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Thread: ESE's works engine tuner

  1. #32071
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    Quote Originally Posted by husaberg View Post
    Can you see if Emot are still selling the Russian insulating paint, i had a look on the website the other dauy and couldnt see it.
    Not from where I'm sitting. I could email him, but so can you: stehouwer@emot.nl

  2. #32072
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    24th January 2014 - 08:12
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    Sorry for the off-topic. I just found out by accident, that my favorite book "The Racing Motorcycle" by John Bradley has a third volume on the market
    http://www.broadlandleisure.com/
    This is literally the best series of books for any racing motorcyclist with greasy hands. Written from a genius guy that brings the very best of the theory and practical experience together!
    Please buy his stuff and make him rich!

  3. #32073
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    6th February 2012 - 08:54
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    Still no reissue of volume 2

  4. #32074
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    2nd March 2013 - 15:04
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    Quote Originally Posted by philou View Post
    Still no reissue of volume 2
    The publishers accidentally destroyed the plates, so no re-issue ever. He might rewrite it though. He's thinking about it but it's major of course.

  5. #32075
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    To be more accurate, the printers destroyed the plates. John has been the publisher for all three books.

    Buy lots of copies of V3 so John's house isn't so crowded and maybe he can get V1&2 organized for a final reprinting.

  6. #32076
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    Quote Originally Posted by Frits Overmars View Post
    In general widening any port trumps raising it, but widening the exhaust port will also increase the risk of short-circuiting, especially with those H2-transfers.

    I don't follow your reasoning about reducing the power stroke. Raising the exhaust roof means opening the exhaust port earlier, when the cylinder pressure is higher, generating stronger pipe action.
    Frits
    What do you mean "especially with those H2 transfers"?
    I thought 3-port exhausts and butterfly exhaust mainly had issues with short-circuiting?
    Thanks

  7. #32077
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    The Kawa 750H2 had its three 250cc cylinders crowded closely together. There was no room for nicely sweeping transfer ducts; the ducts were flat without inner curvatures, so the incoming transfer streams had hardly any directional stability; the smallest bit of suction from the exhaust side could persuade them to short-circuit.

  8. #32078
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    Click image for larger version. 

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    Made some progress tonight on the CVT rotary valve GP/NSR110 engine transmission assembly with chain final drive.

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    And this will be where we get to see if you can rely have ridiculous amounts of crankcase volume for the pipe to suck fresh fuel/mixture from.

    I am picking we only need enough crankcase compression to get started and once the pipe is working it won't matter how big the crankcase volume is and the CVT will keep the engine rpm in the pipes happy place.


  9. #32079
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    20th January 2010 - 14:41
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    Quote Originally Posted by TZ350 View Post
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    Made some progress tonight on the CVT GP/NSR110 engine transmission assembly.

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    This will be where we get to see if you can rely have ridiculous amounts of crankcase volume for the pipe to suck fresh fuel/mixture from.
    looking into that crankcase reminds me on a mid 50's Villiers



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

  10. #32080
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    13th June 2010 - 17:47
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    Quote Originally Posted by husaberg View Post
    looking into that crankcase reminds me on a mid 50's Villiers
    The primary compression may even be worse. The Villiers has less crank to case side clearance - and way less transfer volume.
    I did once measure the primary compression of my 197 special. Wrote it down, looked at it in relation to Gordon Jennings recommended figures, tore the piece of paper up and threw it away. It is what it is and I had to live with it.
    From what wob has written about reed valves and primary compression ratios I'm reluctant to reed valve it. Making better transfers for it will increase case volume even further...

    For all those reasons, I'm watching Robs efforts on this one with interest.
    Reason is a tool - remember where you left it..... The late, great, John Clarke

  11. #32081
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    Quote Originally Posted by Grumph View Post
    The primary compression may even be worse. The Villiers has less crank to case side clearance - and way less transfer volume.
    I did once measure the primary compression of my 197 special. Wrote it down, looked at it in relation to Gordon Jennings recommended figures, tore the piece of paper up and threw it away. It is what it is and I had to live with it.
    From what wob has written about reed valves and primary compression ratios I'm reluctant to reed valve it. Making better transfers for it will increase case volume even further...

    For all those reasons, I'm watching Robs efforts on this one with interest.
    Yeah but the villiers still needs a decent crank, your one fixed that with also i assume full circle webs and a big end and little bearing.
    plus less fins than a 1980's car
    They did have tremendously long rods though. along with a huge volume under it.
    For those who never had the pleasure of looking in one of these.
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    Kinky is using a feather. Perverted is using the whole chicken

  12. #32082
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    Nope - mine's still the OE crank and rod. Haven't got around to doing the DT360 conversion.
    Keeping the revs lowish while getting good power out of it is fine until it reaches it's heat rejection limits - and seizes.
    Next move is probably Methanol.
    Reason is a tool - remember where you left it..... The late, great, John Clarke

  13. #32083
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    Quote Originally Posted by Grumph View Post
    I did once measure the primary compression of my 197 special. Wrote it down, looked at it in relation to Gordon Jennings recommended figures, tore the piece of paper up and threw it away. It is what it is and I had to live with it.

    From what wob has written about reed valves and primary compression ratios I'm reluctant to reed valve it. Making better transfers for it will increase case volume even further...

    For all those reasons, I'm watching Robs efforts on this one with interest.
    Extra large crankcase volume has been done before but the CVT NSR110 will have crazy big crankcase volume.

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    My first NSR110 cc 31 rwhp effort with its special crank, very long RD400 rod, 12mm crankcase splitter and 12mm cylinder base plate. It had a very large crankcase volume compared to others. Probably bigger than the Aprilia 125 racer or anything else that you would consider a performance two stroke engine.

    But I suspect being rotary valve has a lot to do with getting away with these large case volumes and the better modern pipes than in Jennings day make good use of the extra volume.


  14. #32084
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    Quote Originally Posted by TZ350 View Post
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    Made some progress tonight on the CVT rotary valve GP/NSR110 engine transmission assembly with chain final drive.

    Click image for larger version. 

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ID:	342197

    And this will be where we get to see if you can rely have ridiculous amounts of crankcase volume for the pipe to suck fresh fuel/mixture from.

    I am picking we only need enough crankcase compression to get started and once the pipe is working it won't matter how big the crankcase volume is and the CVT will keep the engine rpm in the pipes happy place.
    Rob I understand the plate between the cases was necessary on the first 110 so you could fit a 6-speed box, but why do you need it for the CVT version?

  15. #32085
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    Quote Originally Posted by lodgernz View Post
    Rob I understand the plate between the cases was necessary on the first 110 so you could fit a 6-speed box, but why do you need it for the CVT version?
    I wondered about that too. I am not so concerned about the crankcase volume, but more about the distance between the crankshaft main bearings, which will cause a large bending moment on the big end pin.

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