ESE's works engine tuner

[bucketracer]

The EFI and a bit of a review of the other innovations.



Copper Head.



Pressure Bleed



Boost Bottle and Ball Valve Inlet.



Exhaust port floor dam.



An older but good carburetor curve, the challange will be to see if the EFI setup and the other inovations can better it.

Exciting times at Team ESE.

[senso]

10ms at 8000 rpm is too slow, not that I ever messed with EFI(for now, will try that in the future), but 8000 rpm is 133Hz, 10ms is 100Hz, so, you are not injecting every rev, don't know how that ECU works, but that might explain the strange behavior.

About the fins, old sachs engines have huge finned heads and cylinders, with radial fins coming from the center of the head, and the crankcases also have fins in the bottom going all the way through the cases, and to some extent, zundapp and casal engines have fins in the crankcases.
Hope I'm not saying stupid things

[TZ350]

... the crankcases also have fins in the bottom going all the way through the cases ...

Do the fins stick up into the gearbox oil on the inside? if they did this would greatly improve heat transfer and is something I am thinking of doing. It would be great to know if its been done before.

[Drew]

Woohoo, I wasn't expecting the peak power to get so close to the best carbed output so soon!

Must be great knowing you can smooth the curve out in certain areas, and not change anything that's happening at the top.

I was musing this morning, if I made a belt driven disk valve on the GT could it just have two holes in it at 180° to run a single carb/throttle body?

[senso]

No, the inside of the cases is smooth, I don't have a photo here, but I can get some photos of zundapp and sachs engines in the weekend, if you want.

[Drew]

Do the fins stick up into the gearbox oil on the inside? if they did this would greatly improve heat transfer and is something I am thinking of doing. It would be great to know if its been done before.

Would Mr Yoshimura's trick, of just putting dimples all over the surface have a similar effect? Can't see why it wouldn't work on the inside of the cases like, and every motor used to get hours of Mrs Yoshimuras attention with a drill.

[Grumph]

Do the fins stick up into the gearbox oil on the inside? if they did this would greatly improve heat transfer and is something I am thinking of doing. It would be great to know if its been done before.

It's been done before, yes, but AFAIK only on car sumps. After all, they have the depth to fit finning in.

Most extreme case i know of is Bugatti - he ran small dia tubes through the sump front to rear which were open to outside air. That would certainly increase the surface area available for heat transfer.

If you're going to try dry sump or pump cooling the box, I'd arrange the line in from the cooler or tank as a spray onto the rear wall of the crank chamber.

[wobbly]

Just finished dyno runs on the TZ400, could not have wished for a better result.
Ran it as modelled in EngMod and amazed how close the ignition was.
Just love the flat torque curve, will be an easy bike to ride pulling out of slow corners way better than any piston port could hope to do.
Hit 80RW Hp on the 1st run on a DynoJet 168 with variable load simulating increasing aero with speed = 255KM/Hr max
Added alot more mid advance and ramped out the top end, to get good of corner response and some more overev power bandwidth..
Quickly got to the stage of having to use fuel to keep the temps under 1260*F at 11500rpm +
So the final all gear runs were quite rich but fully safe and repeatable at 82.8Hp.
This is dead on 12% losses at the rear wheel from the sim prediction,as I expected, and makes the model spot on for power and peak rpm.
If I now rerun the sim with the dyno ignition it will be so close everywhere ,as to be scary good.
One thing I discovered is that the 40mm Lectrons ( legal for Pre 82 Post Classic ) are super sensitive to float level.
1mm height change = dead on 50*F which is what you would see normally with a single main jet change.
So it was a juggle of float height, needle position and powerjet size to get an accurate fuel curve with good part throttle roll on as well as temp control up top.
Best solution I am now convinced is to run inline solenoids on the powerjets, switch them on to extend the overev ( instead of ramping out alot of timing ) then turn them off
to keep the temps consistent well into overev if needed.
The speed shift works a treat with minimal power drop time between each change.
My son will edit the vids tonight and upload to YouTube, will post the link asap.

[Flettner]

[IMG][/IMG]


Cylinder mould building is slow, due to lack of time available. I had to change the main core mould to allow for these dimples to be made in the cylinder core. These are needed to fit ( glue ) the transfer cores to. Transfer cores not made yet. Evantually we want a hard sand core that looks like this.

[kel]

Best solution I am now convinced is to run inline solenoids on the powerjets, switch them on to extend the overev ( instead of ramping out alot of timing ) then turn them off
to keep the temps consistent well into overev if needed.

Wobbly you mentioned previously -
"switching the powerjet puts less heat into the piston, more into the pipe, to create overev power. Its inherently "safe" as the bmep is low and the heat isnt going to sieze anything when you are over the top of the torque curve".
Does this hold true for air cooled motors?

I have just setup my bucket with an inline powerjet solenoid. Its a normally closed air solenoid that vents the powerjet line to atmosphere thereby cutting the vacuum induced fuel feed through the powerjet.
With my combination of 198deg exhaust timing and the late model RS125 pipe there might be a few more revs to exploit by turning off the powerjet. Main concern is the effect on temp on the poor old thermally challenged air cooled motor. While theres no noticeable power fade on the dyno or track the motor does seem to get very hot.
Bike is running Avgas and a number 30 Keihin powerjet, power output drops dead at 12000rpm.

[Yow Ling]

Bike is running Avgas and a number 30 Keihin powerjet, power output drops dead at 12000rpm.

I thought you said avgas was the devils fuel.

[kel]

I thought you said avgas was the devils fuel.

Yep the sooner its banned the better

[wobbly]

The heat generated by going leaner over the top of the pipe will mostly be transmitted into the pipe.
Thus maybe the Ex duct in the cylinder will get hotter, but I dont see that being a limiting issue.
What is the ignition curve, as this may be limiting the overev power past 12,000

[RAW]

The heat generated by going leaner over the top of the pipe will mostly be transmitted into the pipe.
Thus maybe the Ex duct in the cylinder will get hotter, but I dont see that being a limiting issue.
What is the ignition curve, as this may be limiting the overev power past 12,000

Wobbly, this increased heat within the exhaust, would it lead to increased heat upon the piston skirt and if to great result in the burning away of the skirt about and below the ring groove / no burning away of the piston above the ring

Power jet issue and or timing issue ?

[TZ350]

Hi TeeZee, I am following this with interest.

Attachment 289756Attachment 289759Attachment 289760

Great to see this coming together.

Attachment 289757

The first EFI graph at 22 hp starts of better than tonight's one but great to see the extra range, very promising.

Attachment 289758

So no doubt some fueling adjustments will improve tonights curve.

28+ hp, this is starting to get exciting.

Bucket here is a graph of the two EFI dyno sessions compared to a good carburetor run on the same cylinder and setup.



Green line is how it runs with a carb, the Red line is my first EFI dyno run, it turns out that it was set up to run very rich so as to get some fuel through the transfer ports on time and the Blue line is after adjusting the injection end point.

Its great having a carburetor graph of the same cylinder for a comparison, but it looks like a lot of work to do yet to get the EFI system to better the carburetor results.

I expect that with more work on the fuel injection map and injection end point plus injector cross over point I will be able to get EFI curves like the carburettor one.



I am trying to get the injected fuel to squirt up inside the piston crown for cooling of the piston top from the underside and better fuel vaporization.

I am hoping the EFI system will give me more under piston cooling and by being able to control the fueling more accurately some reduction in detonation during over rev (13,000 + rpm).

With the carburetor set up, over rev and part throttle deto is a real problem.



The small capacity injector is on the right and discharges over the rotary valve inlet side, bigger injector is in the middle and the injector on the left is disconnected at the moment.

I will try adjusting the switch over point as I want the small injector for starting and low end running and then to swap over to the big injector in the middle for power running and cooling the piston.

You can see the bike running badly on the dyno here:- http://youtu.be/6yl4NvAK5YM

The oscillations were cured by adjusting the injection end time.

In just a few ms the crank has rotated many degrees. ie, the minimum time for pico iwp injectors is 2ms and 2ms at 12,000 rpm = 144 degrees and the transfers are only open for 132.

So its quite a juggling act to get the biggest injector for the shortest injection time without dropping below the 2ms lower limit or being to small and needing to long and taking up to many degrees of crank rotation to inject enough fuel.



Ecotrons has an "injection point end" Map that allows you to tailor the injection end point to suit throttle position and rpm.