Good rules ! Nothing to say against it so far. On your blowdown-site you talk about "As RPM goes too high there is not enough transfer time-area for the fuel mixture to transfer completely from the cases to the cylinder. So the RPM at which the power starts to decrease is just past the engines peak power RPM." What do you think, is/are the reason/s the torque starts to decrease after engines peak TORQUE RPM ?
Well I have a lot of pages that I wrote years ago that I need to update according to my current knowledge. I should of qualified that last sentence as applying only to the engine power without an expansion chamber. No matter where the non-pipe engine power peak is, the pipe still controls the beginning and end of the main part of the powerband. I have more to say on this which I will include in the video I will make to explain my porting calculator to replace the old video.
@@MichaelForrestChnl Hi Michael, yes very cool, I'm looking forward to that. And maybe also a kind of note about, not only the max. points of torque and power (specially the power) in their curves over the rpm, but also about the kipping points of their bends. These are the rpms, where sth. happens to change. And as we have in a power curve two mountaines, so to say, one for/from the engine w/o any pipe and one, which is created by the pipe additionally, there will be more then one kipping point. AND, also interesting, geometrically finding the one or two (with pipe) mountain tops of a torque curve in a power curve. As power numbers andpower curves are just calculated from the torque numbers and torque curve,e.g. the max. torque is found in a power curve, if you use a straight line from the zero point of the graph and touch it just to the power curve n the upper end, where the power curve has it's last right bend montain top, just a view 100rpm before max. power rpm. And after that tipping point of that straight line with the power curve, the combustion strength starts to decrease (because of the torque starts to decrease there, at that rpm). Just telling taht, because it is better to go from power curve to find max. torque rpm, as some times dynamometer outputs use false rpm input or don't integrate tire slip etc.. Some use the ignition rpm for calculating directly the power points to the power curve, but it would be needed to calculate with the dynamometer drums rpm. So specially in cvt-scooter dynamometers there is a lot of false output in the power graphs ... in my opinion, the curves don't show real power numbers. Maybe the max. point is correct, but nor the power numbers before and after. But thi si sto much in deppth at that point here. :-) Cheers
Sorry for the long and complicated lines. :-) To make it more precise: In a power curve/graph the rpm of max. torque can be found geometrically, where a line through origin touches (as a tangente) the highest mountain/hill of the power curve.
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Good rules ! Nothing to say against it so far.
On your blowdown-site you talk about "As RPM goes too high there is not enough transfer time-area for the fuel mixture to transfer completely from the cases to the cylinder. So the RPM at which the power starts to decrease is just past the engines peak power RPM."
What do you think, is/are the reason/s the torque starts to decrease after engines peak TORQUE RPM ?
Well I have a lot of pages that I wrote years ago that I need to update according to my current knowledge. I should of qualified that last sentence as applying only to the engine power without an expansion chamber. No matter where the non-pipe engine power peak is, the pipe still controls the beginning and end of the main part of the powerband. I have more to say on this which I will include in the video I will make to explain my porting calculator to replace the old video.
@@MichaelForrestChnl Hi Michael, yes very cool, I'm looking forward to that. And maybe also a kind of note about, not only the max. points of torque and power (specially the power) in their curves over the rpm, but also about the kipping points of their bends. These are the rpms, where sth. happens to change. And as we have in a power curve two mountaines, so to say, one for/from the engine w/o any pipe and one, which is created by the pipe additionally, there will be more then one kipping point. AND, also interesting, geometrically finding the one or two (with pipe) mountain tops of a torque curve in a power curve. As power numbers andpower curves are just calculated from the torque numbers and torque curve,e.g. the max. torque is found in a power curve, if you use a straight line from the zero point of the graph and touch it just to the power curve n the upper end, where the power curve has it's last right bend montain top, just a view 100rpm before max. power rpm. And after that tipping point of that straight line with the power curve, the combustion strength starts to decrease (because of the torque starts to decrease there, at that rpm). Just telling taht, because it is better to go from power curve to find max. torque rpm, as some times dynamometer outputs use false rpm input or don't integrate tire slip etc.. Some use the ignition rpm for calculating directly the power points to the power curve, but it would be needed to calculate with the dynamometer drums rpm. So specially in cvt-scooter dynamometers there is a lot of false output in the power graphs ... in my opinion, the curves don't show real power numbers. Maybe the max. point is correct, but nor the power numbers before and after. But thi si sto much in deppth at that point here. :-)
Cheers
Sorry for the long and complicated lines. :-) To make it more precise: In a power curve/graph the rpm of max. torque can be found geometrically, where a line through origin touches (as a tangente) the highest mountain/hill of the power curve.
Hallo michael, what is different your port calculation V2 & V4?
I'm sorry but I don't know how to answer. I just revise formulas as time goes on as I see how they can be improved.
In January you give me excel porting calculator V2 "updated july 17 2019" .. it can be use?