Truls221

Hoch

Fluid-dynamics. Is it possible to explain what caused this huge change in characteristics of the engine? My sudden guess would be that this has more of a matter than just the increase of crankcase compression. Do you have any brief measure of this increase anyway? This achievement has caused a serious headace to me and probably everyone else that believed that a big reedcage could cure most of the withdrawal for bottom-end power. Hut ab! truls221

Holy shit! Insane torque and low-end power. cannot imagine what comes next...

Suche Pinasco 213 alles sind interessant, aber gerne ein mit klemmer. grüss Truls

ja, danke. die geld sind auf weg. gruss truls

57mm rennwelle = 22mm zapfen 60mm rennwelle = 20mm zapfen 62,5 langhub macht man mit 20mm wangen und 22mm pleuellager....

Ich habe dich zwei P.M. geschickt, aber keine Antwort... Ich würde bitte die adress deiner bankverbindung und deine postort gefallen, wenn möglich. Danke! gruss Truls

Another question: Are any of the exhausts tested this weekend identical to the RS2 mentioned in this topic? http://www.schaltroller.com/index.php?show...&hl=rattlesnake I am very fascinated of the K2 exhaust, it could be the perfect all-round pipe!! cheers truls

Mich würde ein Vergleich von K2 und S&S in Leistung und Drehmoment interessieren. Haben Sie das alte SESC pott auch getestet? Danke! truls

Fantastic! The DSE-pipe is absolutely amazing!! Question: Did you also test carsten fichtl's "old" exhaust? Or is it just a pipe with similar silencer? Great respect for these achievements!! Hat completely off!!! cheers truls

Theoretically, there is difference between mass flow and air flow! Before the mixture is beeing atomized, it is characterized as an airflow. When the air is mixed with fuel it changes character. Speed, density etc. So that carburetor performance and cross section performance must be, theoretically regarded as two different systems. If you increase the cross section area that the flow has to travel through, you increase the resonance rpm at which the mass flow is at its heaviest. Ie. the engine gives more power at a higher resonance rpm. Larger crossections gives heavier massflow, but it demands higher speed to maintain the loss in pressure. Conclusion, grinding the piston makes a difference, but combining it with a bigger carb makes a bigger difference. It is quite simple, depends on what you want to do. The combination of si24, grinded inlet and ported piston works good enough to be worth the effort. PS! you have to make several modifications to the si24 to make it reliable at vollgas!

Für mein Winterprojekt. wenn Sie etwas haben, herum zu legen, geben Sie mir eine Post bitte.

Suche MRB membrangehäuse, unbearbeitet. Mit oder ohne membran und etc... Ich zahle mehr als Sie am schrottplatz ist gegeben. Vielen dank für verkauf oder tip wohin man erhält, cheers Truls

To speak of horsepower is not important, but to show to others what different achievements make and what gives the most succesful combinations regarding reliability and driveability, by my point of view. The top-secret horsepower show-off has no value on any forum whatsoever. Whose goal is to gain reputation for themselves or their buisness, I can't see the point. There is no easy way to build a good engine in every aspect, allthough the experience to do it can be found on this forum thanks to a few very helpful souls. Who are very obvious. cheers truls

Lucifer: Did you forget the attachment? Or is it my faulty computer.... cheers truls

Had myself the problem that the motor would choke if the throttle was snapped fully open - fast. The certain assumption was that the carb was running too rich, maybe too high fuel pressure, but it was completely different. Too lean!! Lifted the needle two clips and the problem was gone. Would recommend to always run the carb without main jet to determine if the needle jet is too small or the needle angle is too wide at the bottom. If the engine chokes it is big enough, if the engine pulls the revs then the needle jet is too small. The only inconvenience about the TMX 35 is that the needle jet is not interchangeable. Dont know why, anyone knows? What is the difference between the throttle slides? From 3,5 - 6,0? Thought this was only regarding 1/8 to 1/4 throttle? Can't say that the TMX35 should be worse than any other carb. Who thinks that carb jetting is easy and out of the box....? i think it is not..... .

The reedvalve determines the size of the carburetor, the reedvalve already determined by the inlet and transferport area. As mentioned earlier on this board, crossection area should be similar troughout the engine. A result of a too big carb could be that the air is slowed on its way to combustion resulting in turbulence, loss of density in the mixture and as a result loss of potential power. A result of a too small carb can be an interuption in the engine's resonance rpm. Loss of power. Most reed petals are set to 133Hz this is equal to 8000 rpm. A 6-petal reed valve area similar to a cr125/nsr 125 etc equals a carb size of 35-38mm. If the reed valve is modified, or an aftermarket reed is installed you could maybe benefit a larger carb. But to benefit, for example increased reed petal area the transferport area should be increased. bei welchem ansaugquerschnitt ist ende auf malossi/lhw-basis ??? Beim pbs-vforce2 es ist 38mm

My german are not so technical, but we have bent an original sprint fork leg 10cm to the front to increase wheelbase and to slacken the steering angle to make it more stable at high speed. This is for dragrace only. the problem is that the fork became unrideable, extremely unstable and yes very nervous to drive.... Does anyone know how to do this in the correct way, what dimensions to modify and how to measure and calculate them? Please I need good advices here but any comments are of course welcome., What steering angle does the sprint fork have originally? and the px? how many increments on the angle would probably make a difference? thanks truls221

zitat// was würdest du davon halten, mal eine dieselvorförderpumpe zu verbauen????? die hat 12v (wenn sie mal nicht grade vom LKW ist) und kommt ja normalerweise auch mit rapsöl und biodiesel aus. leider weiß ich nicht, was die dinger an druck und fördermenge bringen. aber es sollte reichen. so 0,5 - 1 bar ??????? ansonsten hätte ich noch ne zahnradpumpe von eine BÄR-Ladebordwand in der arbeit rumliegen. nachteil ist nur, dass sie mechanisch angetrieben wird und weit über 200 bar bringen kann also wohl nicht´s nützliches....//zitat Warum nicht eine turbo-ölpumpe von eine turbodiesel generator? Die pumpe sitzt auf generator anker und wird ziemlich ganz einfach zum zahnradgetrieben konvertiert..... Sie haben auch die richtigen kapazität für eine turbolader identisch die Andre's

Ich glaube das viele turbo-diesel generatoren auch turbo ölpumpe haben. Allerdings weis ich dass es ist so beim Mitubishi Pajero. Aber das wissen sie vielleicht bereits. truls

Kein gebrauchten 6-klappen in Deutschland an allen? Ich hoffe, daß es ist. grüss truls

Suche 6-klappen membran. wie cr125 oder mit gleiche bolzenmuster. Das ist für mein SAAB zweitaktmotor. Ich benötige eins oder mehr. suche auch noch ein unbearbeiteter mbd membrangehäuse. danke truls

Have just had a fast read through the last pages, so you might have answered it before, but how do reckognize that the size of the turbocharger would be appropriate for your application? I have talked to a turbo-tech before and was told as a thumb rule the compressor housing should be twice the capacity of a similar 4-stroke turbo but the exhaust housing should be smaller because the exhaust pulse of a two stroke is much slower and weaker, have you taken a similar consideration? Also I wonder how modern carbs like the Mikuni behave when pressurized? Is it possible at all? good luck andre this time your project is even more exciting!! truls

Nice project Andre! So I wonder if you could explain some questions if you have the time? Why would you make the engine better fit for the turbine than to fit the turbine to the engines characteristics? By that I mean the problem that there isnt any boost at all before in the top end? The whole turbo application is by my consideration to give an engine a wider powerband and a flatter torque curve. Is there no change to let the turbine spin faster? By means off boost? 0,15 bar seems very little, and would not give more than 1-2 hp. There are examples of RD350s that runs 0,6 bar boost and get a decent power increase, but a turbocharged twostroke cannot run as much boost as a compressor-charged. So have you any thoughts of how much boost you want to run when the other problems are sorted out?? I do not understand your lamba and co values but that is of a minor importance if you don't have any ways to measure them. Why not an exhaust temp meter? A very cheap insurance to prevent you from blowing your expensive engine...... a great project and good luck! truls221

keine paypal oder bankverbindung. nur nach deutschland versenden. Nicht für eine arme Norweger...