ESE's works engine tuner

[TZ350]

The big injector is maxed out well before max rpm. This must mean at least two things, one its firing fuel all the time so there are no breaks for timing the mass of fuel to coincide with some ideal point in the engine cycle. And two, worse, at some point it is the maximum time available that is controlling the amount of fuel delivered instead of the map. And that probably has some down sides to it.

My new injectors from Ecotrons arrived today, five days from order to delivery, not bad. Looking forward to trying them.

[F5 Dave]

The early DT200 engine uses a servo and ypvs controller just like the RZ. The later full case reed version I can't say. Powervalve wins every time. Examples stated prove the concept, they were omitted for cost and infrequently used battery killing trail bikes but that was not impossible to overcome.

[crbbt]

TZ, are you able to run two injectors with the same total capacity/flow rate as your big injector off the one injector driver? or would that draw too much current

[TZ350]

TZ, are you able to run two injectors with the same total capacity/flow rate as your big injector off the one injector driver? or would that draw too much current

Yes you can and its what I currently do for the big injector. Its two physical injectors but one logical injector in the software.



Left and right are the two big injectors fired together as one logical injector and the central one is the small low speed injector. It handles low rpm fueling and tops up the two side injectors under power. It also fires upwards under the inside of the piston crown for extra piston cooling.



I can't find a picture of my piston but it is slotted like this one.

[2T Institute]

The engine its for use on off-road use, trail woods,etc, and i see the Yamaha Blaster 200 quad engine perform well and this engine its no YPVS. The Banshee 350 its another example.
For this use whats guidelines on ports timing and compresion ratio?

Having built fairly wild DT200 engines ditching the servo power valve is plain stupid. The DT engine is held back by the ignition and the truly crap pipe. Change those and away they go.

https://www.youtube.com/watch?v=V3wicdQKcn0

[JanBros]

dyno is working, used a complete unit (electric motor with double reduction to the traction wheel) :

http://s201.photobucket.com/user/jan...dyno2.mp4.html

[TZ350]

And it works like a charm http://nl.tinypic.com/r/2zf1kbk/9
So now I need to have a vario in a fixed position so I can see engine improvements, and than find the best vario setup, all without having to leave my shed

Great work, I love it.

[chrisc]

I dropped into the Team ESE headquarters/research facility yesterday after work to catch up with Cully and Rob. I've been following Rob's progress on the EFI AC GP125 with interest so it was good to see it mid-testing on the dyno. I'd hate to think how many runs that poor engine has endured! It still kinda blows me away that it makes 28hp with a modified 1970s road bike cylinder!
It was interesting to see in person how the bike reacted to variations in the throttle as Rob has shown he's having problems with. It certainly has no problem making wide open throttle peak power!

We checked out how each injector was running and saw improvements in the data from the previous injectors. We chatted about how each injector reacted to the throttle, closing timing and positioning in the engine. A lot of the data and observations are pointing to the smaller middle injector that fires through the piston being the problem. We decided it would be worth an experiment to change where this injector is placed in the engine by moving it into the inlet tract and seeing if there is any noticeable improvement. We can then see if the theory on its positioning stacks up.

Looking forward to seeing more progress Rob, it's a total wheelie machine in the making!

[jasonu]

Pretty sure (with all due respect) its failings tend to fall into the Expectations vs Reality category.
.

Claims vs Relality category more like...

[TZ350]

I dropped into the Team ESE headquarters/research facility yesterday after work to catch up with Cully and Rob. We checked out how each injector was running and saw improvements in the data from the previous injectors. We chatted about how each injector reacted to the throttle, closing timing and positioning in the engine. A lot of the data and observations are pointing to the smaller middle injector that fires through the piston being the problem. We decided it would be worth an experiment to change where this injector is placed in the engine by moving it into the inlet tract and seeing if there is any noticeable improvement. We can then see if the theory on its positioning stacks up.

Well that didn't work any better ...

So what is it with this Beast, rich lean or anything in-between. End of injection before TDC after TDC, 90 deg or 180, bottom or top, anything under 20% throttle and on the small injector, it still runs like a pig. ... 22% and over its on the big injectors and it runs great. Whats that about??? It must be something to do with injector position and fuel homogenization.



Two small injectors for low speed on the outside and one really big one in the middle is about all that is left to try, so lets see how that goes, other than that, I have pretty much run out of ideas.

[ken seeber]

Rob, is it time to do a total fundamental reality check? Could it mean taking off all the injectors and chuck on a carb? Means getting rid of the neat throttle valve, but maybe you need to understand if it's some form of injector peculiarity or some unique characteristic of the engine as it has been built.

[dark art]

If the main problem with the carb setup was the fuel and oil that eventually may not reach the engine, maybe, is possible to build the chamber only upside of the inlet pipe, so the gravity kept fuel and oil always on the inlet. May be quite a bit of work and possibly more work/benefit than with the EFI setup, though...

[jonny quest]

I'm picking up a MC21. The inner crank webs have the crank pin machined on as one piece.

Has anyone heard or seen of machining these inner webs to accept a pressed in pin?

I understand the reason it's one piece, it's fairly narrow there.

[jonny quest]

By crank pink, I mean lower rod pin

[Grumph]

Rob - I'd try the low speed injector on the downstream side of the throttle valve - and aimed at a port wall. From what i've read on 4T injection in low airspeed conditions, you get better results if the injector stream can be made to splatter - for want of a better word...
And yeah, I can see there's not a lot of room.

Jonny - there's a lot of Hondas been written off because of their habit of forging cranks with the pin integral to one wheel. If you can find a practical way of doing what you ask, there's a market....