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Thread: ESE's works engine tuner

  1. #36196
    Join Date
    22nd September 2012 - 16:31
    Bike
    1995 kx 125
    Location
    usa
    Posts
    70

    Transfer shape ,volume

    Hello. Haven't been on here for a while.
    Been playing with cars and working.

    As some of you may know. I played with the old model ktm 105
    Alot. Changed the transfer port tunnel shapes,timings and Area's, pipe dimensions ,export, even tried exhaust extension, All the basic things and some of the other things that's been talked about on here . Leaned how bad the A ports can short circuit cause of this engine . Learned some things on B port volume/shape cause of this engine. Tried alot of pipes I made.
    took 3 years to make 34 hp,up from 27.5hp. With the old style cylinder n epoxy. My new more modern cylinder 105 1hp less.. Couldn't of done it with this forum or Frits Jan and Wob or engine mod 2t and alot of head scratching. Wob even helped me with a yz85 flat track eng. Thank you all very much.


    I had a guy give me a new yz 85 that was bored and stroked.
    To see what i can do with it.
    he wasn't to happy with it as is. I see some very obvious things I can make quick work of. Yamaha tightened up the transfer port volumes. These are much longer ports than I am use to. Different roof angles than I am used to . Completely different shape ports than I am use to. So I am sure different results than I am use to. Here are 2 inner radius transfer shapes.
    I know how the shorter shape works . (For now)
    Dis regard the tails on right side. Bottom of bore ends on right side bend. Any input how thess longer ,different shape will work? I have a idea/maybe. I do own a flow bench. But where talking 2 strokes. So I am sure, I am in for some surprises when I dyno this thing. I need make port molds yet. Click image for larger version. 

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  2. #36197
    Join Date
    18th May 2007 - 20:23
    Bike
    RG50 and 76 Suzuki GP125 Buckets
    Location
    Auckland
    Posts
    10,188
    .
    Click image for larger version. 

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    Ok, it did not work as expected so what is going on here.

    I imagined that the depression behind the slide would draw fuel up the purple tube attached the power jet pickup. Fuel flow being moderated by the solenoid valve.

    The Ignitec ignition has an option for PWM of a power jet and I am using this to control the solenoid valve. With the frequency set at 2Hz ( the solenoid should handle that) and PWM at 100%. I was expecting the engine to run way over rich but nothing happened. No extra fuel?

    The solenoid works, I tested it by sucking on the tube when the solenoid was activated, so all good there. And I was expecting that at WOT fuel would be sucked from the tube just like it is with the main jet. And at closed throttle it would gush out like a fountain.

    But nothing, could it be that the pressure recovery on the engine side of the slide is such that there is no real depression there ????. Any suggestions would be welcome.

  3. #36198
    Join Date
    24th January 2014 - 08:12
    Bike
    1988, Yamaha RD350 YPVS
    Location
    Germany
    Posts
    93
    Hi Teezee,

    I think it is certainly not helping, that you force the fuel to participate in a exhausting long rollercoaster ride before joining the game

    I would use the valve the other way around: connect the 90 bent to the vaporizing tube and make a short and straight hose down in the chamber. No bends, no long paths to go.

    Also I would point the vaporizing tube in the center of the bore. (Idea stolen from wobbly)

    If that does not help at all, mount a brass plug in the hose with a 0.2mm hole in it. That will act like a check valve and no fuel will flow back into the chamber (Idea stolen from Suzuki RGV powerjet hose)

    Cheers
    Tim

  4. #36199
    Join Date
    25th March 2004 - 17:22
    Bike
    RZ496/Street 765RS/GasGas/ etc etc
    Location
    Wellington. . ok the hutt
    Posts
    18,921
    It is pretty hose.

    Pretty big hose. Usually very small bore.
    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. #36200
    Join Date
    8th February 2007 - 20:42
    Bike
    TZ400
    Location
    tAURANGA
    Posts
    3,439
    Its normal to operate the valve at something like 12Hz and vary the % to vary the flow rate.
    Try using the solenoid to operate the std powerjet , just to see if that well provrn system actually works.
    Then stick a piece of clear tube on the jet behind the slide down into a small container of fuel next to the bowl and see if fuel is drawn up on the overrun.
    Attached Thumbnails Attached Thumbnails Click image for larger version. 

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    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. #36201
    Join Date
    18th May 2007 - 20:23
    Bike
    RG50 and 76 Suzuki GP125 Buckets
    Location
    Auckland
    Posts
    10,188
    Quote Originally Posted by Tim Ey View Post
    Hi Teezee, I think it is certainly not helping, that you force the fuel to participate in a exhausting long rollercoaster ride before joining the game I would use the valve the other way around: connect the 90 bent to the vaporizing tube and make a short and straight hose down in the chamber. No bends, no long paths to go. Cheers Tim
    Quote Originally Posted by F5 Dave View Post
    Pretty big hose. Usually very small bore.
    Quote Originally Posted by wobbly View Post
    Its normal to operate the valve at something like 12Hz and vary the % to vary the flow rate. Try using the solenoid to operate the std powerjet , just to see if that well provrn system actually works. Then stick a piece of clear tube on the jet behind the slide down into a small container of fuel next to the bowl and see if fuel is drawn up on the overrun.
    Thanks for the tips.

    Now, I have become really interested in what the actual pressure is behind the slide. At closed throttle the small amount of airflow across the pilot jet orifice causes a venture effect but the actual pressure behind the slide might be quite high. There may not be that much differential between the front and back of the slide. When I get a chance I am going to measure it.

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