Really enjoying your videos. I have been using engmod for a few years now and had some struggles at first with engine dyno data not matching the sim data. I was successfully able to sync them by altering the temperature files. I created a .pou file of my dyno data in post to compare. Very handy software to have. Keep it up!
Hi 🙂 Pleased you are enjoying. Yes - the temp correction is the way to get it to mirror reality but I did once fall into the trap of developing a pipe on a engine that I matched to the Dyno with the temp compensation and I couldn't get the sim pipe to rev... I tend to make sure I'm somewhere near the real curve then just look for what gives the gains in the sim and implement in reality. I'll try to do: sim the reality on this project 🙃
Great video that software is super cool. Don't know your bore diameter or your exhaust port width. But I always run my exhaust port widths 70% of bore diameter. Zero issue's. Typically on the small junk I use to mess with always got gains. Another general statement every time you increase your compression by half a point you should see about a 7% power gain.
Pleased you enjoyed. The bore dia is 55.5mm so near the max... maybe one more re-bore. The exh width % or bore is 68% so a bit left to play with. I'll look at doing some compression increases at some point. Currently i'm at 11:1 so fairly low. From memory the magazine one had around 15:1!
Why no-480p-resolution??? So, you think, people should use the "aged" 2stroke-tech, but shouldn´t be able to use their older computers??? Well, if that isn´t inconsistent...!!!
Wish that had been available when I was doing it in the 80s and early 90s instead of hours upon hours with a calculator and still end up not getting it right a lot of the time,
Yes, it's quite handy. Was the TSR software was available back then? Cut and test I guess. Certainly this really helps with getting a good pipe and saves so much time.
@@AutoBeta2T Yeah, far too much cut and test, I was mainly doing RD 250/350/400 and later 250/350 LCs, got to the point where I pressed an RD250 crank apart and removed the left conrod so I could test it as a single due to the time and effort to make 2 pipes completely by hand, or do 2 cylinders. Obviously I dropped the gearing to suit and made a blanking plate for the left crankcase. As a point of possibly mutual interest I came up with the same exhaust port shape you're using, my idea was to get the full width of the port open as soon as possible, the standard LC port is oval with a flat roof and isn't fully open till the piston is half way down the port window. Hope you do manage the ton with it ! ! !
@@madmaxsdog8040 that's a really cool idea to have a one cylinder engine for development! I bet that saved hours with the tin snips and welder! It's something I'm pleased about with this project of it being a single cylinder... The air cooled bit is good too as it saves messing with coolant but not good for power And yes about the exhaust port. Blowdown is the key parameter... I've read that in theory the bottom of the exhaust below the transfers isn't required if there's enough blowdown but in practice some is required. I'd like to play with this when I get around to the exhaust port 🤔
@@AutoBeta2T A flat top exhaust port gives a stronger pulse to the expansion chamber then a slightly curved one but at the expense of a narrower powerband, as you're prolly only looking for top speed it may be the way to go, this can be done without increasing the hight in the center so the timing remains the same, as most of my mods were street based I stuck with the slightly curved top. I don't know if the TSR software was around, I didn't have a computer back then,
Regarding the single I converted, could have used a 125 or 175 bike but I wanted things like crankcase volume, transfer ducts, reed blocks, combustion chamber and even the cooling fins to be the same so the conversion was the easiest way to go about it
Really enjoying your videos. I have been using engmod for a few years now and had some struggles at first with engine dyno data not matching the sim data. I was successfully able to sync them by altering the temperature files. I created a .pou file of my dyno data in post to compare. Very handy software to have. Keep it up!
Hi 🙂
Pleased you are enjoying. Yes - the temp correction is the way to get it to mirror reality but I did once fall into the trap of developing a pipe on a engine that I matched to the Dyno with the temp compensation and I couldn't get the sim pipe to rev... I tend to make sure I'm somewhere near the real curve then just look for what gives the gains in the sim and implement in reality.
I'll try to do: sim the reality on this project 🙃
Great video that software is super cool. Don't know your bore diameter or your exhaust port width. But I always run my exhaust port widths 70% of bore diameter. Zero issue's. Typically on the small junk I use to mess with always got gains. Another general statement every time you increase your compression by half a point you should see about a 7% power gain.
Pleased you enjoyed. The bore dia is 55.5mm so near the max... maybe one more re-bore. The exh width % or bore is 68% so a bit left to play with. I'll look at doing some compression increases at some point. Currently i'm at 11:1 so fairly low. From memory the magazine one had around 15:1!
THE SOFTWARE LOOK GOOD
Yep - it's a very good program ☺️
@@AutoBeta2T you sure try this on a 2 cycle yd100 or pk80
I'm sure it would work.
Why no-480p-resolution??? So, you think, people should use the "aged" 2stroke-tech, but shouldn´t be able to use their older computers??? Well, if that isn´t inconsistent...!!!
480p resolution? Is that on EngMod2T?
@@AutoBeta2T I mean, why didn´t you upload the video at 480p-resolution too?
How do I get this software
Hi - from here:
vannik.co.za/EngMod2T.htm
you are not getting it, you have to buy it, Google for EngmodT2
Wish that had been available when I was doing it in the 80s and early 90s instead of hours upon hours with a calculator and still end up not getting it right a lot of the time,
Yes, it's quite handy. Was the TSR software was available back then?
Cut and test I guess. Certainly this really helps with getting a good pipe and saves so much time.
@@AutoBeta2T Yeah, far too much cut and test, I was mainly doing RD 250/350/400 and later 250/350 LCs, got to the point where I pressed an RD250 crank apart and removed the left conrod so I could test it as a single due to the time and effort to make 2 pipes completely by hand, or do 2 cylinders. Obviously I dropped the gearing to suit and made a blanking plate for the left crankcase. As a point of possibly mutual interest I came up with the same exhaust port shape you're using, my idea was to get the full width of the port open as soon as possible, the standard LC port is oval with a flat roof and isn't fully open till the piston is half way down the port window. Hope you do manage the ton with it ! ! !
@@madmaxsdog8040 that's a really cool idea to have a one cylinder engine for development! I bet that saved hours with the tin snips and welder! It's something I'm pleased about with this project of it being a single cylinder... The air cooled bit is good too as it saves messing with coolant but not good for power
And yes about the exhaust port. Blowdown is the key parameter... I've read that in theory the bottom of the exhaust below the transfers isn't required if there's enough blowdown but in practice some is required. I'd like to play with this when I get around to the exhaust port 🤔
@@AutoBeta2T A flat top exhaust port gives a stronger pulse to the expansion chamber then a slightly curved one but at the expense of a narrower powerband, as you're prolly only looking for top speed it may be the way to go, this can be done without increasing the hight in the center so the timing remains the same, as most of my mods were street based I stuck with the slightly curved top. I don't know if the TSR software was around, I didn't have a computer back then,
Regarding the single I converted, could have used a 125 or 175 bike but I wanted things like crankcase volume, transfer ducts, reed blocks, combustion chamber and even the cooling fins to be the same so the conversion was the easiest way to go about it