ESE's works engine tuner

[SwePatrick]

The crankshaft my friend made for me:


Full of dirty fingerprints *lol*

I´m hotlinking to facebook, can everybody see it?
tried to upload to forum, but there was an error.

[TZ350]

Page ......... 1720

Here's a product called Composimold being used by a Thomas H who appears to cruise this forum, if not only the ESE thread. It's far more expensive though at $66NZD + $30 shipping for 20oz of the stuff -_-

http://bucketracing.blogspot.co.nz/2...mposimold.html

OK you blokes chasing Vinamould, here’s the stuff we use. For you kiwi types, it’s “cheap as chups” () around $100 for the 3 kg.

Attachment 330857Attachment 330858Attachment 330859

Looked up your local contact:

Barnes NZ - Henderson, Auckland
B92-94 Railside Ave, Henderson, 0612 Auckland.
T: 09 973 1816
E: glen@barnesnz.co.nz


Isn’t anyone casting anything? It’s getting quiet here.

Google.co.uk came up with:

Vinamold - Best Value - - Direct from the manufacturer‎

Adwww.extruflexonline.co.uk/vinamold‎
Large UK Vinamold Stocks, 24 Hr Delivery

4 hardness types?

I thought Vinamold was american.

ATAC in general works much lower down the powerband than a powervalve does, and cannot be gradually reduced in its effect.
It works very well to reduce the effect of the pipes return pulse being way too early at lower rpm, but this effect kills the power badly as soon
as the pipe efficiency starts to rise - thus the valve connecting the Helmholtz chamber to the pipe must be switched instantly at a specific rpm.
In a 125 race engine the ATAC would be off at around 8000 rpm, where as the PV may not be closed fully to within 1000 rpm of peak power.

Here comes the steamroller...

https://youtu.be/W0HVnlTbfVQ

Just a walk in the park ..... Attachment 324706

For the benefit of those struggling with that attatchment. 3 classes run together, Scott second over the line behind a good KR150 well ridden, and in front of a bunch of development class bikes which was led by an Aprilia 125....Next bucket a wee way back.

Damp conditions....

Interesting how close the best lap times are.

we should turn are buckets into these . go pinky

https://www.youtube.com/watch?v=y-gyBmAr2i0

takeing on the new master

https://youtu.be/kfuTSGSw1Ls i need to get fit lol

https://youtu.be/hxMFqtTYjr4

race 1 from weekend

https://youtu.be/VjCtIDTSKRY

race one tepuke , fatboy pulls the plug and finsh his body of lol

https://youtu.be/NFRyZpzsyY8

race 2 , regans chain comes off but alex has the ride of his life and takes his first north island win

https://youtu.be/dBDWdq9k6Nc

jason on pinky starting at the back at hamton

https://www.youtube.com/watch?v=1lh3...ature=youtu.be

The last race was the best to watch, sorry about the shaky camera, need a better one. Rained just before the start.

https://youtu.be/PlO4_uHaq00

Where the pic is click on the link where it says load in 3d viewer and play with your mouse

Attachment 330482Attachment 330481

I made a few cuts in the model and copy paste pictures on the inside of the RSW cylinder from GrabCad. Very interesting!

There are Nsr125, NSR250 and RS125 sectioned cylinders and 3d models to compare them to on the net.

http://thetrxproject.blogspot.co.nz/2013/04/


Attachment 330489Attachment 330490Attachment 330491Attachment 330492Attachment 330493Attachment 330494

[TZ350]

The crankshaft my friend made for me.

That is a great piece of work, I like it.

[jamathi]

Jan, how were you able to know when the flow was attaching or not to the transfer walls?

By looking at the piston.

[jamathi]

Yes you have.
The drawing shown by Jan in post #25655 showed an elder type RSW cylinder. Here are the RSA values.
A-ports timing 130°, roof angle 25°
B-ports timing 132°, roof angle 10°
C-port timing 132°, roof angle 50°

RSW and RSA ducts were the same.
Roof angles did not change since 1995
The RSA cylinder had improved cooling.

[peewee]

i finally installed the pressure release valve. i should have done this very first instead of waiting to the end . i hope now it turns over easy without worry of damaging the kickstart gears. i thought about taking more material from the chamber to lower the com ratio but its already pretty thin so ill probly leave it be. if need be, i might get another head and weld a spacer to the sealing face so i wont have to cut into the chamber so far.

hi jan i was wondering if you saw any increase in revs when the rsa125 compression ratio dropped from 19.5 to 16:1 ? i have 19.5 also and worry it might hurt my revs

[jamathi]

i finally installed the pressure release valve. i should have done this very first instead of waiting to the end . i hope now it turns over easy without worry of damaging the kickstart gears. i thought about taking more material from the chamber to lower the com ratio but its already pretty thin so ill probly leave it be. if need be, i might get another head and weld a spacer to the sealing face so i wont have to cut into the chamber so far.

hi jan i was wondering if you saw any increase in revs when the rsa125 compression ratio dropped from 19.5 to 16:1 ? i have 19.5 also and worry it might hurt my revs

Yes, we got 500 rpm more!

[Tim Ey]

Jan, did you ever thought about using bearings with steel cover discs instead of a labyrinth seal?
(6204-z-c3 would be an example)
so you may use two bearings right next to each other without the need of any extra parts.

the question is where to place the covered side.
1. covers at the crank webs with an oil feeding hole between them
pro: crankcase volume does not differ
con: might get full of oil

2. covers facing each other, feeding hole in the middle
con: probably not enough oil supply

3. using only one closed bearing with feeding hole in the middle
pro: more vented bearings than 1.
con: crankcase volume of one gets higher than the other

Nobody got experience on that topic? :-)

i have 19.5 also and worry it might hurt my revs

Are you talking about your 500 (?) cc KTM engine?
Whilst using 19.5:1 in it I would guess you be losing the lower end bearing before losing any revs :-O

[breezy]

By looking at the piston.

ok, so this would show that the the flow was attaching to the inside wall of the transfer port and keeping the edge of the piston clean to prove?:. what about the outside wall of the transfer port? or does this prove this too.?

[peewee]

Nobody got experience on that topic? :-)


Are you talking about your 500 (?) cc KTM engine?
Whilst using 19.5:1 in it I would guess you be losing the lower end bearing before losing any revs :-O

im sure the bearing wont be happy but I don't think it will fail immediately. from the beginning I should of gave more thought to everything . I may be learning the hard way but atleast im learning . what I really would like is about 5cc more, so ill think of the easiest way to do that. eventually ill get it sorted out.

[speedpro]

ok, so this would show that the the flow was attaching to the inside wall of the transfer port and keeping the edge of the piston clean to prove?:. what about the outside wall of the transfer port? or does this prove this too.?

getting any moving fluid/object to the outside of a curve is never a problem, centrifugal force.

[oldjohnno]

Jan, did you ever thought about using bearings with steel cover discs instead of a labyrinth seal?
(6204-z-c3 would be an example)
so you may use two bearings right next to each other without the need of any extra parts.

the question is where to place the covered side.
1. covers at the crank webs with an oil feeding hole between them
pro: crankcase volume does not differ
con: might get full of oil


2. covers facing each other, feeding hole in the middle
con: probably not enough oil supply

3. using only one closed bearing with feeding hole in the middle
pro: more vented bearings than 1.
con: crankcase volume of one gets higher than the other

The seals or shields used on closed bearings are primarily designed to keep the grease in and the dirt out; they aren't able to operate to provide positive sealing at any significant pressure.

[Tim Ey]

The seals or shields used on closed bearings are primarily designed to keep the grease in and the dirt out; they aren't able to operate to provide positive sealing at any significant pressure.

My RS250 labyrinth seal got an inner diameter 0,5mm bigger than the piece of crank where it is seated. The closed bearings have way less of a gap than that.

[Grumph]

My RS250 labyrinth seal got an inner diameter 0,5mm bigger than the piece of crank where it is seated. The closed bearings have way less of a gap than that.

I would suspect that when running, a rolling element bearing would act as a labyrinth seal - but as to whether it would seal well enough to get a motor started, I couldn't guess.

[oldjohnno]

My RS250 labyrinth seal got an inner diameter 0,5mm bigger than the piece of crank where it is seated. The closed bearings have way less of a gap than that.

Uh yeah, but it's a labyrinth, not a single lip.