ESE's works engine tuner

[TZ350]

I think ... there will be a lot of thermal interfaces from the inside of your cylinder to the outside fins, why don't you cut out the original water sleeve and directly weld some giant fins directly to the outside of the sleeve ...

Yes I think your right about the thermal interfaces but I plan on trying it first because the cylinder head studs are on the water jacket and I think it would be hard to work around them. And initially I wanted to keep it simple and easiy to replicate.

Rob what might be interesting is to set up your air cooled bike. With best jetting for relatively cool and dyno measuring head temp and make a chart of how much it falls off power. Then can do asme with new barrel to see how effective it is

Hi F5 I have a four channel temperature data logger and intend to pretty much do what you suggest if I can figure out how to work the logger software. If you have a source for light but high temp (250-350 C) K type thermocouple wire I would love to know.



Slow progress but I have the cylinder plate mounted on the cases now, and I will bore the hole for the cylinder spigot tomorrow night (hopefully).

[cotswold]

Fixers 50 ran well to, the race I saw he finished 1st with a best lap time of 31.44 and that puts him in the A grade F4 time bracket along with the hot FXRs, not bad for a 50

shit how well would that go if you guys knew what you were doing.

[speedpro]

shit how well would that go if you guys knew what you were doing.

We'll never know.

[teriks]

FLETTNER,
The model boat guys are well up with the play on small water cooled two stroke racing engines I'm told, - I would think you could get some good info from those forums and sites.

So is Frits

[bucketracer]

Fixers 50 ran well ... shit how well would that go if you guys knew what you were doing.

We'll never know.

..........

[WilDun]

So is Frits

Couldn't agree more!

[Muciek]

Hi guys, I have a lil problem with measuring and understanding a exh duct angle in cylinder. Should I use 0* angle in my calculations (window in bore is "looking" straight then some weird bumps appear and duct is turning in right side ) or should I use in calculations the angle of end of a flange which is around 20* or something in the middle? This is vintage engine . I hope You can understand me Here are few additional pictures http://imgur.com/zyCVS7H,PwF0YGQ,7ZG...xFdR,oCUk5J9#0

[wobbly]

In the port STA calculations the programs use the chordal width and the piston movement over the port height.
If the floor and roof of the duct are parallel exiting the bore then the area is simply Width X Height but if they are angled
then the height in reality is X the cosine of the angle.
If your drawing is correct then its 0*.
PS,this is one big fault in the old TSR software - the duct angle was never taken into account at all.

[Muciek]

In the port STA calculations the programs use the chordal width and the piston movement over the port height.
If the floor and roof of the duct are parallel exiting the bore then the area is simply Width X Height but if they are angled
then the height in reality is X the cosine of the angle.
If your drawing is correct then its 0*.
PS,this is one big fault in the old TSR software - the duct angle was never taken into account at all.

Floor and duct are parallel for something like 10mm and after that duct is turning right side I think it's visible on pictures. Thank You for help. I use bimotion software and actually it take ducts angle into final diameter, not as good as Engmod but still better than calculating all those things by hand on paper...

[wobbly]

Just remember that the actual Ex port effective are is the least critical number in an engine analysis.
If all the testing done is pointing us the any direction it is to have the full port effective and thus the duct way smaller than the raw
numbers would indicate.
Matching the blowdown and the transfer STA correctly is the holy grail to power in a 2T.

One extra thing to add about this for TeeZee and his new RGV based aircooled is that increasing the transfer numbers, above that as required by the STA
predicted, is all about helping to give some reality to the actual flow capability of the ducts - horrible parallel walls with a right angle at the end exiting into
the transfer port will never flow anything like nice teecup handle shape with a proper inner radi etc.
The shape of an RGV duct ( though too big if anything ) is getting about as good as it gets for a production part, so there is no need to overstate the STA for the ports connected to them.

[wobbly]

And one last point to remember is that the duct exit area for a single port works best with around 90% of the Effective area at the bore.

[peewee]

wobbly whats your definition of effective area ? i was under the assumption the blowdown area at the bore should be about 90% to 100% of the total area at the end of the duct. is that basically what you were saying ?

[TZ350]

One extra thing to add about this for TeeZee The shape of an RGV duct ( though too big if anything ) is getting about as good as it gets for a production part, so there is no need to overstate the STA for the ports connected to them.

Thanks Wob, I will re do my simulation.



Ok we now have a hole bored for the RGV cylinder and the cylinder sitting down on the copper plate.



The water jacket is going to be filled with copper dust and high conductivity resin in the hope of making a reasonable thermal path connecting the exhaust duct to the copper plate.



Hopefully the heat from the exhaust duct will find an easy path out to the copper plate.



The next move is to cut a hole in the bottom heat sink so it can go around the cylinder and sit on the copper. The outer edges of the copper will be retained as small fins.

[Flettner]

In the olden days, with cast in iron liners, I'm sure there was some sort of " flux " used to pre coat the iron liner so the alloy would stick ( fuse ) to it. Am I right in thinking the iron liner was nickel plated first? This was better than just pressing the liner in.

I think a Hydrofluric acid bath is needed for the hard chrome straight to alloy process. Not the sort of bath you would want to have.

[Grumph]

In the olden days, with cast in iron liners, I'm sure there was some sort of " flux " used to pre coat the iron liner so the alloy would stick ( fuse ) to it. Am I right in thinking the iron liner was nickel plated first? This was better than just pressing the liner in.

I think a Hydrofluric acid bath is needed for the hard chrome straight to alloy process. Not the sort of bath you would want to have.

According to Irving, it was sandblast the liner, preheat and slip it into the mould sharpish....pour making sure there was a good flow up past the liner and it was shaped so as to eliminate undercuts or areas which would trap air....Very unsophisticated.

You may be thinking of the "Al - fin" process which had several steps before casting in - and once in even though it was a parallel wall could never be removed. generally 4 stroke only, that one.