I absolutely love these videos, they takes me back to my youth, trying desperately to get the best out of my YPVS with a dentists drill, a pile of 2 stroke tuning literature, limited cash and time, but unlimited enthusiasm. 35 years later, the bike is hibernating in my loft waiting patiently for my retirement.
det her har mange savnet Alex :) tråkig at mørkesinnet kommer innom, det er tæmt mannen. men du er mann og fikser det bra syns jeg. velkommen tilbake i lyset igjen bror. Plans and development, love this "stuff". fiddle with one and have the other projects separated im sure will be good for you and us :) Great reformatting job Alex! You channel is evolving now. Proud to be Norwegian when i see you in action.
Don't worry about the "mess". There is all sorts of magic and voodoo busy happening in that "mess". Also... A clean workbench is a sign of the person not trying hard enough.
I'm starting to get addicted to this stuff, i'm right now designing new engine case for my Moped, so I'm able to run a bigger cylinder (prob. like a yz 125 or maybe something else, haven't gotten a cylinder yet to measure out) but as of right now, the case is already pretty good lookin'. I designed it to be a 2 piece design with a detachable crankcase and transmission, so i'm able to swap out crank and piston in one go and leaving the transmission together, and a sleeved crankhousing so I'm able to run a larger stroke than a standart am6 allows without having a massive crankcase volume. I'm also trying to fit in as many stud patterns and a lot of variability in rod lenghts by adjusting the cylinder foot height. I just have to find someone that has a cnc mill that could mill that case and a 125 motocross cylinder (85-150cc) with matching crank to make adjustments and test it using 3d printing. The best part about this idea and design is that its very variable and you could swap between entire power units and gearboxes independently from each other and you could fit almost any cylinder and crank in there. The only limiting factor is crankshaft bearings. But thanks alot for teaching me so many things about a 2 stroke
As always, I'm very happy to see a new upload. The cause of the delay was just what I was worrying for. Don't let this project eat you up. I would advice you to consider taking a break now and do something else for a while. This is getting too intense. I have been so "lucky" to meet the wall. Two times sickleave for years. It was a hard stuggle and took a lot of hard efford getting back to being able to at least function as a human being. Trust me, you don't want to go down that road.
if you came to bonneville with a good running derbi 50, you could probably set the record. we have very few 50cc motorcycles for sale here. the last true 50 cc bike for sale was in the 80's. i would love to ride the deathtrap bike at bonneville. i guess the aprillia 50cc was for sale here for a small time, but it is very rare. you are trying to reach the moon, but you really only need to go around the corner{metaphoricly}
If you go with brushless, you will want an ESC that can keep it at a constant, user controlled RPM. VESC will do this, as well as ODRIVE, and is very, very programmable and configurable by computer, but maybe also some of the BLHELI and AM32 ones will as well. That way, you can be sure that your pump is always pumping at the same rate, no matter the battery voltage going into it. Just takes another variable out of the equation.
Das kann gut möglich sein, wenn Sie aber exakt symetrisch zum aktuellen Zündwinkel nach OT in einer sehr kleinen Menge, welche 50 cm³ Trockendampf bei ca. 800°C ergben, durch den Einschraubmantel der Zündkerze mit einem Kapilarkanal erfolgt macht das keine großen Probleme.
Gutes Video, danke. Kapillardüsen für eine geringe Menge an Hilfskraftstoff können zu jedem Zylinderport führen. Eine Zylinderfußdichtung, die solche Düsen enthält, kann hierfür verwendet werden. Ein dreischichtiger Aufbau aus Kupferfolien, deren mittlere Folie Freizonen aufweist, kann Kanäle für einen thermalakustischen hydraulischen analogen Fluid-Strömungscomputer bilden. Dieser kann von Einspritzdüsen versorgt und durch Unterdruckgas bzw. Überdruckgas von entfernten Sensorpunkten gesteuert werden. Eine wenige 100 µm breite Silikonsperre ist lediglich erforderlich, um den Kraftstoffbereich vom Luftbereich oder Abgasdruckbereich innerhalb des mittleren Kupferblechs der Fußdichtung zu trennen. Die Kupferfolien oberhalb und unterhalb der mittleren Folie können Mikrokanäle enthalten, die nur die wenige µm Tiefe einer Reisnadelfurche aufweisen, um eine feine Abstimmung der Materialtemperatur des Motorblocks und des Zylinders zu ermöglichen.
-How about putting the injector(s) inside the crankcase (maybe aiming upp the piston). -How about double sparkplugs (as widely apart as possible in an oval combustion chamber) , att 20000+ rpm the flamefront does not have very much time to propagate. -If you use a hydraulic coghweel pump for feeding the injector(s) you will gett pulses in the fuel flow but if you put a bladder accumulator in the flow, that kan be redused (eleminated).
Thoughts started rolling. First, was run two carbs a small and large on with staged linkage. Then EFI, but you want continuous fueling and I agree. I've seen where running injectors above a supercharger on SBC has less than ideal results (couldn't get it run batch fire with the coil on plug) so I was thinking variable fuel pressure with two rpm staged injectors. Final though is mechanical injection as it is less stuff and less amps needed, but use efi control to do fly by wire on the barrel valve instead of mechanic with a high-speed lean out solenoid.
It's really nice seeing something new on this channel for the first time in a long time. I really miss the deathtrap era. I think you need some more side projects to just goof around with.
I am all for the fuel injection, and I don’t think you need to worry about rich and lean pockets. If you run it like batch fire it sprays all the time. That being said if you try to have it run like sequential injection you may have some lean pockets, I think it unlikely, but it would be possible.
Das Problem ist hier, das bei einer 4-46/50 Nitromethan/Methanol-Ölmischung das Öl heiß aber langsam. Wenn Sie in einen Port flüssigen Kraftstoff direkt über den Kolbenboden Einspritzen und Sie haben aus dem Außlass eine harte leicht feuchte aber wenig warme Frischgaswelle die dem entgegen kommt wird der Einspritzstrahl zersteubt und teilweise Verdampft. Erreichen Sie da den Trippelpunkt des Methanol so das H2 NO2 und restflüssiges Methanol wird dieses sich in der Mitte des Kolben nach oben bewegen, beginnt bereits der Wasserstoff die Luft aus dem Zylinder zu verdrängen Richtung Auslass und zum Teil noch zurück in die Kurbelkammer. Resultat 25% zu Fett. Nächster Takt läuft gegen eine Zündfähige Frischgasladung im Auslass was zu einer sehr harten Mehrfach-Reflexion bei der nächsten Kompression führt die den Kolben sogar gegenüber dem Außlasport aus den Zylinder Punktscheißen kann. Schlagartiger Stillstand. Geschieht dies nicht kann sofiel Frischluft aus dem Auspuf in den Zylinder gelangen das dieser extrem abmagert bei nächten Arbeitstakt. Ca. ab 800 Ps/Liter Hubraumleistung sind dabei möglich.
What do you mean with "If you run it like batch fire it sprays all the time."? Isn't batch injection like sequential injection but instead firing a batch of injectors at a time(needing less injector control outputs from the ECU)?
@@TarenGarond no it just sprays all the injectors all the time. This is how those carbs that have injectors in them work. Because you can drop one on a car that has no crank position sensor or cam sensor there is no way for you to time the pulses. It turns on and off rapidly regardless of what stroke you are on. It only needs a temp sensor, rpm input, IAT sensor and a map sensor to run. You could substitute the map sensor for a tps sensor, or a maf, but it is harder to tune.
Hi Alex, about CRANKSHAFT ISSUE: considering the relatively high radial load applied by the CVT at some distance from the main bearing, the induced web bending is something to be considered due to alternative deformation, specially at high RPM. The combination of the alternative bending and the resisting torque (and the increased friction) at high RPM can produce twisting between webs. I highly recommend you install a bearing in the crankshaft end in order to avoid the bending deformation due to CVT
I'm not a fuel injection expert by any means, but I thought batch fired injectors normally fire once each crankshaft revolution. And the pulse with is electronically adjusted depending on the desired mixture. A normal car uses the ECU to adjust the pulse width based on information from a throttle position sensor, some kind of air flow sensor, and an intake air temperature sensor. But a more sophisticated ECU like you might find on a race engine, can change the injector pulse width based on any measurable parameter. Therefore, it's not immediately apparent to me why the rich/lean problem you mention at the beginning of the video would pose a problem.
We often say we can increase this or that and gain 1 percent or we can just add another 10 percent nitro. Chasing 105mph on the 50cc (22.66rwhp) , and 140mph on the 100cc (47.11rwhp) next March.
Use a higher volume fuel pump for an injector. microsquirt is a programable system out of Canada. you can then adjsut it's duty cycle and impedance and duration so that would allow it to run perfect with the 2-stroke. or you could use 2 injectors.
little idea: mount the injector or the nozle before the throttle body and a mass sensor before the injector. then connect the mass sensor to an arduino and tell to the arduino to regulate the pressure based on the mass sensor
Eine gute Idee, jedoch scheitert sie an der dynamischen Ultraschallresonanzwelle vor dem Einlasstrichter. Es funktioniert, wenn der Ansaugtrichter in einem Gehäuse untergebracht ist, das genau dem Kurbelgehäusevolumen bei UT entspricht. Dort sollte ein Luftfilter als intelligenter Phasenschieber dienen, dessen Volumen dem Spülzonen-Volumen des Motors gleichkommt. Vor dem Luftfilter sollte ein Resonanzvolumen sein, das genau auf das Volumen und die Form des Abgassystems abgestimmt ist. Vor diesem Gesamtansaugsystem könnte eine Airbox platziert werden, in der mit einem kleinen PTC-Heizdraht die Luftmasse durch deren Abkühlung bei konstantem Durchfluss gemessen werden kann.
A crazy idea but as fuel vaporizes faster when hot wouldnt it work to have a heater grid or radiator between crankcase and carburetor? With coolant running trugh it? Like a small computer radiator? I think there is 60 or even 40mm wide and tall. Copper and aluminium ones allso. Carbureted cars have coolant running trugh the intake manifold to help fuel vapourize better
@@2STROKESTUFFING The fuel injection system you're after has been around since 1960's and 1973 on production cars. The Bosch CIS (Continuous Injection System) or K-Jetronic system is the basis of what you need.
the pump itself is from a VW DSG transmission.. well I dunno if that's an endorsement, really. But yeah, the shaft seal on it, and the gasket between the pump and the middle bit might need replacing.
I do wonder if DFI would be a good route for your engine. That way, you could precisely control the fuel amount on every single power stroke. The Downside would be that you would need to oil the crank bearings and lower cylinder separately. Dfi has been successfully done with very simple systems on jetskis and outboards. As always, it's been very fun following your progress, sir!
I think the main issue with normal EFI injectors (pulsed) is the limited "dynamic range" if you will. To go from idle fuel requirements to max power fuel requirements is a HUGE ratio. Injector resolution at idle is probably going to be very poor. I think you're taking a good approach.
Har en peugeot jetforce (scooter moped) stående, denna kom med injection. 1500,- i Hønefoss papirer i orden. Mangler selve bensinpumpa (elektrisk) ellers komplett. starter på gass. insuget sitter på case, med elctronisk (wire styrt) spjeld og ikke på sylinder som vanlig.
im making some things you might be interested in a. super simple range of ecus, i could modify my base ecu code the will control that injector and fuel pump with simple tps map range adjustable via buttons. would be around 20$ in parts and an hour of assembly
Water burns very slowly and is not likely to have pre-ignition issues, but it will slug the cylinder if you don't have adequate lightning to start the flame propagation. Just sayin'.
You have sort out same things: -How many horsepowers are you aming for (need, to set the land speed record). -How many rpm will that require (from a 50 cc engine). -How will you reach that rpm. I think you have two basic ways to go: -A rocket engine whit a 50cc piston. -A Swiss klock that can actualy "tick" 25-30000 times a minute ( delivering 25-30 hp) Either way, you will probably have to bend the law of fysics. But that is the sport of it, is´nt it
This video has me missing my US Spec 06 GPR Nude, but not as much as I miss my US 09 RS125, and the ~80cc US rieju rs1 evo, and all my previous Aprilia rs50s of course... ;( poor life choices
Stop messing around and use a STIC Super X carb. It is not a modest improvement over a Keihin PWK, it makes my MX bike feel like there is a big bore kit added. The fuel uptake is much more aggressive and responds better to the smaller bore signal. The needle jet is perforated and is in a chamber that receives air/fuel vapor via the carbs bore and intake bell. The intake bell provides higher pressure just above the main jet, this feeds to the lower pressure at the top of the needle jet. As RPM's go up and the fuel level drops the the mixture becomes leaner, not richer as with a standard carb design. Part of the design also has stepped passages that create temperature drops to the mixture, which also creates a vaporous mixture that has a faster delivery in the intake tract. Always good luck to you.
Have you considered carburation for low power and lower end lube and direct injection of nitro, either direct into the cylinder or the transfer ports for peak power? Probably couldn’t pulse at 15,000 rpm, but a properly metered continuous stream seems a potential solution. Just a thought.
Kenne ich leider nicht. Aber es gibt für höchst Leitung eine sehr sichere Einspritzmethode. Durch den Auslassschlitz an der Oberkannte mit einer Wassernanteldüse aus einer auf ca. 0.5 mm zusammengerollten Dieseleinspritzleitung hergestellt. Zylinder bleibt unverändert. Düse ist damit Bestandteil des Auspuff selbst und damit sehr leicht abstimmbar.
I imagine where you're even more north than me seasonal affective depression (SAD as they call it very fittingly lol) hits pretty early. Every early September I can feel it creep in. Two things that worked really well for me has been to supplement in the vitamin D that we no longer are getting from the shorter sun hours and lots of milk helps as well since it's fortified with vitamin D. If you add organic cocao even better health powerhouse and frickin delicious too, everything you need to chase away the SAD :) Give it a try, fairly cheap and easy fix for what feels like a mountain of a problem going through it, all the bet 2SS 🤙
Ideal ist wenn 50 cm³ von dem Drehschieber bis zum Rand des Einlauftrichters erreicht werden. Dabei ist es gut wenn im Bereich der Drossel 80 m/s mittlere Gasgeschwindigkeit in Bezug auf die ganzzahlige Harmonie mit der mittleren Kolbengeschwindigkeit erreicht werden. Dann resultiert daraus ein Einsaugunterdruck welcher 100% Schallgeschwindigleit der Luft ereicht. Mehr geht nicht, nur bei etwas Fahrwindübertruck kann die 50 cm³ Luftmasse noch vergrößert, schwerer werden.
why don't you use pwm on injector? Like 150 Hz frequency and control the mixture with the duty cycle which is controlled with the TPS, 5 minute program in arduino.
@@2STROKESTUFFING And you think the pump will spin up or spin down as quick as you manipulate the throttle? The injectors flow rate is not exactly linear with the pressure, tuning without O2 will be nightmare. That you can do something doesn't mean you should, but you will find out and I will be happy to see your journey. I have high hopes.
This is just me, but I would start with making a bottom end stable and withstanding rpm’s and power, then make a good top end,THEN I would start experimenting with everything. Not the other way around and seizing, blowing up and failing engines one after another.
Nå har jeg vasket brillene mine to ganger, og du er fortsatt uklar. Sist video og denne videoen er ikke i fokus. Der er et felt på høyre side som er noenlunde, men resten av bildet føler jeg at jeg ser dobbelt. Har linsa di fått seg en kakk? Uansett, jeg er imponert over innsatsvilje og gjennomføringsevne! :-)
Did you consider dual injectors, with a tiny startup injector and a larger secondary that triggers right as the pipe comes on? That would help with low end fuel atomization vs a too large injector that cannot handle the low enough pulse width needed to keep a 50cc happy at idle. Maybe the lean/rich pockets may not be as big an issue as you think - the newer KTM 2strokes are EFI and although they are down ~1hp vs carbed they don't seem to have any fueling issues.
You're exactly right concerning the air pressure-regulated fuel source! I've used this on my 2-stroke fuel injection system since the early 2000's. The only other thing that needs to be done is to have a servo-controlled coarse-thread needle valve assembly to control the fuel flow into the induction tract. The needle valve is mapped to match the engine's rpm and is linked to the barrel or butterfly air valve. Simple, and it works. For those interested in seeing and reading about the details of this F.I. system, go to pages 87-89 of my book: 2-stroke Glow Engines Vol 2, Power: Beyond the Basics (2007).
@@at_3831 The problem is how to maintain the tank's pressure as it empties (when the non-fuel volume increases). Before solving the problem with regulated air pressure, I experimented with pressurizing the tank with expansion chamber pressure, untimed crankcase pressure and timed crankcase pressure. Unfortunately, none of them worked at delivering a predictable, consistant fuel delivery to the engine's induction tract. Unless this can be accomplished first, no amount of fuel-mapping and Arduino-control will matter.
Hey Alex! Don’t use ignitec, use a zeeltronic. It’s far more programmable for the EFI idea and it’s got a decent PC application for programming. I have a video up on how it works (not sponsored and I paid for it myself)
With the possible EFI setup, could it be possible to overlap two or more injectors to avoid those "lean&rich" pockets ? 🤔 thanks for the awesome videos 🥳
I know nothing about this so someone with knowledge, feel free to explain why it would be a bad idea to put high pressure injectors into the transfer channels, injecting atomised nitrofuel on the transfer cycle. That would give high presition control and also not mess with the idle. Also, I suck at english, I already know that.
Injecting into the transfers in the transfer cycle is the way to go. The problem is at 19k rpm there's just 1ms of transfer duration, not enough time for opening/closing injectors.
It sounds like if you go the EFI route, you should probably allow for port AND direct injection. I dont remember anymore if you're still planning to incluslde supervhargig but in any case, if your engine ia tuned for peak rpm/power, having DI could help get torque for low rpms. injecting fuel AFTER the cylinfer is fully sealed, meaning no guel in the exhaust. when you get into rpma where DI downt provide enough atomization/homogenous mixture, you pregerasively transition to port injection or port + direct injection. worse casw, if direct injection doenst help, you dont need to use it. about testing youe new ideas a sub systems, amd only integrating them AFTER they have been proven to work sounds like a reasonable idea
En tanke. Trigger hjul med liten diameter V.S stor diameter. Tiden triggeren tar for å passere ved en gitt rpm vill jo være forskjellige, med samme bredde på triggeren. Jeg vet ikke om det har noe å si eller om det påvirker signalet til tenningsmodulen du skal bruke! Men bare en tanke jeg fikk🫣
So pleased to see you looking at fuel injection. It seems that fueling issues have caused you many hours of grief. How low pressure and/or high pressure direct injection? A combination of the two would give you enough time to dump plenty of nitro into the cylinder. If not then combine port injection mixed with oil and direct injection of pure nitro?
For years I have been hoping for a fuel injection kit for small cc bikes. Nothing since ditech. Maybe this will lead to something or atleast inspire some manufacturer to come up with one.
![เป็นไปได้ไหม - WanMai [Performance Video]](http://i.ytimg.com/vi/Eh5hItD4Mr0/mqdefault.jpg)
that ''water'' may bring some smiles on our faces soon 😛
Don`t push yourself to hard. Love the jazz.
I absolutely love these videos, they takes me back to my youth, trying desperately to get the best out of my YPVS with a dentists drill, a pile of 2 stroke tuning literature, limited cash and time, but unlimited enthusiasm.
35 years later, the bike is hibernating in my loft waiting patiently for my retirement.
You take care of you and we will enjoy the videos whenever the show up!
Nice!! I enjoyed this video quite a bit. There's something comforting about seeing you taking apart and fixing an engine that has seen better days.
det her har mange savnet Alex :) tråkig at mørkesinnet kommer innom, det er tæmt mannen. men du er mann og fikser det bra syns jeg. velkommen tilbake i lyset igjen bror.
Plans and development, love this "stuff".
fiddle with one and have the other projects separated im sure will be good for you and us :) Great reformatting job Alex! You channel is evolving now. Proud to be Norwegian when i see you in action.
Don't worry about the "mess".
There is all sorts of magic and voodoo busy happening in that "mess".
Also...
A clean workbench is a sign of the person not trying hard enough.
I'm starting to get addicted to this stuff, i'm right now designing new engine case for my Moped, so I'm able to run a bigger cylinder (prob. like a yz 125 or maybe something else, haven't gotten a cylinder yet to measure out) but as of right now, the case is already pretty good lookin'. I designed it to be a 2 piece design with a detachable crankcase and transmission, so i'm able to swap out crank and piston in one go and leaving the transmission together, and a sleeved crankhousing so I'm able to run a larger stroke than a standart am6 allows without having a massive crankcase volume. I'm also trying to fit in as many stud patterns and a lot of variability in rod lenghts by adjusting the cylinder foot height. I just have to find someone that has a cnc mill that could mill that case and a 125 motocross cylinder (85-150cc) with matching crank to make adjustments and test it using 3d printing. The best part about this idea and design is that its very variable and you could swap between entire power units and gearboxes independently from each other and you could fit almost any cylinder and crank in there. The only limiting factor is crankshaft bearings.
But thanks alot for teaching me so many things about a 2 stroke
Jazzy music and experimental stuff ❤
As always, I'm very happy to see a new upload. The cause of the delay was just what I was worrying for. Don't let this project eat you up. I would advice you to consider taking a break now and do something else for a while. This is getting too intense. I have been so "lucky" to meet the wall. Two times sickleave for years. It was a hard stuggle and took a lot of hard efford getting back to being able to at least function as a human being. Trust me, you don't want to go down that road.
Absolutely love your work and videos keep it up and next year you will get the record at Boneville
if you came to bonneville with a good running derbi 50, you could probably set the record. we have very few 50cc motorcycles for sale here. the last true 50 cc bike for sale was in the 80's. i would love to ride the deathtrap bike at bonneville. i guess the aprillia 50cc was for sale here for a small time, but it is very rare. you are trying to reach the moon, but you really only need to go around the corner{metaphoricly}
A stock Derbi wont get it done at 4000ft. Will need some trick bits.
I have RC crawler trucks on my workbench that I tinker with. It’s a pleasant change to see someone else’s work. Australia watching.
I have no advice...Just good to see you are able to continue to pursue your dream despite difficulties.
I love your mess, it is very inspiring 😊.
These setbacks can be normal, hopefully like me you will get stronger or more aware of yourself each time. It’s a journey.
I wish my neighbors had cheap Derbi "debris" laying around!!!
It would be cool if you took us through the whole modeling process in engmod2t.
Sounds like a plan, divide and conquer. Best wishes.
Some of us enjoy the mess, let the madness begin!!!🤘🤘🤘🤘💯
Yeah pretty sure its always been a mess haha. Must be his girlfriend in his head again.
Injection timing, load the intake during compression with fuel so the gulp of air pulled in is already saturated.
the only youtube channel I watch full screen!, love the content🤗
thanks for the entertaining and interesting content 🚀
didn't feel like "a mess" to me 🤗 liked having multiple smaller things in the video
Look how simple the old Holborn injection , big pump to get it in, job done
Wooo! Engagement!
Also engagement.
If you go with brushless, you will want an ESC that can keep it at a constant, user controlled RPM. VESC will do this, as well as ODRIVE, and is very, very programmable and configurable by computer, but maybe also some of the BLHELI and AM32 ones will as well. That way, you can be sure that your pump is always pumping at the same rate, no matter the battery voltage going into it. Just takes another variable out of the equation.
If you were working with cars or 4strokes I wouldn't be watching 😂
Water injections is gonna be SICK!
Das kann gut möglich sein, wenn Sie aber exakt symetrisch zum aktuellen Zündwinkel nach OT in einer sehr kleinen Menge, welche 50 cm³ Trockendampf bei ca. 800°C ergben, durch den Einschraubmantel der Zündkerze mit einem Kapilarkanal erfolgt macht das keine großen Probleme.
Gutes Video, danke.
Kapillardüsen für eine geringe Menge an Hilfskraftstoff können zu jedem Zylinderport führen. Eine Zylinderfußdichtung, die solche Düsen enthält, kann hierfür verwendet werden. Ein dreischichtiger Aufbau aus Kupferfolien, deren mittlere Folie Freizonen aufweist, kann Kanäle für einen thermalakustischen hydraulischen analogen Fluid-Strömungscomputer bilden. Dieser kann von Einspritzdüsen versorgt und durch Unterdruckgas bzw. Überdruckgas von entfernten Sensorpunkten gesteuert werden. Eine wenige 100 µm breite Silikonsperre ist lediglich erforderlich, um den Kraftstoffbereich vom Luftbereich oder Abgasdruckbereich innerhalb des mittleren Kupferblechs der Fußdichtung zu trennen. Die Kupferfolien oberhalb und unterhalb der mittleren Folie können Mikrokanäle enthalten, die nur die wenige µm Tiefe einer Reisnadelfurche aufweisen, um eine feine Abstimmung der Materialtemperatur des Motorblocks und des Zylinders zu ermöglichen.
-How about putting the injector(s) inside the crankcase (maybe aiming upp the piston).
-How about double sparkplugs (as widely apart as possible in an oval combustion chamber) , att 20000+ rpm the flamefront does not have very much time to propagate.
-If you use a hydraulic coghweel pump for feeding the injector(s) you will gett pulses in the fuel flow but if you put a bladder accumulator in the flow, that kan be redused (eleminated).
Hey up mate loved the madness of this video keep going fella I'm sure your getting there
We built bikes with beer and cars with gear.
Thoughts started rolling. First, was run two carbs a small and large on with staged linkage. Then EFI, but you want continuous fueling and I agree. I've seen where running injectors above a supercharger on SBC has less than ideal results (couldn't get it run batch fire with the coil on plug) so I was thinking variable fuel pressure with two rpm staged injectors. Final though is mechanical injection as it is less stuff and less amps needed, but use efi control to do fly by wire on the barrel valve instead of mechanic with a high-speed lean out solenoid.
It's really nice seeing something new on this channel for the first time in a long time.
I really miss the deathtrap era. I think you need some more side projects to just goof around with.
I am all for the fuel injection, and I don’t think you need to worry about rich and lean pockets. If you run it like batch fire it sprays all the time. That being said if you try to have it run like sequential injection you may have some lean pockets, I think it unlikely, but it would be possible.
Das Problem ist hier, das bei einer 4-46/50 Nitromethan/Methanol-Ölmischung das Öl heiß aber langsam. Wenn Sie in einen Port flüssigen Kraftstoff direkt über den Kolbenboden Einspritzen und Sie haben aus dem Außlass eine harte leicht feuchte aber wenig warme Frischgaswelle die dem entgegen kommt wird der Einspritzstrahl zersteubt und teilweise Verdampft. Erreichen Sie da den Trippelpunkt des Methanol so das H2 NO2 und restflüssiges Methanol wird dieses sich in der Mitte des Kolben nach oben bewegen, beginnt bereits der Wasserstoff die Luft aus dem Zylinder zu verdrängen Richtung Auslass und zum Teil noch zurück in die Kurbelkammer. Resultat 25% zu Fett. Nächster Takt läuft gegen eine Zündfähige Frischgasladung im Auslass was zu einer sehr harten Mehrfach-Reflexion bei der nächsten Kompression führt die den Kolben sogar gegenüber dem Außlasport aus den Zylinder Punktscheißen kann. Schlagartiger Stillstand. Geschieht dies nicht kann sofiel Frischluft aus dem Auspuf in den Zylinder gelangen das dieser extrem abmagert bei nächten Arbeitstakt. Ca. ab 800 Ps/Liter Hubraumleistung sind dabei möglich.
@@Reiner_Markenfreund 🤔 That's a lot!
What do you mean with "If you run it like batch fire it sprays all the time."?
Isn't batch injection like sequential injection but instead firing a batch of injectors at a time(needing less injector control outputs from the ECU)?
@@TarenGarond no it just sprays all the injectors all the time. This is how those carbs that have injectors in them work. Because you can drop one on a car that has no crank position sensor or cam sensor there is no way for you to time the pulses. It turns on and off rapidly regardless of what stroke you are on. It only needs a temp sensor, rpm input, IAT sensor and a map sensor to run. You could substitute the map sensor for a tps sensor, or a maf, but it is harder to tune.
@@andrewf8486 The second question I asked was just rhetorical, I know what batch fire injection is.
Entertaining as always, this is looking interesting, great work Alex, hang in there mate👍😁
A great and interesting vid, Thanks
Nice video alex 👍 like the more coordinated approach
Second.... so excited to see another episode...
Hi Alex, about CRANKSHAFT ISSUE: considering the relatively high radial load applied by the CVT at some distance from the main bearing, the induced web bending is something to be considered due to alternative deformation, specially at high RPM. The combination of the alternative bending and the resisting torque (and the increased friction) at high RPM can produce twisting between webs. I highly recommend you install a bearing in the crankshaft end in order to avoid the bending deformation due to CVT
What mess? The seemingly effortless rebuild was impressive.
Ported a 50cc airsal just like that one to the absolute limits it was a ripper but only for a few months before kaboom😅
Same here back in the day!
@@2STROKESTUFFING awesome👍
Beautiful genius moped kid.
I'm not a fuel injection expert by any means, but I thought batch fired injectors normally fire once each crankshaft revolution. And the pulse with is electronically adjusted depending on the desired mixture. A normal car uses the ECU to adjust the pulse width based on information from a throttle position sensor, some kind of air flow sensor, and an intake air temperature sensor. But a more sophisticated ECU like you might find on a race engine, can change the injector pulse width based on any measurable parameter. Therefore, it's not immediately apparent to me why the rich/lean problem you mention at the beginning of the video would pose a problem.
We often say we can increase this or that and gain 1 percent or we can just add another 10 percent nitro.
Chasing 105mph on the 50cc (22.66rwhp) , and 140mph on the 100cc (47.11rwhp) next March.
Use a higher volume fuel pump for an injector. microsquirt is a programable system out of Canada. you can then adjsut it's duty cycle and impedance and duration so that would allow it to run perfect with the 2-stroke. or you could use 2 injectors.
Sad to hear about your mental 'back pressure.Wishing you more on level ground, for a good while because, we all love yourcwork !
EFI is the way to go!!!
its good to know im not alone. thank you :)
7:00 High pressure fuel injection should be utterly perfect.
little idea: mount the injector or the nozle before the throttle body and a mass sensor before the injector. then connect the mass sensor to an arduino and tell to the arduino to regulate the pressure based on the mass sensor
Eine gute Idee, jedoch scheitert sie an der dynamischen Ultraschallresonanzwelle vor dem Einlasstrichter. Es funktioniert, wenn der Ansaugtrichter in einem Gehäuse untergebracht ist, das genau dem Kurbelgehäusevolumen bei UT entspricht. Dort sollte ein Luftfilter als intelligenter Phasenschieber dienen, dessen Volumen dem Spülzonen-Volumen des Motors gleichkommt. Vor dem Luftfilter sollte ein Resonanzvolumen sein, das genau auf das Volumen und die Form des Abgassystems abgestimmt ist. Vor diesem Gesamtansaugsystem könnte eine Airbox platziert werden, in der mit einem kleinen PTC-Heizdraht die Luftmasse durch deren Abkühlung bei konstantem Durchfluss gemessen werden kann.
A crazy idea but as fuel vaporizes faster when hot wouldnt it work to have a heater grid or radiator between crankcase and carburetor? With coolant running trugh it? Like a small computer radiator? I think there is 60 or even 40mm wide and tall. Copper and aluminium ones allso. Carbureted cars have coolant running trugh the intake manifold to help fuel vapourize better
Hier das enorm hohe Gewicht des Kraftstoff gegenüber der kleinen Luftmenge das Problem.
Always entertaining, I wonder if the toy pump will last continuous use, change the seals for fuel compliant ones, good luck 😊
Thanks! I'm curious about that too. Might make my own if the system works, pretty much just two gears in a tight case.
@@2STROKESTUFFING The fuel injection system you're after has been around since 1960's and 1973 on production cars. The Bosch CIS (Continuous Injection System) or K-Jetronic system is the basis of what you need.
the pump itself is from a VW DSG transmission.. well I dunno if that's an endorsement, really.
But yeah, the shaft seal on it, and the gasket between the pump and the middle bit might need replacing.
I do wonder if DFI would be a good route for your engine. That way, you could precisely control the fuel amount on every single power stroke. The Downside would be that you would need to oil the crank bearings and lower cylinder separately. Dfi has been successfully done with very simple systems on jetskis and outboards. As always, it's been very fun following your progress, sir!
I think the main issue with normal EFI injectors (pulsed) is the limited "dynamic range" if you will. To go from idle fuel requirements to max power fuel requirements is a HUGE ratio. Injector resolution at idle is probably going to be very poor. I think you're taking a good approach.
Stay off the BOOZE mate
great work as always mate i hope you will ride one of your creations at some point
Interesting!
See if you can find a suitable electric paint sprayer that can be used for the full throttle nitro injection
Beautiful
Har en peugeot jetforce (scooter moped) stående, denna kom med injection.
1500,- i Hønefoss papirer i orden. Mangler selve bensinpumpa (elektrisk) ellers komplett. starter på gass.
insuget sitter på case, med elctronisk (wire styrt) spjeld og ikke på sylinder som vanlig.
im making some things you might be interested in a. super simple range of ecus, i could modify my base ecu code the will control that injector and fuel pump with simple tps map range adjustable via buttons. would be around 20$ in parts and an hour of assembly
Water burns very slowly and is not likely to have pre-ignition issues, but it will slug the cylinder if you don't have adequate lightning to start the flame propagation.
Just sayin'.
You have sort out same things:
-How many horsepowers are you aming for (need, to set the land speed record).
-How many rpm will that require (from a 50 cc engine).
-How will you reach that rpm.
I think you have two basic ways to go:
-A rocket engine whit a 50cc piston.
-A Swiss klock that can actualy "tick" 25-30000 times a minute ( delivering 25-30 hp)
Either way, you will probably have to bend the law of fysics.
But that is the sport of it, is´nt it
I hope the special water injection works well. 👍
Your always a mess when there’s a bottle off alcohol on the table!!!!!
What do you think of tpi ? Could it be used for your prototypes ?
This video has me missing my US Spec 06 GPR Nude, but not as much as I miss my US 09 RS125, and the ~80cc US rieju rs1 evo, and all my previous Aprilia rs50s of course... ;( poor life choices
2:55: what about using TWO carbs ??
wasnt messy at all ❤
Stop messing around and use a STIC Super X carb. It is not a modest improvement over a Keihin PWK, it makes my MX bike feel like there is a big bore kit added. The fuel uptake is much more aggressive and responds better to the smaller bore signal. The needle jet is perforated and is in a chamber that receives air/fuel vapor via the carbs bore and intake bell. The intake bell provides higher pressure just above the main jet, this feeds to the lower pressure at the top of the needle jet. As RPM's go up and the fuel level drops the the mixture becomes leaner, not richer as with a standard carb design. Part of the design also has stepped passages that create temperature drops to the mixture, which also creates a vaporous mixture that has a faster delivery in the intake tract. Always good luck to you.
Can you put a link to the company doing your casting in the description?
Zalewatec.de
Have you considered carburation for low power and lower end lube and direct injection of nitro, either direct into the cylinder or the transfer ports for peak power? Probably couldn’t pulse at 15,000 rpm, but a properly metered continuous stream seems a potential solution. Just a thought.
sarich style 2 stroke injection?
Kenne ich leider nicht. Aber es gibt für höchst Leitung eine sehr sichere Einspritzmethode. Durch den Auslassschlitz an der Oberkannte mit einer Wassernanteldüse aus einer auf ca. 0.5 mm zusammengerollten Dieseleinspritzleitung hergestellt. Zylinder bleibt unverändert. Düse ist damit Bestandteil des Auspuff selbst und damit sehr leicht abstimmbar.
3:50 What about DI into the transfer ports?
I imagine where you're even more north than me seasonal affective depression (SAD as they call it very fittingly lol) hits pretty early. Every early September I can feel it creep in. Two things that worked really well for me has been to supplement in the vitamin D that we no longer are getting from the shorter sun hours and lots of milk helps as well since it's fortified with vitamin D. If you add organic cocao even better health powerhouse and frickin delicious too, everything you need to chase away the SAD :)
Give it a try, fairly cheap and easy fix for what feels like a mountain of a problem going through it, all the bet 2SS 🤙
Pure nitro methane in top fuel dragsters require 50+ degrees of spark advance. Something you may want to consider.
Or make the intake runner long with plenty of turbulence
Ideal ist wenn 50 cm³ von dem Drehschieber bis zum Rand des Einlauftrichters erreicht werden. Dabei ist es gut wenn im Bereich der Drossel 80 m/s mittlere Gasgeschwindigkeit in Bezug auf die ganzzahlige Harmonie mit der mittleren Kolbengeschwindigkeit erreicht werden. Dann resultiert daraus ein Einsaugunterdruck welcher 100% Schallgeschwindigleit der Luft ereicht. Mehr geht nicht, nur bei etwas Fahrwindübertruck kann die 50 cm³ Luftmasse noch vergrößert, schwerer werden.
why don't you use pwm on injector? Like 150 Hz frequency and control the mixture with the duty cycle which is controlled with the TPS, 5 minute program in arduino.
Cause I can control pump speed with pwm and have continuous injection. Also that small gear pump can do 80bar.
@@2STROKESTUFFING And you think the pump will spin up or spin down as quick as you manipulate the throttle? The injectors flow rate is not exactly linear with the pressure, tuning without O2 will be nightmare. That you can do something doesn't mean you should, but you will find out and I will be happy to see your journey. I have high hopes.
This is just me, but I would start with making a bottom end stable and withstanding rpm’s and power, then make a good top end,THEN I would start experimenting with everything. Not the other way around and seizing, blowing up and failing engines one after another.
And that is exactly what I'm doing now 😁
Opps, Famous last word😂
Nå har jeg vasket brillene mine to ganger, og du er fortsatt uklar. Sist video og denne videoen er ikke i fokus. Der er et felt på høyre side som er noenlunde, men resten av bildet føler jeg at jeg ser dobbelt. Har linsa di fått seg en kakk?
Uansett, jeg er imponert over innsatsvilje og gjennomføringsevne! :-)
Må huske å vaske den😁👍
Did you consider dual injectors, with a tiny startup injector and a larger secondary that triggers right as the pipe comes on? That would help with low end fuel atomization vs a too large injector that cannot handle the low enough pulse width needed to keep a 50cc happy at idle. Maybe the lean/rich pockets may not be as big an issue as you think - the newer KTM 2strokes are EFI and although they are down ~1hp vs carbed they don't seem to have any fueling issues.
Quality H2O 👌
Alex, you could try a fuel tank which is pressurized with compressed air with a regulator to accurately control fuel pressure.
You're exactly right concerning the air pressure-regulated fuel source! I've used this on my 2-stroke fuel injection system since the early 2000's. The only other thing that needs to be done is to have a servo-controlled coarse-thread needle valve assembly to control the fuel flow into the induction tract. The needle valve is mapped to match the engine's rpm and is linked to the barrel or butterfly air valve. Simple, and it works. For those interested in seeing and reading about the details of this F.I. system, go to pages 87-89 of my book: 2-stroke Glow Engines Vol 2, Power: Beyond the Basics (2007).
Sounds like a job for a bladder filled with exhaust gas pressure like a well water pressure tank
@@at_3831 The problem is how to maintain the tank's pressure as it empties (when the non-fuel volume increases). Before solving the problem with regulated air pressure, I experimented with pressurizing the tank with expansion chamber pressure, untimed crankcase pressure and timed crankcase pressure. Unfortunately, none of them worked at delivering a predictable, consistant fuel delivery to the engine's induction tract. Unless this can be accomplished first, no amount of fuel-mapping and Arduino-control will matter.
@@DavidGierke-nl1dl exhaust pressure with a standard blowoff valve to prevent over pressure
2STROKE SUFFERING is going on😎
The Australian Land Speed Team running a 50cc smoker on Nitro/Methanol use Amal Carbs.
As far as EFI maybe adapt a Snowmobile EFI?
Hey Alex! Don’t use ignitec, use a zeeltronic. It’s far more programmable for the EFI idea and it’s got a decent PC application for programming. I have a video up on how it works (not sponsored and I paid for it myself)
Please do a 200cc dual rooster havoc motor. (Maybe on a mountain bike😅)
With the possible EFI setup, could it be possible to overlap two or more injectors to avoid those "lean&rich" pockets ? 🤔 thanks for the awesome videos 🥳
Maybe go direct injektion? Way easier to control on a two stroke engine.
Impressive quick strip and rebuild on the Derbi GPR?. Take me weeks to do that. So are new 2 strokes still sold in Norway/Sweden/Denmark?
I seem to remember Aprilia messing with a direct injected two stroke atomizing fuel with compressed air.... Ditech?
I know nothing about this so someone with knowledge, feel free to explain why it would be a bad idea to put high pressure injectors into the transfer channels, injecting atomised nitrofuel on the transfer cycle. That would give high presition control and also not mess with the idle.
Also, I suck at english, I already know that.
Injecting into the transfers in the transfer cycle is the way to go. The problem is at 19k rpm there's just 1ms of transfer duration, not enough time for opening/closing injectors.
Not enough time to evaporate the fuel at 20000 Rpm.
You don't suck at english, you wrote this question.
It sounds like if you go the EFI route, you should probably allow for port AND direct injection. I dont remember anymore if you're still planning to incluslde supervhargig but in any case, if your engine ia tuned for peak rpm/power, having DI could help get torque for low rpms. injecting fuel AFTER the cylinfer is fully sealed, meaning no guel in the exhaust. when you get into rpma where DI downt provide enough atomization/homogenous mixture, you pregerasively transition to port injection or port + direct injection. worse casw, if direct injection doenst help, you dont need to use it.
about testing youe new ideas a sub systems, amd only integrating them AFTER they have been proven to work sounds like a reasonable idea
You need a rising rate fuel pressure regulator..
1psi fuel increase for every 1psi of boost required.
En tanke.
Trigger hjul med liten diameter V.S stor diameter.
Tiden triggeren tar for å passere ved en gitt rpm vill jo være forskjellige, med samme bredde på triggeren.
Jeg vet ikke om det har noe å si eller om det påvirker signalet til tenningsmodulen du skal bruke! Men bare en tanke jeg fikk🫣
what about using compressed air blown across the jet face to force the fuel to atomize?
So pleased to see you looking at fuel injection. It seems that fueling issues have caused you many hours of grief. How low pressure and/or high pressure direct injection? A combination of the two would give you enough time to dump plenty of nitro into the cylinder. If not then combine port injection mixed with oil and direct injection of pure nitro?
For years I have been hoping for a fuel injection kit for small cc bikes. Nothing since ditech. Maybe this will lead to something or atleast inspire some manufacturer to come up with one.