Messages

1

Non-Moto / Re: Suter 500 V4

« on: March 24, 2011, 07:37:45 AM »

Not sure about the look of the bodywork, but everything else sure has potential for sure! Boy if had money burning a hole in my wallet would put down for the 600cc version for a slightly detuned road bike, how to put in on the road would be the interesting bit?!

In my dream world Sutter would design a lower tuned direct injection version, send the bike to Orbital for or some young engineering fanatics to make it work. That would be the road version and then offer a race kit setup with additional injectors upstream with corresponding changes, maybe pipes, ignition timing to up the power. Guess at that point might not be any point to the DI system, unless it keeps the bikes emissions lowish and still puts out the power! 

2

General Two Stroke Talk / Re: 2 vs 4 evinrude

« on: January 27, 2011, 06:05:18 PM »

Yeah worked on those Sulzers back in the day, maybe I've worked with your cousin when he came to visit!!  Had a tour of the Winterthur plant  in 96 but sadly they moved production out and got taken over by Wartsila. Sulzer had by far the best medium speed diesels with rotating pistons which kept thermal expansion and wear more even! 

3

Non-Moto / Re: Best 500GP rider of all time

« on: October 07, 2010, 12:55:41 PM »

Ha ha yeah I saw that post previous hence my curiosity! 

Not sure which cylinder my RS used to have it was a 96 if that helps. I'll have to ask a friend who races karts if he's seen the Pavesi type. Sounds like cool stuff!!

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Non-Moto / Re: Best 500GP rider of all time

« on: October 06, 2010, 09:21:57 AM »

When you say crap, how different would this be against something like a Honda RS125 cylinder? Is it less about the number of ports and more about angles, placements and other sutble differences? If you have any pictures or can explain would love to hear! 

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Non-Moto / Re: MotoGP rule change- 125gp will be no more in 2012

« on: August 27, 2010, 04:24:41 AM »

Very much sucks, if they wished to control costs then do so with limiting the twostrokes so they have to be available for under 10K!! Anyway looks as though interesting racing is now dead, for me watching racing is about watching the pinacle of performance out there regardless of engine size!

So now the question is will there be a possibilty for a new series to emege which pits the ultimate performance bikes against each other? Guess there is no room for that but would be cool! 

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General Two Stroke Talk / Re: Once again, because it's worth repeating

« on: July 28, 2010, 04:20:16 AM »

It seems I'm a little late to this particular party, but when we were talking about making an equal-displacement four-stroke match the power of a two-stroke, I know it can be done.  For example, if you take Maico's claimed HP for their 500 (I'm using that number just because I have it memorized) the ratio of power to displacement is 134hp/L.  But if you take a BMW S1000RR, that gives you 179 hp/L.  Granted, that's a multi-cylinder engine so that's probably helping things out a bit for the Beamer.

I don't think using that comparison is very fair as it's comparing apples with oranges! The BMW is a super oversquare maximum horsepower multicylinder road machine with each cylinder displacing 250cc. To be fair it would be better to compare to an equivalent high performance road tuned 4 cylinder twostroke with 250cc cylinders which doesn't exist and if it did would probably be detuned just to be rideable. Closest I can see is the RS500GP twin which is 130hp or 260hp per litre.

If you did that then for 500cc the BMW would be 90hp vs the 130hp of the RS500GP or as 250's would be 45hp vs 65hp.

I don't think when it comes to churning out horsepower equal cc fourstrokes could ever compete without some form of blown induction. To even try to do so would just be a futile and pointlessly expensive exercise.

7

General Two Stroke Talk / Re: 2010 2 stroke predictions coming true

« on: April 13, 2010, 10:44:09 AM »

Just been reading this:

http://www.thewhimsicalwagon.com/eurodirt/id248.htm

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Technical / KTM 85sx vs CR85 in 105cc supermini form

« on: March 18, 2010, 05:35:42 AM »

Just thought I'd see what the scoop is on how these two motors stack up against each other. I'm more interested in how they compare as bored 103cc engines really. I have a 100cc CR85 setup for in a roadracer and was thinking of building a new bike. Being out of it for a while I noticed the 85sx seems to be a pretty sweet motor with the power valve setup, so I'm kinda keen on using this engine!

I wondered if anyone knows how these two engine stack up in terms of power delivery, tuning potential and parts cost/availablility? Also is it possible to buy just the 85sx motor new and where from?

9

Technical / Re: 2009 yz250 break in.

« on: February 19, 2010, 04:08:46 AM »

Here's my take on heat cycling.

All the components in the engine are of different shape and materials, so they expand at different rates so clearances and fits start to differ. It's when the engine is hot when the relationship of these clearances is important, so allowing them to adjust to running together during this period is important.

I go with the several not too loaded give it some revs heat cycles personally. At work with our big engines with cylinders you can hide in we do several heat cycles also. Interestingly we also set the cylinder lubrication higher during break in.

10

General Two Stroke Talk / Re: The Two Stroke Shop

« on: January 28, 2010, 05:01:32 AM »

How about the world's most powerful engine? Two-stroke, of course!

Some facts on the 14 cylinder version:
 Total engine weight: 2300 tons  (The crankshaft alone weighs 300 tons.)
 Length: 89 feet
 Height: 44 feet
 Maximum power: 108,920 hp at 102 rpm  
 Maximum torque: 5,608,312 lb/ft at 102rpm

The cylinder bore is just under 38" and the stroke is just over 98".  Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower.  Total displacement comes out to 1,556,002 cubic inches (25,480 liters) for the fourteen cylinder version.

http://people.bath.ac.uk/ccsshb/12cyl/

yup efficient engines for sure, I used to work on a smaller 8 cyl crosshead older engines bit like those. Quite amusing when you drop down inside the cylinder to take bore measurements!!  

11

Technical / Re: What two stroke pre mix is best?

« on: January 26, 2010, 05:00:30 AM »

My experience has been varied really and some oils worked well and others didn't or at least not in the application I used them in.

A long time ago (early 90's) I used to swear by Shell outboard oil and Evinrude XP outboard oil. Both oils had this distinct smell (could be same oil different dye?) and worked really well with clean burn and on my road going aircooled engine hone marks were totally in tact. Not sure of ratio as it was on pump, but it worked for me with no issues.

At some point a dealer started selling Silkolene oils so I tried the injector and comp 2 oils. For me both ended up making lots of carbon and bore wear seemed more obvious for sure. I quickly went back to the outboard stuff.

On my racing bikes I used blendzall which was super impressive for wear resistance, just did mean ring sticking was something to watch for.

Next came Klotz racing oils and so I used their injector oil on the road bike and premix stuff on the race bike with no troubles. I don't remember all the details then as I guess it worked fine for me so no worries. I started to use Castrol A747 on the race bikes which also did a fine job.

Down the road to more recent times Motul became available to us and I started to use the 510 and 710 on the road bikes and the 800 premix when I blasted them on track days. A friend of mine races scooters which rev at a constant high RPM and they found even the 800 wouldn't offer the protection they required, so they use the Motul kart racing oil which is for 23,000rpm racing engines. They swear by the stuff now and a regimented maintence schedule.

My experiences aren't scientific at all, just what I've stumbled upon along the way. I premix at 32:1 with no deviation, just adjust the oil type for the loading the engine will be doing. So cruising road bikes get the 510 easy to burn off oil, tuned road bikes which get a bit of stick get the 710 better protection oil and when I go to the track (race these days) I mix with the 800 for maximum protection.

I think most brands offer similar oils in their lineups so if I switched to Castrol or others I'd probably follow a similar regime.

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General Two Stroke Talk / Re: Husqvarna X-torq two stroke engine! 4 stroke killer??? yes!

« on: January 26, 2010, 04:31:53 AM »

You can't go wrong with a husky :)As for the fumes,I like it but even if I didn't,I'd sooner smell that that drag around the 4t weight all day.

good to hear, Husky it'll be!! 

yeah I get headaches from the fumes after a while, when I used to race by mid afternoon I'd have a splitting headache from the fumes of A747! I like it at first but after a bit the head hurts! 

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General Two Stroke Talk / Re: Direct Injection - for and against

« on: January 26, 2010, 04:29:49 AM »

Hey Chris I find your responses totally in sync with my thoughts there. Change is constant and two strokes of the 70's were very different than of the 90's. Powerbands became wider and smoother as designers worked on increasing rideability.

I'm impressed with those E-tec engines myself, my brother had an outboard with the setup. Fuel injection is pretty impressive stuff, my brothers bike (wreck) was sat up for well over a year outside in the weather. I wanted to borrow some parts off it and thought to kick it over. So I plugged up a battery and it seriously started and ran first time!! 

I think with the injection system being closed loop and sealed it prevents the lighter components of the fuel from evaporating.

Personally I don't have an issue with being nice to the environment if we can, I have friends who still choose to race with leaded fuel and I think that's pretty aweful really.

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General Two Stroke Talk / Re: Husqvarna X-torq two stroke engine! 4 stroke killer??? yes!

« on: January 25, 2010, 09:51:16 AM »

I'm totally a fan after watching those X-torq vids, such a cool simple idea why no one thought before and why the concept isn't on other motorbikes is amazing!!

Anyway it's all good timing as we've been taking about getting a Stihl hedge trimmer, but I'm swaying towards the Husky now in a big way. Figured we'd order a lawn mower and strimmer as well maybe someone would give a slight discount if we order a bunch of stuff.

I stopped by a mate who has a landscaping business and he was pushing me strong onto the Stilh's which he uses through and through. Everytime I mentioned the Husky he didn't want to hear it!! But I really like the look of the Husky's and after reading the emissions spec I'm sold on the Husky's! I know I'll get an earful when I show up with a Husky, got a feeling he's got a good relationship with the Stihl dealer!!

I'd go against the grain and get the fourstroke strimmer over the twostroke as sucking in fumes doesn't seem like a bright idea really. If anyone has anything to add to the Husky's would be nice to hear!!

15

General Two Stroke Talk / Re: Direct Injection - for and against

« on: January 25, 2010, 04:35:04 AM »

Yeah interesting read there, for sure it's from an offroad point of view which to me as long as there are no regulations on emissions for offroad twostroke (or onroad racers) then DI is a unnecessary technology.....of course if in the end the system does develop into a very capable system.

However where I think if does do well is on road bikes where if it's not fourstroke, then you can't make them. Even a slightly sanitised DI two stroke is going to be better than a fourstroke and that's before the tuning guys get a chance to play.

Also one little point missing.........who ever said the bike had to be kept as a DI bike in the first place?!    It's the twostroke engine we're after one that's been registered for the road, as long as there's no one checking it's been played with who's to know!!