Holy moly! I Would love to have billet suzuki pv engine cases with improved crankcase and cylinder bolt pattern for some higher quality cylinders. More gears would not harm it either. 😁 (more than 6 what you can convert from rm engines)
So is this basically a billet NSR50 engine? Sounds exactly the same. They sound like 2 strokes that have a heavy flywheels (why the revs dont instantly drop when off-throttle).. A different sound than say, a 80cc KX80 motor for example. Very cool build, just wondering if blueprints are from a NSR50 Honda motor.
No it's pretty far from being just a nsr50, I used racing parts intended for a nsr50 but that's it. The crankshaft and cylinder kit is intended for a Derbi but that doesn't make it a Derbi. There's no way you'd be able to hear, especially from a video, what kind of main reduction is used and the dropping off the revs when throttle is released is also not an indicator of such things.
Rollagers bieden meer steun tegen het doorbuigen van de krukas. Inmiddels heb ik 1 kogellager aan de ontsteking zijde en een rollager aan de primaire aandrijfzijde. Dit kwam om dat ondanks m'n rechte vertanding het lager aan de ontstekingszijde axiaal belast werd en dat kunnen die rollagers niet hebben.
Is that stock bidalot 50cc or you have to re port according to your spec? Do you know exactly stock 50cc bidalot HP rate? And compared to what you've done, is there any significant gain in term of HP? Thank you.
I barely changed anything on the bidalot cylinder, did some skirt adjusting so it doesn't block the intake. I also made the top of the exhaust port a bit more round and that's it.
Nearly too beautiful to ride! Exhaust's radiant heat does not warm up carburettor + air (+ fuel)? I havent't found it in the video, but would be interesting to know how you realized the adjustment of the primary drive's backlash.
Radiant heat doesn't seem to influence anything, we tested this on the dyno and couldn't find any influence. I have a ram air hose going to the front left side of carburetor pointing slightly up into a printed airbox with no roof. So there's a cold stream of air going up, meant to help keep the heat away and supply the engine with cold air. Primary drive backlash? Why would that backlash be a problem in need of solving?
@@Drenth_Engineering Hm; you're right. Explanation for my question: gearbox housing is bolted to the crankcase, in mass-production this wouldn't work as quiet as necessary. Of course the situation is different in prototypes!
More HP, better thermal regulation and more ease with disassembling and changing parts. If i for example want to switch to a rotary valve inlet, i just have to make a new crankcase and the gearbox can stay the same. Same goes for a completely different cylinder, wich is something i'm already thinking about. Making a complete spare crankcase/cylinder set, the current one will become spare. And as far as disassembling goes, within halve an hour i have disassembled the crankcase... While the complete gearbox is left behind in the chassis, never to be taken out.
Sacha Drenth, van wat ik kan zien zijn dat echt super krachtigen machines. Ik kan me voorstellen dat je met zo een machine echt zo een blok snel en met precieze kan maken
22,6 rwhp with atmospheric compensation on a DIN certified Dyno. That evening of testing the real power was 23,5, but we compensate for atmospheric pressure so runs on different days can be compared properly.
@@johangrundlingh3729 thanks man! a rotary inlet isn't all it's cranked up to be, they usually perform better on a dyno but on track it doesn't show. So it's a lot more moving parts causing issues of their own while not giving a clear advantage. When designing my engine I left room to ever make the switch to a rotary inlet but with the knowledge I have now I don't think I will.
@@Kulaz03 nee gelukkig ging het bijna allemaal in 1 keer goed, toen het linker versnellingsbak carter gefreesd was en de rechter de volgende dag pas na gefreesd moest worden... heb ik alvast de versnellingsbak gepasten en toen kwam ik er achter dat de schakel vorken net tegen het carter liepen, maar dat kan ik makkelijk aanpassen en heeft verder niet voor problemen of oponthoud gezorgd.
Dat is een heel eng blok! Volledige CNC is absoluut geen grap, sterker nog heb nooit Zoiets gezien. 💯💯💯
Aaaaaaaaand for a change, finally a motorcycle with its exhaust coming out the correct motor-side: The BACK one !!!
Holy moly!
I Would love to have billet suzuki pv engine cases with improved crankcase and cylinder bolt pattern for some higher quality cylinders.
More gears would not harm it either. 😁 (more than 6 what you can convert from rm engines)
Klinkt als een beest. Mooi werk man!
Очень достойный двигатель!!! 💪💪💪
Mooi gemaakt. Schitterend!
Are these sounds also available in a spotify playlist? ♥️
Very cool tech!
superbe machine bravo!!!
Good job!! spectacular. What aluminum alloy did you use? greetings
@@mancebo89thanks man, I used 6082 aluminium.
So is this basically a billet NSR50 engine? Sounds exactly the same. They sound like 2 strokes that have a heavy flywheels (why the revs dont instantly drop when off-throttle).. A different sound than say, a 80cc KX80 motor for example. Very cool build, just wondering if blueprints are from a NSR50 Honda motor.
No it's pretty far from being just a nsr50, I used racing parts intended for a nsr50 but that's it.
The crankshaft and cylinder kit is intended for a Derbi but that doesn't make it a Derbi.
There's no way you'd be able to hear, especially from a video, what kind of main reduction is used and the dropping off the revs when throttle is released is also not an indicator of such things.
Klinkt als 20 + pk... Beast!
wow its was so fast i couldnt see it from the dark...
Geweldig project👌👌👌👌👌Waarom gekozen voor deze krukaslagers (Cilinderlagers hebben meer weerstand lijncontact)?
Rollagers bieden meer steun tegen het doorbuigen van de krukas.
Inmiddels heb ik 1 kogellager aan de ontsteking zijde en een rollager aan de primaire aandrijfzijde. Dit kwam om dat ondanks m'n rechte vertanding het lager aan de ontstekingszijde axiaal belast werd en dat kunnen die rollagers niet hebben.
Vakmanschap op een hoog niveau
Proficiat
Very good job
Is that stock bidalot 50cc or you have to re port according to your spec?
Do you know exactly stock 50cc bidalot HP rate? And compared to what you've done, is there any significant gain in term of HP?
Thank you.
I barely changed anything on the bidalot cylinder, did some skirt adjusting so it doesn't block the intake. I also made the top of the exhaust port a bit more round and that's it.
Nearly too beautiful to ride! Exhaust's radiant heat does not warm up carburettor + air (+ fuel)? I havent't found it in the video, but would be interesting to know how you realized the adjustment of the primary drive's backlash.
Radiant heat doesn't seem to influence anything, we tested this on the dyno and couldn't find any influence.
I have a ram air hose going to the front left side of carburetor pointing slightly up into a printed airbox with no roof. So there's a cold stream of air going up, meant to help keep the heat away and supply the engine with cold air.
Primary drive backlash? Why would that backlash be a problem in need of solving?
@@Drenth_Engineering Hm; you're right. Explanation for my question: gearbox housing is bolted to the crankcase, in mass-production this wouldn't work as quiet as necessary. Of course the situation is different in prototypes!
@@cagr4249 as long as the right tolerances and production methods are use it wouldn't really be a problem.
Nice work. But what is the advantage of it?
More HP, better thermal regulation and more ease with disassembling and changing parts.
If i for example want to switch to a rotary valve inlet, i just have to make a new crankcase and the gearbox can stay the same.
Same goes for a completely different cylinder, wich is something i'm already thinking about. Making a complete spare crankcase/cylinder set, the current one will become spare.
And as far as disassembling goes, within halve an hour i have disassembled the crankcase... While the complete gearbox is left behind in the chassis, never to be taken out.
can i build the same engine
Dat heb je erg mooi gemaakt, met wat voor CNC machine heb je dat gedaan?
Is op 2 verschillende machines gefreesd, op een ZPS en een Quazer.
Sacha Drenth, van wat ik kan zien zijn dat echt super krachtigen machines. Ik kan me voorstellen dat je met zo een machine echt zo een blok snel en met precieze kan maken
@@rikdenbreejen5230
Ja dat zijn echte werkpaarden!
How many horses?
22,6 rwhp with atmospheric compensation on a DIN certified Dyno.
That evening of testing the real power was 23,5, but we compensate for atmospheric pressure so runs on different days can be compared properly.
@@Drenth_Engineering and those numbers are with a reed valve intake? Amazing! 👍🏻
@@johangrundlingh3729 thanks man!
a rotary inlet isn't all it's cranked up to be, they usually perform better on a dyno but on track it doesn't show.
So it's a lot more moving parts causing issues of their own while not giving a clear advantage.
When designing my engine I left room to ever make the switch to a rotary inlet but with the knowledge I have now I don't think I will.
Does it engine for sale? And how much?
I made only one of these and i have no intention on making and selling another one, sorry.
Gaaf gemaakt man, hoeveel verschillende ontwerpen heb je gemaakt voor de definitieve?
Wat bedoel verschillende ontwerpen?
In principe heb ik 1 ontwerp wat in m'n hoofd zat uitgewerkt tot ik er tevreden over was
@@Drenth_Engineering en toen werkte alles in één keer toen je tevreden was? Of zijn er momenten geweest dat je terug de tekentafel op moest?
@@Kulaz03 nee gelukkig ging het bijna allemaal in 1 keer goed, toen het linker versnellingsbak carter gefreesd was en de rechter de volgende dag pas na gefreesd moest worden... heb ik alvast de versnellingsbak gepasten en toen kwam ik er achter dat de schakel vorken net tegen het carter liepen, maar dat kan ik makkelijk aanpassen en heeft verder niet voor problemen of oponthoud gezorgd.
@@Drenth_Engineering Weet je hoeveel PK je uit dit blok haalden?
@@Kulaz03 laatste keer op de testbank was 20,5... Hoop de volgende keer op zeker 21,5 pk. (op het achterwiel)
Very nice!
What exhaust?
Selfmade
nice
kippevel
What are speaking? sounds Celtic. Would make sense they're masters of motorcycle and horse riding.
It's dutch so you're right about us being good at 2t tuning.
@@Drenth_Engineering sounds nice. Very cool tiny bike also.