ESE's works engine tuner

[pete376403]

I believe that alusil was used for the flat 6 chev Corvair engine back in the 60's.

[Flettner]

Kawasaki developed the Electrosil process that is essentially identical to the high voltage plasma spray technique, mid last century.
It was a high silicone wire wrapped around a mandrel, inserted into the bore and zapped with a trillion volts.
I believe its still an aftermarket option for recoating all alloy bores to this day.

As for the impact of CO2 emissions on the environment - depends upon your ideological tin foil hat approach.
CO2 has increased from 0.03% to 0.04% in the environment over the last two decades, sufficient to wreak the planet , yea right.
And of course dont mention that the increased CO2 density has increased plant growth rates by 15% over the same period, as then you have a conspiracy theory instantly hanging over you.

Our Cindy believing that NZ banning oil and gas licenses was going to " save the whales " but then concurrently importing shit coal from Malaysia to help power EV cars, when China is now
building over 200 coal fired power plants is about as far into the sand as you can bury your head.
No more politics.

Wobbly, stay off the internet, it's bad for your mental health 😁

[wobbly]

Aint that dead true Flett.

[JanBros]

when making angles in cones, is it more important to keep the angles of the cones the same, or the diameter at the angle, as keeping both is not possible.
as an example, this cone will get a 45° angle in the middle (I know 45° is way too much, but the bigger the angle the clearer it is):



keeping the diameter of 30 at the angle gives these angles :


when keeping the angles at 11.42°, the diameter get's bigger, and the lenghts of both parts changes (for making an angle in a cone this does not matter as the total length stays the same, but when making an angle between for example the last header-part and the first diffuser-part, it changes the length of both) :


so who does what ? the pipes for my MX-moped are for the biggest part curves so it matters more than on straight pipes with just a few tight curves :

[wobbly]

I have been doing this in SolidWorks for over 25 years.
When joining two different angled cones at their ends , you extend the cone length and create the cut passing thru the real end center points.
Thus one side of each cut is shorter and smaller in diameter , the other side is longer and larger in diameter, but the centerline length says constant.

Here I have joined two 2mm thick cones using this method, both cuts are 5* , and there is no discernable difference in the mating diameters at all.
Ive done this literally hundreds of times , and never had any issues with the cones not mating exactly.

The only other trick to doing it in CAD is to create the cones as a surface rotation that are driven by the neutral axis diameters ie the cones ID plus one material thickness.
Thus when this surface with an angle cut is unrolled into a pattern , you do not have two distinct edges due to the angled material thickness.
If you do dont do this you cannot simply remove one of the lines for the laser to follow , as neither represent the true angled cut shape.

[41juergen]

maybe something for Wobbly: when optimizing the intake lenght in EngMod, for what RPM do I need to go, max. torque, max power or somthing in between?
cheers
Juergen

[JanBros]

I have been doing this in SolidWorks for over 25 years.
When joining two different angled cones at their ends , you extend the cone length and create the cut passing thru the real end center points.
Thus one side of each cut is shorter and smaller in diameter , the other side is longer and larger in diameter, but the centerline length says constant.

Here I have joined two 2mm thick cones using this method, both cuts are 5* , and there is no discernable difference in the mating diameters at all.
Ive done this literally hundreds of times , and never had any issues with the cones not mating exactly.

so keeping the angles is the way to go, tnx

[wobbly]

Extending the cones past the end point and then cutting across the actual center point is the real trick.

[wobbly]

Mr41, it depends upon what the application is , but generally with a gear set you tune between peak torque and gearchange rpm.
There is a spread of about 2000 rpm where this effect is working more or less.
The rpm where the two curves cross at a pressure ratio of 1 is the actual perfect tune point, it reduces in effect each side of this.
If you have many corners where you need alot of front side drive, then making the intake tuned rpm lower = longer if it will fit in, can help offset a pipe made to rev as well.
Swings and roundabouts - no free lunch, if translating.

[41juergen]

Thank's a lot Wob, will see how I can manage that with my 3MA project what has limited space down the engine..

[Rudex]

I found in facebook interesting case flow. https://www.facebook.com/groups/6710...5807130499380/

The coments from Jan
I] Jan Thiel:
Should have been tried on the RSA.... Instead they tried a 'Honda type' exhaust port: 2 HP less!!! Doing this we might have reached 60 HP........[/I]

Anyone have more pictures?.

[SwePatrick]

First small steps of dynoing my 'molested' kx250 engine, i hope there is more lurking, as i have only made 6 pulls so far.
5th made the most so far. 60.4hp to the wheel with european standards, almost no weather correction.
Aiming for about 63hp with E85, might be more, but let´s just set the 'goals' low at this point.
It was a succesful dynoday as all my mods actually held up, some other small issues occured ofcourse =)

Later on i will run methanol.

[koba]

I happened upon this recently, it was pretty cool to see one for real.

Aprilia RSW125

[TZ350]

First small steps of dynoing my 'molested' kx250 engine, i hope there is more lurking, as i have only made 6 pulls so far.
5th made the most so far. 60.4hp to the wheel with european standards, almost no weather correction.
Aiming for about 63hp with E85, might be more, but let´s just set the 'goals' low at this point.
It was a succesful dynoday as all my mods actually held up, some other small issues occured ofcourse =)
Later on i will run methanol.

60 RWHP at something like 6,500 RPM is a fantastic result for the KX250. SwePatrick has me reconsidering what I am doing with my own 250 single.



I have 42 RWHP at 9,500 RPM. To little power at to many RPM.

Back to the drawing board.

[wobbly]

TeeZee, very wrong. Your rpm and powerband is perfectly suited to the engine configuration you have.
And running E85 makes the results shown not even remotely comparable to what you are doing.
Plus harking back to my real shit fight with Patrick about converting RWHP to EngMod crank power - where he was absolutely adamant i was spouting garbage, he is now suddenly quoting exactly , and completely
agreeing with my and Neels assessment of 12.5 to 15% depending upon if its a Dynojet or not.
Everything with a grain of salt.