ESE's works engine tuner

[TZ350]

About ready to try the EFI thing again, this time on the single exhaust port cylinder.

[bucketracer]

Is that injector going to spit straight through the transfer port? is that a good idea? ....

[RAW]

Is that injector going to spit straight through the transfer port? is that a good idea? ....

Interesting question that one,
nitros injectors & all 32 injectors in top fuel drag race engines face against the direction of flow, this is to enable a more thorough homogenous mixture for combustion, given the comments of Frits I would envisage that as having such a short time frame for the fuel and air to mix sufficiently that this placement of the injectors angle may be appropriate

[bucketracer]

... given the comments of Frits I would envisage that as having such a short time frame for the fuel and air to mix sufficiently that this placement of the injectors angle may be appropriate

Sorry I don't recall Frits's comments, are you saying against the flow or like TZ has it, would be appropriate?

[TZ350]

I am picking some of the raw fuel will help cool the piston crown. The injection timing will be setup to end at transfer port closing with the start point progressively advancing as more fuel is required. But I have no real idea about what is best here, this is truly a case of suck it and see.



I have a RD400 rod kit coming that is 115mm between centers, 10mm longer than the current 105mm RGV250 rod and 15mm longer than the original GP rod.



My preference for the next engine is to have the injectors in a 15mm spacer plate between the cylinder and crankcase and firing across the direction of transfer flow.

And I like the idea of the extra 60cc of crankcase volume that I will be getting with the longer rod too.

[Flettner]

injectors don't spit, they produce more of a fog. Aiming against the flow is not a bad thing.



Or across the catchment of the port.

[Haufen]

I am picking some of the raw fuel will help cool the piston crown. The injection timing will be setup to end at transfer port closing with the start point progressively advancing as more fuel is required. But I have no real idea about what is best here, this is truly a case of suck it and see.



I have a RD400 rod kit coming that is 115mm between centers, 10mm longer than the current 105mm RGV250 rod and 15mm longer than the original GP rod.



My preference for the next engine is to have the injectors in a 15mm spacer plate between the cylinder and crankcase and firing across the direction of transfer flow.

And I like the idea of the extra 60cc of crankcase volume that I will be getting with the longer rod too.

Looks like you're spraying a great amount of fuel directly onto the back of the liner? To allow for best possible atomization and mixing, would it not be best to avoid hitting anything else but air with the injected fuel?

[wobbly]

TeeZee, send me your current file pack for the 3 port and i will have a play whilst im lying down recovering.

[2T Institute]

I have a RD400 rod kit coming that is 115mm between centers, 10mm longer than the current 105mm RGV250 rod and 15mm longer than the original GP rod.

I would not reccommend doing that in conjuction with the EFI, long rods seem to throw any prior fueling baseline out the window.
115mm to a 50mm stroke is 2.3:1 110mm is a better option

[TZ350]

Looks like you're spraying a great amount of fuel directly onto the back of the liner?

Nothing about this setup is ideal, it just gets me started on the 2-Stroke EFI learning curve, things will get better.

They tell me nothing worthwhile gets done without making a few mistakes and if you want to get some where faster, then make more mistakes quicker.

I hope they are right.

[TZ350]

I would not reccommend doing that in conjuction with the EFI, long rods seem to throw any prior fueling baseline out the window.

Thanks for the tip, with the long rod I was looking for extra crankcase volume for the new engine.

[TZ350]

TeeZee, send me your current file pack for the 3 port and i will have a play whilst im lying down recovering.

Thanks Wob, will do.

[TZ350]

Posted because I was asked what sort of ignition would be good for a TF/TS125.



These early KX80 ignitions with the triangle shaped stator and small CDI black box have a straight line ignition curve. The flywheel taper fits the Suzuki 100/125 crank shafts, the timing marks line up for a perfect setup every time, and the stator is easy to fit to the cases. I think the KX80 is a realy good ignition if you want something simple.

There are several different lookalike versions of this KX80 ignition, so it pays to get a complete unit as parts from the different versions are not interchangeable. Ebay is a good source for these ignitions, its where we got ours from.

[Rick 52]

I am please to say I am now riding for the ESE team with a satellite ride, this has already produced 1.5 extra HP and much better curve through some fantastic advice and set up on the Dyno from Teezee.
Improved pipe design, new carb and a little porting and we now have 22.8 HP from the TF
Teezee has started to design a new engine for me to build with the intentions of getting the very most we can get from a TS 125 engine, this will take some time but would be aiming for the middle of the NI rounds or GP .

[speedpro]

this will take some time but would be aiming for the middle of the NI rounds or GP .

this year??