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Thread: ESE's works engine tuner

  1. #36406
    Join Date
    11th November 2011 - 12:15
    Bike
    93 kx500
    Location
    Aus
    Posts
    43
    BRC is doing a 600 parallel twin project using the CBR600 gearbox.
    They must be pretty confident the gearbox will handle the extra 2 stroke loads to be so far along with the project?
    Hopefully their new cylinders suits a ktm base gasket mounting..

    You may have to change primary drive ratio to clear the crank due to the 4 strokes having a tiny stroke?
    This may suit your lower rpms anyway?

  2. #36407
    Join Date
    24th April 2016 - 19:07
    Bike
    2001 zx9
    Location
    bop
    Posts
    89
    Changing the primary drive to a higher ratio (speeding up the gearbox) is a good way to lower the gearbox loads up to a point when speeds start getting excessive . too high and selecting first from neutral becomes risky and the fast spinning parts ad excessive flywheel effect. Engineering and compromises ...

  3. #36408
    Join Date
    20th January 2010 - 14:41
    Bike
    husaberg
    Location
    The Wild Wild West
    Posts
    11,203
    Ducati Gearbox's are pretty inexpensive secondhand made for twins so are reasonable robost and narrow and have big clutch's.
    from what was said in the 90's by cramp though they have odd tooth profiles so you will need to use their own primary or make your own clutch.
    I don't ever recall anyone having much trouble with the gearbox's
    Quote Originally Posted by Katman View Post
    I reminder distinctly .




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

  4. #36409
    Join Date
    8th February 2007 - 20:42
    Bike
    TZ400
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    tAURANGA
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    3,514
    The 2T 500 twin project Dr Jeff and I are doing is built around the CBR600 gearcluster like the BRC - as was used in
    Moto2 for years with no issues..
    This was chosen purely based on the normalised gear ratios , its power handling ability and readily availablity.
    The ratios are all but identical to the TZ500 , and that gearset was used in the BSL500 tripple for the ratio reason as well.
    Pipes for a 700 twin are going to be a mile long / fat as hell, and looking at the Tularis that had a Polaris 700 twin in it ,its reversed cylinder pipes hung out well past the rear wheel ( making it illegal for any form of racing )
    and this problem isnt going away even with ugly looking U bend stingers like the Bimota 500 used.
    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. #36410
    Join Date
    12th March 2010 - 16:56
    Bike
    TT500 F9 Kawasaki EFI
    Location
    Hamilton New Zealand
    Posts
    2,527
    Quote Originally Posted by wobbly View Post
    The 2T 500 twin project Dr Jeff and I are doing is built around the CBR600 gearcluster like the BRC - as was used in
    Moto2 for years with no issues..
    This was chosen purely based on the normalised gear ratios , its power handling ability and readily availablity.
    The ratios are all but identical to the TZ500 , and that gearset was used in the BSL500 tripple for the ratio reason as well.
    Pipes for a 700 twin are going to be a mile long / fat as hell, and looking at the Tularis that had a Polaris 700 twin in it ,its reversed cylinder pipes hung out well past the rear wheel ( making it illegal for any form of racing )
    and this problem isnt going away even with ugly looking U bend stingers like the Bimota 500 used.
    Could it be any worse than the four cylinder 500's , four of the buggers to house.
    Dont worry, Ill make them fit.

  6. #36411
    Join Date
    12th February 2004 - 10:29
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    bucket FZR/MB100
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    Henderson, Waitakere
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    4,044
    Quote Originally Posted by jato View Post
    Re gearboxes, i believe inline fours with equal firing intervals give gearboxes a fairly easy life, with peak torque values only of whatever a 250 fourstroke can manage ( including inertia torque of 2 rising pistons at high revs ). if one of those gearboxes has a known weakness a powerful two stroke single/twin will soon find that weakness thanks to those new higher torque pulses.
    Z gearboxes in that regard were well over-engineered as were the majority of similar vintage models. There were weaknesses, I found a few, but the cogs themselves were generally pretty good

  7. #36412
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    12th February 2004 - 10:29
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    bucket FZR/MB100
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    Henderson, Waitakere
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    It's a bit of a compromise but you could take the stingers from the belly of the chamber. Added bonus - it reduces noise

  8. #36413
    Join Date
    8th February 2007 - 20:42
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    TZ400
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    tAURANGA
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    Yea Neil , but in the 500x4 , two fitted under the bike and 2 fitted under the seat easily as they were only 750 ish long.
    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.

  9. #36414
    Join Date
    12th February 2004 - 10:29
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    bucket FZR/MB100
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    Henderson, Waitakere
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    I've thought about it a bit more. Get a decent gearbox. You are going to all this trouble to build an engine and then considering archaic components when newer better ones are available. The other thing is, depending on engine characteristics, would a 5 or 6 speed box actually be better?

    I have FZR250 gearboxes spare. These engines are high revving and lowish torque but looking at the boxes they aren't too bad and have huge clutches and primary drives cogs behind the clutch. They shift beautifully. I have engine cases you could have to measure up as well and clutches. I even have crankshafts you could cut up to get the primary drive cog if that could be used instead of making one.

  10. #36415
    Join Date
    12th February 2004 - 10:29
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    bucket FZR/MB100
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    Henderson, Waitakere
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    Thought. As your engine is unlikely to ever do 18,000rpm you could use a lot bigger crankshaft primary drive sprocket than the standard one. Possibly twice the tooth count?

  11. #36416
    Join Date
    2nd March 2013 - 15:04
    Bike
    CBX125F NS50F NS90F NS-1
    Location
    Lower Hutt
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    397
    If my bike runs nicely on 98 unleaded pump petrol, is switching to 100 octane unleaded pump petrol likely to have any negative effects?
    I don't any pre-ignition or deto issues on 98. Will I need to advance the ignition a little to get the best from 100?

  12. #36417
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    8th February 2007 - 20:42
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    TZ400
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    tAURANGA
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    3,514
    The difference between 98 and 100 unleaded comes down to how they raised the octane level.
    The other issue to be aware of is how good is the 98 pump gas , Vs is the 100 stored and sold in 20L or 200L tins.
    Many times the 98 has been sitting in the stations tank forever , as its not that popular , and its Reid Vapor Pressure is non existant.
    But my opinion would be if you have optimised the ignition already , then if the 100 is truly " better " this will mean you can safely run leaner without deto.
    ie Leave the ignition alone.
    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.

  13. #36418
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    2nd March 2013 - 15:04
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    Lower Hutt
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    Thank you Wobbly.

  14. #36419
    Join Date
    12th March 2010 - 16:56
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    TT500 F9 Kawasaki EFI
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    Hamilton New Zealand
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    Quote Originally Posted by wobbly View Post
    Yea Neil , but in the 500x4 , two fitted under the bike and 2 fitted under the seat easily as they were only 750 ish long.
    Maybe Ill be running one underneath and one out the back, I can make them fit.

  15. #36420
    Join Date
    4th December 2011 - 22:52
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    Yamaha XJ750 1982
    Location
    South Africa
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    179

    Gasdynamics - some more rambling

    There are people in this world that uses an Excel spreadsheet and acoustic theory to create what they claim is a simulator that calculates what your exhaust pipe should look like. They publish this mostly on Farcebook so I thought it would be a good idea to add another installment on gasdynamics. Please give comments so I can improve this.

    Click image for larger version. 

Name:	Gasdynamics - Finite Waves vs Sound Waves 101 - Issue01.pdf 
Views:	217 
Size:	163.5 KB 
ID:	350438

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