - 04:03
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    1997 Yamaha rd 350
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    Russia
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    139

    Crank

    Quote Originally Posted by wobbly View Post
    The crank press fit at 0.115mm is getting tight...
    Thanks for comment. Finally will use press fit 0.075+- 0.005

    Any advice related allembly process. Is there any special greases or some other mixture chemicals to simplify assembly and make contact stronger?
    Some kind of CRANKSHAFT LOCTITE
    I heard zinc coating can improve strength of press connection in times. May be grease with zinc powder will make a job?

  6. #33831
    Join Date
    8th February 2007 - 20:42
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    TZ400
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    tAURANGA
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    Loctite 620 makes assembly easyer , and it acts as a surface lube long enough to make truing quicker - before it sets anerobically.
    I have used it for years after alot of tests to see what effect it actually had , for assembly , then truing , finally seeing how much extra press pressure was needed later to split it apart.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  7. #33832
    Join Date
    1st May 2016 - 13:54
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    Vintage 2T
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    Brisbane
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    308
    Quote Originally Posted by wobbly View Post
    Loctite 620 makes assembly easyer , and it acts as a surface lube long enough to make truing quicker - before it sets anerobically.
    I have used it for years after alot of tests to see what effect it actually had , for assembly , then truing , finally seeing how much extra press pressure was needed later to split it apart.
    That's a handy tip, Thanks wobbly.

    Cheers! Daryl.

  8. #33833
    Join Date
    3rd May 2017 - 04:03
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    1997 Yamaha rd 350
    Location
    Russia
    Posts
    139

    Cranks

    Quote Originally Posted by wobbly View Post
    Loctite 620 makes assembly easyer...
    Hi Wobbly. Thanks, will follow your advice.

  9. #33834
    Join Date
    18th May 2007 - 20:23
    Bike
    RG50 and 76 Suzuki GP125 Buckets
    Location
    Auckland
    Posts
    9,956

  10. #33835
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    7th October 2015 - 07:49
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    honda ns 400
    Location
    Lithuania
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    316
    Quote Originally Posted by ceci View Post
    Type 2, the crankcase, transfer tunnels and intake port is a single plenum.
    Type 3, the solid barrier creates two plenums, to be less the% of the crankcase, this has better suction power.
    Type 4, the reeds become a solid barrier creates two plenums, as the% of the crankcase is greater, it loses suction power

    Attachment 345929Attachment 345930Attachment 345931
    Hi,
    Just played a little with crank space separators and tried another variation, with smaller volume under piston , call it Type 4.3.
    Tried to ride again with Type 3, Type 4 and Type 4.3. Engine response to Type 4 and 4.3 very similar- impossible to overcome 5000 rpm in any way in the 1 st gear. Without loading, torque drop very clear seen in the video https://www.youtube.com/watch?v=PsiKnYLnGaE, but both 4 and 4.3 types, can jump over dip.
    With Type 3 can ride in normal way, but clearly heard sharp noise, from airbox, just at 4000-6000 rpm interval and leaner mix needed at higher rpm, in comparison with Type 1 and 2.

    Add comparison graphs, from Type1 tests with different B port opening time, from 136 to 140, A left unchanged 142. Time between tests 40 min.
    Attached Thumbnails Attached Thumbnails Click image for larger version. 

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  11. #33836
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    7th October 2015 - 07:49
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    honda ns 400
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    Lithuania
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    https://www.youtube.com/watch?v=4SkyAnVIChE
    16.15

    21.20 I remember, really like camshaft gear train position on Yamaha M1, but from where it comes .....

  12. #33837
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    2nd March 2013 - 15:04
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    CBX125F NS50F NS90F NS-1
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    Lower Hutt
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    Husa, do you have any idea of a 6-speed box that would fit a GT100?
    Asking for a friend...

  13. #33838
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    4th September 2017 - 10:39
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    Daelim besbi 2008
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    España
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    Quote Originally Posted by katinas View Post
    Hi,
    call it Type 4.3.
    Tried to ride again with Type 3, Type 4 and Type 4.3. Engine response to Type 4 and 4.3 very similar- impossible to overcome 5000 rpm in any way in the 1 st gear.
    Hi Katinas
    That fact of not exceeding 5000 rpm is what attracted me to know his research work, to discover if the TZ350 theory of pressure in the crankcase are true.
    He has a huge job with so many types and variations on each type.
    Type 1 various opening times port B.
    Type 2 and type 2.1
    Type 3 and type 3.1
    Type 4 and type 4.3
    Much and very good work, it is appreciated because it helps a lot to understand what happens inside the 2S engine

  14. #33839
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    2nd July 2013 - 11:52
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    GPR150
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    palmertson north
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    Quote Originally Posted by lodgernz View Post
    Husa, do you have any idea of a 6-speed box that would fit a GT100?
    Asking for a friend...
    are you not thinking gt125 twin starting its life as (-;
    i'm over buckets

  15. #33840
    Join Date
    2nd March 2013 - 15:04
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    CBX125F NS50F NS90F NS-1
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    Quote Originally Posted by mr bucketracer View Post
    are you not thinking gt125 twin starting its life as (-;
    Sorry, I thought you said it was a GT100

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