Always felt transfers were over rated.
Always felt transfers were over rated.
My two new high tech fuel air mixing devices have just arrived, thankyou Rob. Humm, no manual, Ill have to try and remember how they work��, no more click of a button on the key board unfortunately.
Previously two steps forward, now one step back? -....... still progress!
Wot! ..... no transfers? - that's preposterous!
Strokers Galore!
This was sort of the layout of my original Uniflow, two domed pistons against each other. Each cylinder was 50cc, each piston displaced 25cc, with a single spark plug per cylinder. I needed 40 degrees advance to get any sort of power out of it. So I fitted two sparkplugs per cylinder ( four altogether) , advance down to 20 degrees, more sensible but still a lot.
Some of this is to do with how the scavenge is done.
Strokers Galore!
I did consider casting a piston with what would amount to a surface fire plug in its center. Wires were to be cast in (ceramic coating) that went to the outside of the piston. Carbon 'slip rings' were to transfer the spark energy.
All got too hard so I gave up. The differential piston size bought the combustion chamber to more managable dimensions with side spark plugs.
My new design is back to same size cylinders and a far more cunning piston / combustion chamber layout. It gets rid of the traditional Uniflow transfer issues and makes for a handy combustion chamber. The guy in Italy is evaluating it, so I can't say nothing about it at the moment.
Will, first engine, same direction cranks ( three gears), second engine opposite direction (four gears) all engines were smooth. Largely stuck to about square bore and stroke ( ish ). Exhaust lead intake by 6 degrees, exhaust and transfer were similar durations as a normal twostroke.
This helped with blowdown.
Not casting related, but given the interest in moving sleeve engines in this thread: https://www.youtube.com/watch?v=I5m7HFtHLtQ
Fletto, did you see this? https://www.motorsportmagazine.com/n...ener-formula-e
Quote of the decade
Pat Symonds, chief technical officer of Formula 1."Its reasonably obvious that if you are going to pump that piston up and down, you might as well get work out of it every time the piston comes down rather than every other time the piston comes down,"
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