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Thread: ESE's works engine tuner

  1. #34351
    Join Date
    13th December 2018 - 18:06
    Bike
    1983 yamaha rd 250
    Location
    sweden
    Posts
    129
    Vannik, makes good sense.

  2. #34352
    Join Date
    6th August 2019 - 18:57
    Bike
    Honda
    Location
    Netherlands
    Posts
    2
    hi all,

    I am following this site already for a couple of years but never posted someting. First of all I am dutch and love to work on 2 strokes, I do lots of hands on testing on the dyno, I work mostly on KTM 85-125 engines as I raced one myself. I receltly started using EngMod and just moddeld the SX85 engine, however I get reliable output but I am not 100% sure if all my inputs are OK as the engine does not realy react to adjustents that I tested in real life. So are there people out here that might can help out with some Engmod quistions or want to check my DAT2 file as the software looks realy good but I need to get more expierence with it.

    here you can see one of my latest project, I made 125cc KTM cilinder with an RSA-Wobbly duct I also changed the internal radius of the transfer ports and many more.
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  3. #34353
    Join Date
    2nd March 2013 - 15:04
    Bike
    CBX125F NS50F NS90F NS-1
    Location
    Lower Hutt
    Posts
    362
    Quote Originally Posted by wobbly View Post
    Thus arc widths are of no use at all in port calculations , to establish angle area or STA.
    Although the arc width is useful inasmuch as the chordal width can be easily calculated from it, when using a graph paper cylinder to get the port dimensions.

  4. #34354
    Join Date
    25th March 2004 - 17:22
    Bike
    RZ496/Street Triple R/GasGas/ etc etc
    Location
    Wellington. . ok the hutt
    Posts
    17,941
    Quote Originally Posted by F5 Dave View Post
    Pressure will be equal inside the cylinder, and high pressure at that. It can only squeeze out one port.
    Geez, that didn't make much sense at the end. Dont post after 9pm on a weekend.
    I've been told. Dreaming`s free.
    Think I'll go, back to sleep.
    Everybody listen, voices in my head
    Everybody listen, do yours say, what mine says?

  5. #34355
    Join Date
    8th February 2007 - 20:42
    Bike
    TZ400
    Location
    tAURANGA
    Posts
    3,225
    Jhonn , the KTM engines have some well designed features , but several years ago i was offerred free engines and parts from the importer to use in our 125 National karting class.
    This was due to my TM ( MX ) engines winning everything.
    Being given new stuff seemed like a great idea , untill I discovered that a huge amount od work was needed on the transfer radial angles , no so bad , but what killed the whole thing was the
    extremely wierd PV setup.
    The main blade operates as normal , lifting with rpm , and was easy to repower with a servo electronic drive.
    But the Aux ports operate back to front , that is as the main blade is lifting , the Aux drum type PVs open from the top downward.
    This is about as idiotic a system as could possibly be imagined , and made PV tuning all but impossible to get working efficiently , as all the initial blowdown pressure is dropped thru the top opening " slit " at
    some stupid high timing number - but the main port is still all but closed off.
    I thought the cylinder had been assembled wrong at the factory - but no.
    So i gave all the engines and parts back - not sure if they still do this dumb setup , if they do they should be shot for being lazy or maybe just being ignorant.
    Im not even sure if Engmod can model this correctly , dont want to know really as I would not even try to tune one.
    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.

  6. #34356
    Join Date
    8th December 2014 - 14:39
    Bike
    1980 Suzuki Gs1100E
    Location
    SWPA
    Posts
    106

    T-port engine

    Wobbly:
    Thanks alot for the T-port info. I know you informed us a while back about trying to reach .8 mach with the T-port but couldn't find it. Thanks to all. Jeff

  7. #34357
    Join Date
    8th February 2007 - 20:42
    Bike
    TZ400
    Location
    tAURANGA
    Posts
    3,225
    When doing the Mach in the Ex duct you set the Ex sensor position to the length of the duct, then do a sim run.
    Then do another sim run with the sensor set to the length from the end of the rear cone to middle of the stinger nozzle ( say 10mm ).
    Then you can look at both the Mach levels at the duct mozzle point and the stinger nozzle by selecting each Mach reading from the two sims.
    When close to being optimum , both will approach 0.8 Mach.
    ExMach 1 is the duct end and ExMach 2 is the stinger nozzle.

    Jhonn - post the pack file here , or send me a PM for my email address.
    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.

  8. #34358
    Join Date
    6th August 2019 - 18:57
    Bike
    Honda
    Location
    Netherlands
    Posts
    2
    Quote Originally Posted by wobbly View Post
    Jhonn , the KTM engines have some well designed features , but several years ago i was offerred free engines and parts from the importer to use in our 125 National karting class.
    This was due to my TM ( MX ) engines winning everything.
    Being given new stuff seemed like a great idea , untill I discovered that a huge amount od work was needed on the transfer radial angles , no so bad , but what killed the whole thing was the
    extremely wierd PV setup.
    The main blade operates as normal , lifting with rpm , and was easy to repower with a servo electronic drive.
    But the Aux ports operate back to front , that is as the main blade is lifting , the Aux drum type PVs open from the top downward.
    This is about as idiotic a system as could possibly be imagined , and made PV tuning all but impossible to get working efficiently , as all the initial blowdown pressure is dropped thru the top opening " slit " at
    some stupid high timing number - but the main port is still all but closed off.
    I thought the cylinder had been assembled wrong at the factory - but no.
    So i gave all the engines and parts back - not sure if they still do this dumb setup , if they do they should be shot for being lazy or maybe just being ignorant.
    Im not even sure if Engmod can model this correctly , dont want to know really as I would not even try to tune one.
    Thanks Wobbly,
    DM is sended to you.

  9. #34359
    Join Date
    20th June 2020 - 07:10
    Bike
    ETEC 800
    Location
    Minnesota, USA
    Posts
    41

    floor stuffer

    I believe I understand the principles behind a proper exhaust duct. I am looking for an acceptable method to add a stuffer to the floor of mine. I should add that I am armed with only an oxygen acetylene rig for welding. It works excellent for welding filthy cast aluminum, however I struggle with anything as thick as an exhaust duct. Anyway, I have previously read about somebody attaching a stuffer with screws through the bottom of the duct. One concern I have is an exhaust leak under the stuffer. Curious as to if anyone has a fool proof plan for such a contraption. Much thanks.

  10. #34360
    Join Date
    13th December 2018 - 18:06
    Bike
    1983 yamaha rd 250
    Location
    sweden
    Posts
    129
    I imagine there will be a problem with heat accumulation in the stuffer. But maybe there is a solution to that.

  11. #34361
    Join Date
    8th February 2007 - 20:42
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    TZ400
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    tAURANGA
    Posts
    3,225
    Adding a stuffer is not a good idea , as it will over heat no matter how its done.
    A simple way to do this is to use aluminium stick welding repair rods.
    The small diameter rod makes it easy to get into the duct and add material.
    The trick is to angle the cylinder downward so that the molten flux runs down over the weld pool.
    If you practice you can achieve a pretty good build up without too many porous holes , but even these can be "spot welded " to fill them after basic grinding of the shape.
    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.

  12. #34362
    Join Date
    20th June 2020 - 07:10
    Bike
    ETEC 800
    Location
    Minnesota, USA
    Posts
    41
    Such a brilliant method that I overlooked. Thank you Wobbly.

  13. #34363
    Join Date
    18th May 2007 - 20:23
    Bike
    RG50 and 76 Suzuki GP125 Buckets
    Location
    Auckland
    Posts
    10,005

  14. #34364
    Join Date
    18th March 2012 - 08:35
    Bike
    Homebuilt chassi, Kawasaki 212cc
    Location
    Sweden
    Posts
    524


    Just a warmup to see if everythings ready for dynosession upcoming weekend.

    I have dynoed 70.1hp to the wheel so far.
    Made some updates since then as:
    Heat isolated pipes
    V-force 4 reeds from banshee
    Made sure the throttles opened the throat fully.
    New clutch, carbon fiber lined discs from yz250f
    E85 fuel with 10% methanol.

  15. #34365
    Join Date
    8th November 2015 - 17:28
    Bike
    1991 MZ 301
    Location
    Denmark
    Posts
    145
    Quote Originally Posted by SwePatrick View Post

    I have dynoed 70.1hp to the wheel so far.

    The last Aprilia125 powerlimit was 52 horsepower (from memory) and had cost phantasillions to attain.
    Let us enlarge all dimensions from that cylinder with cuberoot of two (= 1,26) and make a 250.
    In that cylinder blowdown area will be these 1,26 squared (= 1.59) time so big and powerlimit for same state of art will therefore also be 52 times 1.59 horsepower equal to 83 horsepower.
    70.1 hp in rural Sweden whith no official support is impressive.
    Hold i gang.

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