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Thread: ESE's works engine tuner

  1. #31681
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    18th May 2007 - 20:23
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    RG50 and 76 Suzuki GP125 Buckets
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    The 50 at the salt this year. Holed a piston after 3 miles at full noise over the run up and part way through the timed section.

    The speed was good, just have to figure out how to tune the bike on the dyno in Auckland NZ so it holds together on the salt at Gardner Lake Aus.
    - Magic Weapons-

    https://www.wilsoncenter.org/sites/default/files/for_website_magicweaponsanne-mariesbradyseptember2017.pdf

  2. #31682
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    18th May 2007 - 20:23
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Name:	Tims Team ESE's 50.jpg 
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    Tim riding one of Team ESE's RG50's took in the AMCC F5 cup in the North Island series and in the NZGP national title. Good one Tim.

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ID:	341529 Tim (34) in another life.
    - Magic Weapons-

    https://www.wilsoncenter.org/sites/default/files/for_website_magicweaponsanne-mariesbradyseptember2017.pdf

  3. #31683
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    18th May 2007 - 20:23
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Name:	CVT Crankcase Volume.jpg 
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ID:	341530 ridiculous loads of crankcase volume.

    For the F4 110cc CVT project I was going to make a traditional style of crankshaft but have decided to test the "more is better" crankcase volume theory.

    The theory has it, that with a good pipe the more crankcase volume there is the more air/fuel the pipe can suck into the cylinder as it is easier to take a deep breath from a room full of air than from a thimble. Being CVT I wont have to worry about crankcase pumping at lower RPM of the pipe because the clutch on this thing will be set to kick in, well into the torque curve at 9,000 rpm and setup to run through to 13,000 or so.

    The Suzuki V100 scooter crank already is the correct stroke so I will just bore the pin holes to 22mm for the RD400 rod. If this does not work, plan "B" is to de stroke the crank and fit a performance aftermarket cylinder for 70cc and turbocharge the sucker to fill up that case volume. We already have a brand new miniature turbo the right size.
    - Magic Weapons-

    https://www.wilsoncenter.org/sites/default/files/for_website_magicweaponsanne-mariesbradyseptember2017.pdf

  4. #31684
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    27th October 2013 - 08:53
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    if you can just get one side fitted then trace it on paper for a template on the other three sides. on another note. im ordering a right side rad from the newest 250sx that should work great for this engine. ill just reposition the hose nipples and add some mounting brackets . ill report back in a few days when that shows up
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  5. #31685
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    13th June 2010 - 17:47
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    Quote Originally Posted by TZ350 View Post
    Click image for larger version. 

Name:	CVT Crankcase Volume.jpg 
Views:	86 
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ID:	341530 ridiculous loads of crankcase volume.

    For the F4 110cc CVT project I was going to make a traditional style of crankshaft but have decided to test the "more is better" crankcase volume theory.
    I'll be watching this...The pic is just like looking into my Villiers 197 special, lol.
    If you make it work, I'll hold off on finishing the full circle crank - cut down DT360.....
    Reason is a tool - remember where you left it..... The late, great, John Clarke

  6. #31686
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    .

    There are some hugely talented people in the motorcycling world in general who have so much energy and do such incredibly interesting work, I take my hat off to them.......





    Check out the width of that small cylinders exhaust port.
    - Magic Weapons-

    https://www.wilsoncenter.org/sites/default/files/for_website_magicweaponsanne-mariesbradyseptember2017.pdf

  7. #31687
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    25th March 2004 - 17:22
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    Gee, why stop at 170* bore width? Go for 350.
    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?

  8. #31688
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    20th January 2010 - 14:41
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    I cant seeing it bettering 70HP at 30,000RPM.
    Hes having a go at plating it himself.



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

  9. #31689
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    18th May 2007 - 20:23
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    Quote Originally Posted by F5 Dave View Post
    Gee, why stop at 170* bore width? Go for 350.
    We experimented with 85% in a 50, as a way of trying to get the required blow down time area at 14,000 and an ideal exhaust port and pipe resonant timing of 192 - 194 duration.

    85% on the small 50cc cylinder worked Ok without breaking the (steel) ring but we managed to ruin the cylinder in other ways.

    Quote Originally Posted by TZ350 View Post
    Attachment 318368Attachment 318372

    Ok started on learning how to model a 85% profiled exhaust in Engmod2T.
    - Magic Weapons-

    https://www.wilsoncenter.org/sites/default/files/for_website_magicweaponsanne-mariesbradyseptember2017.pdf

  10. #31690
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    27th October 2013 - 08:53
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    Quote Originally Posted by TZ350 View Post
    .

    There are some hugely talented people in the motorcycling world in general who have so much energy and do such incredibly interesting work, I take my hat off to them.......





    Check out the width of that small cylinders exhaust port.
    I try to watch a few of the videos when time allows. my hats off to him for giving it a go. I hope it works out

  11. #31691
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    27th October 2013 - 08:53
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    got a bit more done today. even though the cylinders are squashed together so bad, im going to make the water jacketing around the aux ears go as far toward the rear of the cyl as I possibly can. the 250sx radiator will be here tomorrow and wonder how you think the best way to route the water hoses into it ? youll see what I meen in the photo. what im thinking to do is weld on a elbow to each cyl near the exh spigot. then either have the hoses go into a Y and then just a single inlet into the top of the rad or keep both hoses separate and run both into the top of the rad. it would be simpler to just weld on one hose nipple rather than two. do you guys see any reason not to use a single hose into the rad rather than two ?
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  12. #31692
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    2nd March 2013 - 15:04
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    Quote Originally Posted by TZ350 View Post
    .

    There are some hugely talented people in the motorcycling world in general who have so much energy and do such incredibly interesting work, I take my hat off to them.......





    Check out the width of that small cylinders exhaust port.
    I think he's planning to use a "retained" ring, i.e. reverse Dykes, so port width shouln't be a problem, nor should exhaust-to-transfer leakage as there would be no pin holes.

  13. #31693
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    28th August 2015 - 00:01
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    If you don't have rings, the limitation is the piston falling out of the exhaust. Below is a stock sleeve on the right and a modified sleeve on the left for a 7.5 cc race engine.

    Lohring Miller

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  14. #31694
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    18th March 2013 - 08:20
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    Bridged Ex Port

    As we seem to be on Ex ports at the moment, is there an accepted "safe" % of bore width for a briged port?

  15. #31695
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    Quote Originally Posted by DaisyB View Post
    As we seem to be on Ex ports at the moment, is there an accepted "safe" % of bore width for a briged port?
    My understanding is that a problem arises when the exhaust port gets wide enough for the piston pin to allow a short circuit path between the "A" transfer and the ear of the exhaust port. After that, extra width starts to become counter productive.
    - Magic Weapons-

    https://www.wilsoncenter.org/sites/default/files/for_website_magicweaponsanne-mariesbradyseptember2017.pdf

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