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PostPosted: Sat Apr 27, 2019 11:40 am 
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On the street

Joined: Tue Nov 07, 2017 3:25 pm
Posts: 48
Country: Portugal
Bikes owned: GP125, GT380
No 2 stroke oil added to the fuel.
As explained earlier a plug chop is difficult to achieve as I don’t have a road to do this safely where I live therefore I use the motorway for WOT riding and then check the plugs.
The plugs used on both occasions were new.

I have never holed a piston but the bike has been standing since 2003 when the other motor ran a big end so haven’t really ridden on lead free fuel except for the approximate 100km done since it’s been running again.

Can someone advise where I could get some aftermarket pistons (+1.5mm) (OEM too expensive) at a reasonable price (preferably from the UK) and also who could ceramic coat the tops?

I will re-tune to a less advanced timing figure, re-check carbs and jetting and stock plugs with the re-build and see how it turns out.

Carlos


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PostPosted: Sat Apr 27, 2019 4:43 pm 
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Novice racer

Joined: Wed Jul 10, 2013 12:04 pm
Posts: 981
Country: England, UK
Bikes owned: FZ50, GP100, RG125 Gamma, GT380, Bandit 1200S
CFS wrote:
Can someone advise where I could get some aftermarket pistons (+1.5mm) (OEM too expensive) at a reasonable price (preferably from the UK) and also who could ceramic coat the tops?

Try here for ceramic coating http://www.camcoat.com/
As for cheap pistons... Mitaka might be your best value aftermarket bet. 01.3301.150 are about £45 each piston kit http://www.mitaka.co.uk/ROAD_BIKE_PISTONS/SUZUKI/X7P.htm
Also make sure you use high octane fuel. Cheap low octane unleaded may seem appealing but it is a false economy if it ruins your motor.


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PostPosted: Mon Apr 29, 2019 10:13 pm 
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Moto GP
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Joined: Mon Nov 03, 2008 10:47 am
Posts: 6071
Location: Illinois
Be sure to do a leakdown test when the motor is back together - before you add carbs or exhausts. That's crucial.

I like to set timing with a dial gauge with the heads off, so I can set them all exactly the same. It's easy to do that on the bench with the heads off before you fit it into the frame. That's also the best time to do a leakdown test.


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PostPosted: Wed May 01, 2019 3:05 am 
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On the street

Joined: Tue Nov 07, 2017 3:25 pm
Posts: 48
Country: Portugal
Bikes owned: GP125, GT380
Hi and thanks for the advice.

I have never done a leak down test before but will acquire the necessary equipment to allow me to undertake this test.
From reading previous posts on here can you please confirm if I have understood the process correctly:
a) Pressure 6Psi. Never exceed 10Psi. I presume that I could used a compressor for this or does it need to be a manual pump?
b) Ideally the pressure supply should be through the inlet.
c) Piston to be at TDC.
d) Each cylinder to be tested independantly/individually.

As for the timing I normally set this with the heads on as I have an dial guage adaptor that screws into the plug hole, but could attempt this without the heads.

Can someone please advise what is the best material to seal the crankcase halves. The product I previously used is finished and i need to purchase an alternative. I underdstand that Three Bond and Loctite have products on the market for this - any advice?

Many Thanks
Carlos


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PostPosted: Wed May 01, 2019 7:45 am 
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Moto GP
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Joined: Mon Dec 13, 2010 4:32 pm
Posts: 3396
Location: southwestern Pennsylvania
Country: USA
Bikes owned: 69 T350 thru 75 GT750
I use ThreeBond 1184 to seal the crankcase halves.

I’ve never done a leakdown test. But I think its likely you will end up buying another set of crank seals if you use a shop compressor to do the leakdown test.

_________________
BAS (Bike Acquisition Syndrome) - too many bikes but have room for more

Suzuki:
GT750 2x75
GT550 72 project & 75
GT380 72
T500 73 project
T350 69, 71 & 72 project
T250 72
Honda 85 CB650SC & 86 CB700SC
09 Triumph Bonneville SE


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PostPosted: Wed May 01, 2019 7:53 am 
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Moto GP
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Joined: Mon Nov 03, 2008 10:47 am
Posts: 6071
Location: Illinois
6psi is fine. Much more and the seals will be damaged.

Hand pump is best. Typically people use the same hand held pump that comes with blood pressure cuff

https://www.zoro.com/hcs-bulb-and-air-r ... /G2819890/

Air can go in through the plug or inlet. Those both work and are easy to get to.

On a Suzuki each cylinder can be tested individually


There are many videos on youtube to guide you. Any questions, come back and ask.

https://www.youtube.com/watch?v=zdq7NRcUIp8


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PostPosted: Fri May 10, 2019 5:26 pm 
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On the street

Joined: Tue Nov 07, 2017 3:25 pm
Posts: 48
Country: Portugal
Bikes owned: GP125, GT380
Just had a look at the damaged piston & bore and will have to re-bore next size up (+1.5).
Base on this I think I will take the opportunity and port the barrels for a mild tune. Can anyone advise on port dimensions that will give a better mid range and a bit on the top end. Don’t want a motor with a short/small powerband.
I also don’t have the equipment to alter the transfer ports so it will be inlet and exhaust only.

Thanks
Carlos


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PostPosted: Sat May 11, 2019 10:25 am 
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Novice racer

Joined: Wed Jul 10, 2013 12:04 pm
Posts: 981
Country: England, UK
Bikes owned: FZ50, GP100, RG125 Gamma, GT380, Bandit 1200S
Some info here on one of my old posts.
http://www.suzuki2strokes.com/forum/viewtopic.php?f=5&t=8938


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PostPosted: Thu May 16, 2019 5:52 am 
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On the street

Joined: Tue Nov 07, 2017 3:25 pm
Posts: 48
Country: Portugal
Bikes owned: GP125, GT380
Hi,
Thanks for the link to the post.

What option did you finally take regarding the porting? Did you port and to what dimensions?
I understand that you are still putting yours together and may not have feedback regarding performance, etc due to limited riding time but would appreciate your feedback.

Has anyone on the forum ported a 380 motor and if possible please share what you have done. I have searched this forum and cannot find much regarding porting dimensions. I am not looking to race but would like a little more out of it. I have read Bell’s book and done various calculations but would like some feedback as I don’t want anything too radical.

I may reinstall the skimmed head when complete but would like to do some mild porting. As previously stated I won’t touch the transfers except for a clean as I don’t have the equipment to alter these.

Cheers
Carlos


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PostPosted: Thu May 16, 2019 10:07 am 
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Novice racer

Joined: Wed Jul 10, 2013 12:04 pm
Posts: 981
Country: England, UK
Bikes owned: FZ50, GP100, RG125 Gamma, GT380, Bandit 1200S
I did very little porting. Only did mild outer port work and ground the inlet tract fork until it was razor sharp. I didn't alter the port height or width on the piston side as I didn't want to make it too uneconomical to use as a commuter bike. I did put a set of Higgspeeds on it. Also fitted a set of GT550 carbs (with GT550 inlet rubbers), skimmed the head and fitted shorter copper head gaskets, ceramic coated the new piston crowns and teflon coated the skirts (not sure how much difference the teflon coating will make, but it might help reduce friction a smidgen). I got the crankshaft balanced while it was being rebuilt. With heat dissipation in mind, I drilled some tiny holes in the head and barrel above the exhaust ports, to create a small amount of turbulence. Also fitted new air filter elements, electronic ignition, with new coils, copper-core leads and one heat rating cooler NGK plugs.
I figure with all that work I should have a couple of extra horses without turning it into a race engine. I was told that it should be fairly fun to ride without going further. If I find it too boring, I'll whip the barrels off and change port heights and widths and pray that it doesn't make it as thirsty as a Kawasaki triple.


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PostPosted: Fri May 17, 2019 6:39 pm 
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Moto GP
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Joined: Mon Nov 03, 2008 10:47 am
Posts: 6071
Location: Illinois
GT380 is 54x54 IIRC - same as an RD250.

Look at stock RD250 timing and compare that data with your 380 just to get a ball park of how much might need to be removed. An RD is pretty tame too, but not as bland as the Suzuki triples which are all really softly tuned.
On a a 750 for example the transfers are often lifted 3.5mm with a spacer plate and the exhaust by almost 7mm in total. 380 won't need that much but give you an idea of what you may need to do, but start with and RD or stage 2 X7.


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PostPosted: Sat May 18, 2019 6:23 am 
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Moto GP
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Joined: Mon Dec 13, 2010 4:32 pm
Posts: 3396
Location: southwestern Pennsylvania
Country: USA
Bikes owned: 69 T350 thru 75 GT750
Have no expertise in porting so this is more of a question than advice.

Doesn’t the RD250 have reed valves? And wouldn’t those reed valves impact optimal porting specs?
If the answers are yes, than would the RD250 porting be applicable to a non-reed valve GT380?

_________________
BAS (Bike Acquisition Syndrome) - too many bikes but have room for more

Suzuki:
GT750 2x75
GT550 72 project & 75
GT380 72
T500 73 project
T350 69, 71 & 72 project
T250 72
Honda 85 CB650SC & 86 CB700SC
09 Triumph Bonneville SE


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PostPosted: Sat May 18, 2019 11:20 am 
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On the street

Joined: Tue Nov 07, 2017 3:25 pm
Posts: 48
Country: Portugal
Bikes owned: GP125, GT380
Hi,

I understand from reading in earlier posts that tz375 uses Mota in his designs.
Below I have added an extract from another forum on a GT380 build where this package was used for the design and was wondering if you could interpret the data and give your comments. The person doing the mods stated that this was good for about 60hp. I don't need anywhere near that amount but it would be interesting to know.

Thanks
Carlos

I remembered what the point of this build was and stopped playing too much, I optimized some pipes and found cutting the piston skirt 10mm seems to bump power and not have much in the way of flat spots, the intake tract is designed around some carbs I had saved for this bike, power shows 60 with a pretty smooth curve, I can live with that, the whole idea of this project was to learn about the process of designing a bike wholly, manufacturing the parts, and then assembling as efficiently as possible, going full radical on the engine isn't in the cards for this one, but it will be cool to keep playing with 2 strokes, I think I could build some stupid stuff with them.  





      * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
      *                                                                     *
      *                       ENGINE PERFORMANCE FILE                       *
      *                                                                     *
      *  FILE NAME: C:\USERS\PUBLIC\MOTA\SAMPLES-6\GT1D.PER                 *
      *                                                                     *
      *  DATE (D/M/Y): 27/6/2018                                            *
      *                                                                     *
      *  TIME: 10:33 a.m.                                                   *
      *                                                                     *
      *  COMMENT: "Optimisation output file"                                *
      *                                                                     *
      * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *



      ENGINE SPECIFICATION
      --------------------
 
      BASIC ENGINE CONFIGURATION:
        Piston controlled induction.
        Single piece expansion chamber.
 
 
      PIPE STEP FACTOR:
      Lower Limit:  4.1   Upper Limit: 16.0   Value: 10.0
 
 
      SCAVENGING PARAMETERS:
 
        Maximum Short Circuit Ratio: 0.20
        Maximum Displacement Scavenging Fraction: 0.80
        Scavenge Ratio for Zero Short Circuit: 1.00
        Scavenge Ratio for No Displacement Scavenging: 0.50



       BORE      STROKE     CONNECTING ROD   GUDGEON PIN
       (mm)       (mm)        LENGTH (mm)    OFFSET (mm)
 
      54.00      54.00          110.00           0.00



      BORE/STROKE   CONNECTING ROD LENGTH
         RATIO          /STROKE RATIO
 
        1.0000             2.0370



      BOX NAME                  CLEARANCE       SWEPT       COMPRESSION
                               VOLUME (cc)   VOLUME (cc)       RATIO
 
      CRANKCASE                  225.00        123.67           1.55
      CYLINDER                    10.00        123.67           8.49



      CALORIFIC VALUE OF    AIR FUEL   THROTTLE AREA
         FUEL (BTU/lb)        RATIO        RATIO
 
           18536.3            13.00        1.000



      COMBUSTION PARAMETERS:
 
      COMBUSTION      BURN PERIOD
      EFFICIENCY       (degrees)
 
         0.800            55.0



      IGNITION TIMING:
 
      IGNITION TIMING
       (degrees BTDC)
          24.5



      AMBIENT CONDITIONS:
 
      TEMPERATURE (F)   PRESSURE (psi)
 
            68.0            14.70



      PISTON PORT DIMENSIONS:
 
      PORT     NUMBER  BRIDGED     MAXIMUM PORT WIDTH    HEIGHT  CORNER RADII
      NAME    OF PORTS  (Y/N)   ANGULAR   ARC    CHORD    (mm)    TOP  BOTTOM
                                 (deg)    (mm)    (mm)            (mm)  (mm)
 
      INLET       2       Y      38.20   18.00   17.67    19.17   3.00   3.00
      TRANSFER    2       N      65.78   31.00   29.33    10.99   3.00   6.00
      EXHAUST     1       -      78.52   37.00   34.17    21.31   5.00   5.00
 
 
      PORT           BRIDGE     RADII AT BRIDGE
      NAME            WIDTH       TOP   BOTTOM
                      (mm)       (mm)    (mm)
 
      INLET           5.00       3.00    3.00
 
 
      PORT            TOTAL      ATTITUDE ANGLES
      NAME             AREA      AXIAL    RADIAL
                     (sq.cm)     (deg)     (deg)
 
      INLET           6.6213       5.0      0.0
      TRANSFER        6.0571       0.0     20.0
      EXHAUST         7.0667      15.0      0.0
 
 
      PISTON PORT TIMINGS:
 
      PORT NAME     START OPEN   FULL OPEN   START OPEN    FULL OPEN
                    (deg ATDC)  (deg ATDC) (mm from TDC) (mm from TDC)
 
      INLET           270.0        311.0        30.37        11.19
      TRANSFER        120.0        180.0        43.01        54.00
      EXHAUST          95.0        180.0        32.69        54.00



      INLET DUCT
 
        A bellmouth is present at the inlet of section 1.
        Section 4 is the inlet duct portion inside the barrel.
 
      SECTION  LENGTH  DIAMETER IN  DIAMETER OUT   AREA IN  AREA OUT
                (mm)      ( mm)         (mm)       (sq.cm)   (sq.cm)


         1      75.0      60.0         35.0         28.27      9.62
         2      95.0      35.0         29.0          9.62      6.61
         3      25.0      29.0         29.0          6.61      6.61
         4      56.0      29.0         29.0          6.61      6.60
 
 
      TRANSFER DUCTS
 
        Smooth entry to each transfer duct 2 is NOT assumed.
        Diameters and areas are those of each individual duct in a group.
 
 
      TRANSFER    (2 separate ducts)
 
      SECTION  LENGTH  DIAMETER IN   DIAMETER OUT   AREA IN  AREA OUT
                (mm)       (mm)         (mm)        (sq.cm)   (sq.cm)
 
         1      50.0      24.0         19.0          4.52      2.85
 
 
 
      EXHAUST DUCT (single air cooled system)
 
      SECTION    LENGTH      DIAMETER          AREA          CONE     VOLUME
                  (mm)      IN     OUT      IN      OUT      ANGLE     (cc)
                           (mm)   (mm)    (sq.cm) (sq.cm)    (deg)
 
       BARREL     60.0     29.5   33.2      6.83    8.66
         1       157.8     33.2   39.3      8.66   12.13      2.2      163.2
         2       171.5     39.3   87.2     12.13   59.72     15.9      564.6
         3       240.4     87.2  122.2     59.72  117.28      8.3     2089.0
         4        39.2    122.2  110.8    117.28   96.42     16.5      418.2
         5        63.2    110.8   79.5     96.42   49.64     27.8      453.4
         6        51.5     79.5   33.5     49.64    8.81     48.1      136.3
        TAIL      86.7     32.5   32.5      8.30    8.30
 
 
      ENGINE PERFORMANCE INDICATORS
      -----------------------------
 
      SPEED     POWER    TORQUE       POWER    TORQUE
      (rpm)      (kW)     (Nm)         (hp)   (ft lbf)
 
       1000     0.370     3.535       0.496     2.607
       2000     0.599     2.860       0.803     2.109
       3000     1.051     3.344       1.409     2.467
       4000     2.197     5.244       2.946     3.868
       5000     5.033     9.612       6.749     7.090
       6000     7.270    11.570       9.749     8.534
       7000     9.548    13.026      12.805     9.607
       8000    13.193    15.748      17.692    11.615
       9000    15.052    15.970      20.184    11.779
      10000    11.601    11.078      15.557     8.171
 
      SPEED      IGNITION TIMING       AIR FUEL
      (rpm)       (degrees BTDC)         RATIO
 
       1000            24.5              13.00
       2000            24.5              13.00
       3000            24.5              13.00
       4000            24.5              13.00
       5000            24.5              13.00
       6000            24.5              13.00
       7000            24.5              13.00
       8000            24.5              13.00
       9000            24.5              13.00
      10000            24.5              13.00
 
      SPEED     MEAN EFFECTIVE PRESSURES  (atm)
      (rpm)     BMEP     PMEP     FMEP     IMEP
 
       1000     1.772    0.082    0.029    1.884
       2000     1.434    0.092    0.059    1.585
       3000     1.677    0.100    0.088    1.865
       4000     2.629    0.233    0.117    2.979
       5000     4.820    0.408    0.147    5.374
       6000     5.801    0.501    0.176    6.478
       7000     6.531    0.539    0.205    7.275
       8000     7.896    0.579    0.234    8.710
       9000     8.008    0.549    0.264    8.820
      10000     5.554    0.418    0.293    6.266
 
      SPEED   FUEL CONSUMPTION        FLOW RATIOS           SCAVENGE  RATIOS
      (rpm)    (BSFC: lb/hph)     DELIVERY    EXHAUST       MASS      VOLUME
 
       1000         1.032         0.337934   0.337727       0.337      0.340
       2000         1.032         0.273492   0.273015       0.273      0.274
       3000         0.943         0.292168   0.294875       0.300      0.301
       4000         0.899         0.436934   0.442361       0.443      0.444
       5000         0.941         0.838447   0.838550       0.839      0.867
       6000         0.872         0.935362   0.935491       0.935      0.982
       7000         0.929         1.121026   1.120974       1.121      1.200
       8000         0.831         1.213048   1.213049       1.213      1.308
       9000         0.774         1.145004   1.145011       1.145      1.257
      10000         0.913         0.936711   0.936364       0.937      0.941
 
      SPEED              EFFICIENCIES             PERCENTAGE ENERGY LOSS
      (rpm)     SCAVENGE   TRAPPING   CHARGING      IN EXHAUST SYSTEM
 
       1000       0.488      0.668      0.226             32.98
       2000       0.424      0.684      0.187             53.57
       3000       0.477      0.712      0.213             41.77
       4000       0.574      0.671      0.297             26.86
       5000       0.774      0.577      0.483             11.45
       6000       0.840      0.591      0.553              9.84
       7000       0.875      0.532      0.597              8.10
       8000       0.879      0.585      0.710              7.02
       9000       0.864      0.636      0.728              7.46
      10000       0.834      0.548      0.513              7.17
 
                   PEAK CYLINDER         TEMPERATURE LIMITS AT CENTRE
      SPEED   PRESSURE    TEMPERATURE    OF THE EXPANSION CHAMBER (F)
      (rpm)     (atm)         (F)           MEAN      LOW      HIGH
 
       1000     27.85       2276.12        449.4    446.9     456.7
       2000     25.45       2150.92        446.0    441.7     455.2
       3000     27.04       2296.55        494.1    484.4     509.9
       4000     36.22       2792.18        552.4    536.4     577.5
       5000     48.61       3263.44        613.9    589.7     654.1
       6000     55.03       3588.20        671.9    644.6     730.1
       7000     58.13       3719.44        648.4    611.5     719.2
       8000     69.42       3783.74        711.5    663.9     780.1
       9000     71.32       3737.32        741.3    686.8     816.5
10000     48.03       3449.45        633.3    597.4     686.3
 
      The Specific Time Area of a port is the sum of all port areas
      over time divided by the cylinder swept volume.
      The units sec/metre and sec.sq mm/cc are equivalent.
 
              SPECIFIC PORT TIME AREA
                (sec/metre x 10000)
      SPEED    INLET   TRANSFER   EXHAUST                                                                                
      (rpm)                                                                                                              
 
      1000    1245.2     623.9    1031.8
      2000     622.6     311.9     515.9
      3000     415.1     208.0     343.9
      4000     311.3     156.0     258.0
      5000     249.0     124.8     206.4
      6000     207.5     104.0     172.0
      7000     177.9      89.1     147.4
      8000     155.7      78.0     129.0
      9000     138.4      69.3     114.6
     10000     124.5      62.4     103.2
 
  Elapsed time: 24.00 seconds


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 Profile  
 
PostPosted: Sat May 18, 2019 11:20 am 
Offline
On the street

Joined: Tue Nov 07, 2017 3:25 pm
Posts: 48
Country: Portugal
Bikes owned: GP125, GT380
Hi,

I understand from reading in earlier posts that tz375 uses Mota in his designs.
Below I have added an extract from another forum on a GT380 build where this package was used for the design and was wondering if you could interpret the data and give your comments. The person doing the mods stated that this was good for about 60hp. I don't need anywhere near that amount but it would be interesting to know.

Thanks
Carlos

I remembered what the point of this build was and stopped playing too much, I optimized some pipes and found cutting the piston skirt 10mm seems to bump power and not have much in the way of flat spots, the intake tract is designed around some carbs I had saved for this bike, power shows 60 with a pretty smooth curve, I can live with that, the whole idea of this project was to learn about the process of designing a bike wholly, manufacturing the parts, and then assembling as efficiently as possible, going full radical on the engine isn't in the cards for this one, but it will be cool to keep playing with 2 strokes, I think I could build some stupid stuff with them.  





      * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
      *                                                                     *
      *                       ENGINE PERFORMANCE FILE                       *
      *                                                                     *
      *  FILE NAME: C:\USERS\PUBLIC\MOTA\SAMPLES-6\GT1D.PER                 *
      *                                                                     *
      *  DATE (D/M/Y): 27/6/2018                                            *
      *                                                                     *
      *  TIME: 10:33 a.m.                                                   *
      *                                                                     *
      *  COMMENT: "Optimisation output file"                                *
      *                                                                     *
      * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *



      ENGINE SPECIFICATION
      --------------------
 
      BASIC ENGINE CONFIGURATION:
        Piston controlled induction.
        Single piece expansion chamber.
 
 
      PIPE STEP FACTOR:
      Lower Limit:  4.1   Upper Limit: 16.0   Value: 10.0
 
 
      SCAVENGING PARAMETERS:
 
        Maximum Short Circuit Ratio: 0.20
        Maximum Displacement Scavenging Fraction: 0.80
        Scavenge Ratio for Zero Short Circuit: 1.00
        Scavenge Ratio for No Displacement Scavenging: 0.50



       BORE      STROKE     CONNECTING ROD   GUDGEON PIN
       (mm)       (mm)        LENGTH (mm)    OFFSET (mm)
 
      54.00      54.00          110.00           0.00



      BORE/STROKE   CONNECTING ROD LENGTH
         RATIO          /STROKE RATIO
 
        1.0000             2.0370



      BOX NAME                  CLEARANCE       SWEPT       COMPRESSION
                               VOLUME (cc)   VOLUME (cc)       RATIO
 
      CRANKCASE                  225.00        123.67           1.55
      CYLINDER                    10.00        123.67           8.49



      CALORIFIC VALUE OF    AIR FUEL   THROTTLE AREA
         FUEL (BTU/lb)        RATIO        RATIO
 
           18536.3            13.00        1.000



      COMBUSTION PARAMETERS:
 
      COMBUSTION      BURN PERIOD
      EFFICIENCY       (degrees)
 
         0.800            55.0



      IGNITION TIMING:
 
      IGNITION TIMING
       (degrees BTDC)
          24.5



      AMBIENT CONDITIONS:
 
      TEMPERATURE (F)   PRESSURE (psi)
 
            68.0            14.70



      PISTON PORT DIMENSIONS:
 
      PORT     NUMBER  BRIDGED     MAXIMUM PORT WIDTH    HEIGHT  CORNER RADII
      NAME    OF PORTS  (Y/N)   ANGULAR   ARC    CHORD    (mm)    TOP  BOTTOM
                                 (deg)    (mm)    (mm)            (mm)  (mm)
 
      INLET       2       Y      38.20   18.00   17.67    19.17   3.00   3.00
      TRANSFER    2       N      65.78   31.00   29.33    10.99   3.00   6.00
      EXHAUST     1       -      78.52   37.00   34.17    21.31   5.00   5.00
 
 
      PORT           BRIDGE     RADII AT BRIDGE
      NAME            WIDTH       TOP   BOTTOM
                      (mm)       (mm)    (mm)
 
      INLET           5.00       3.00    3.00
 
 
      PORT            TOTAL      ATTITUDE ANGLES
      NAME             AREA      AXIAL    RADIAL
                     (sq.cm)     (deg)     (deg)
 
      INLET           6.6213       5.0      0.0
      TRANSFER        6.0571       0.0     20.0
      EXHAUST         7.0667      15.0      0.0
 
 
      PISTON PORT TIMINGS:
 
      PORT NAME     START OPEN   FULL OPEN   START OPEN    FULL OPEN
                    (deg ATDC)  (deg ATDC) (mm from TDC) (mm from TDC)
 
      INLET           270.0        311.0        30.37        11.19
      TRANSFER        120.0        180.0        43.01        54.00
      EXHAUST          95.0        180.0        32.69        54.00



      INLET DUCT
 
        A bellmouth is present at the inlet of section 1.
        Section 4 is the inlet duct portion inside the barrel.
 
      SECTION  LENGTH  DIAMETER IN  DIAMETER OUT   AREA IN  AREA OUT
                (mm)      ( mm)         (mm)       (sq.cm)   (sq.cm)


         1      75.0      60.0         35.0         28.27      9.62
         2      95.0      35.0         29.0          9.62      6.61
         3      25.0      29.0         29.0          6.61      6.61
         4      56.0      29.0         29.0          6.61      6.60
 
 
      TRANSFER DUCTS
 
        Smooth entry to each transfer duct 2 is NOT assumed.
        Diameters and areas are those of each individual duct in a group.
 
 
      TRANSFER    (2 separate ducts)
 
      SECTION  LENGTH  DIAMETER IN   DIAMETER OUT   AREA IN  AREA OUT
                (mm)       (mm)         (mm)        (sq.cm)   (sq.cm)
 
         1      50.0      24.0         19.0          4.52      2.85
 
 
 
      EXHAUST DUCT (single air cooled system)
 
      SECTION    LENGTH      DIAMETER          AREA          CONE     VOLUME
                  (mm)      IN     OUT      IN      OUT      ANGLE     (cc)
                           (mm)   (mm)    (sq.cm) (sq.cm)    (deg)
 
       BARREL     60.0     29.5   33.2      6.83    8.66
         1       157.8     33.2   39.3      8.66   12.13      2.2      163.2
         2       171.5     39.3   87.2     12.13   59.72     15.9      564.6
         3       240.4     87.2  122.2     59.72  117.28      8.3     2089.0
         4        39.2    122.2  110.8    117.28   96.42     16.5      418.2
         5        63.2    110.8   79.5     96.42   49.64     27.8      453.4
         6        51.5     79.5   33.5     49.64    8.81     48.1      136.3
        TAIL      86.7     32.5   32.5      8.30    8.30
 
 
      ENGINE PERFORMANCE INDICATORS
      -----------------------------
 
      SPEED     POWER    TORQUE       POWER    TORQUE
      (rpm)      (kW)     (Nm)         (hp)   (ft lbf)
 
       1000     0.370     3.535       0.496     2.607
       2000     0.599     2.860       0.803     2.109
       3000     1.051     3.344       1.409     2.467
       4000     2.197     5.244       2.946     3.868
       5000     5.033     9.612       6.749     7.090
       6000     7.270    11.570       9.749     8.534
       7000     9.548    13.026      12.805     9.607
       8000    13.193    15.748      17.692    11.615
       9000    15.052    15.970      20.184    11.779
      10000    11.601    11.078      15.557     8.171
 
      SPEED      IGNITION TIMING       AIR FUEL
      (rpm)       (degrees BTDC)         RATIO
 
       1000            24.5              13.00
       2000            24.5              13.00
       3000            24.5              13.00
       4000            24.5              13.00
       5000            24.5              13.00
       6000            24.5              13.00
       7000            24.5              13.00
       8000            24.5              13.00
       9000            24.5              13.00
      10000            24.5              13.00
 
      SPEED     MEAN EFFECTIVE PRESSURES  (atm)
      (rpm)     BMEP     PMEP     FMEP     IMEP
 
       1000     1.772    0.082    0.029    1.884
       2000     1.434    0.092    0.059    1.585
       3000     1.677    0.100    0.088    1.865
       4000     2.629    0.233    0.117    2.979
       5000     4.820    0.408    0.147    5.374
       6000     5.801    0.501    0.176    6.478
       7000     6.531    0.539    0.205    7.275
       8000     7.896    0.579    0.234    8.710
       9000     8.008    0.549    0.264    8.820
      10000     5.554    0.418    0.293    6.266
 
      SPEED   FUEL CONSUMPTION        FLOW RATIOS           SCAVENGE  RATIOS
      (rpm)    (BSFC: lb/hph)     DELIVERY    EXHAUST       MASS      VOLUME
 
       1000         1.032         0.337934   0.337727       0.337      0.340
       2000         1.032         0.273492   0.273015       0.273      0.274
       3000         0.943         0.292168   0.294875       0.300      0.301
       4000         0.899         0.436934   0.442361       0.443      0.444
       5000         0.941         0.838447   0.838550       0.839      0.867
       6000         0.872         0.935362   0.935491       0.935      0.982
       7000         0.929         1.121026   1.120974       1.121      1.200
       8000         0.831         1.213048   1.213049       1.213      1.308
       9000         0.774         1.145004   1.145011       1.145      1.257
      10000         0.913         0.936711   0.936364       0.937      0.941
 
      SPEED              EFFICIENCIES             PERCENTAGE ENERGY LOSS
      (rpm)     SCAVENGE   TRAPPING   CHARGING      IN EXHAUST SYSTEM
 
       1000       0.488      0.668      0.226             32.98
       2000       0.424      0.684      0.187             53.57
       3000       0.477      0.712      0.213             41.77
       4000       0.574      0.671      0.297             26.86
       5000       0.774      0.577      0.483             11.45
       6000       0.840      0.591      0.553              9.84
       7000       0.875      0.532      0.597              8.10
       8000       0.879      0.585      0.710              7.02
       9000       0.864      0.636      0.728              7.46
      10000       0.834      0.548      0.513              7.17
 
                   PEAK CYLINDER         TEMPERATURE LIMITS AT CENTRE
      SPEED   PRESSURE    TEMPERATURE    OF THE EXPANSION CHAMBER (F)
      (rpm)     (atm)         (F)           MEAN      LOW      HIGH
 
       1000     27.85       2276.12        449.4    446.9     456.7
       2000     25.45       2150.92        446.0    441.7     455.2
       3000     27.04       2296.55        494.1    484.4     509.9
       4000     36.22       2792.18        552.4    536.4     577.5
       5000     48.61       3263.44        613.9    589.7     654.1
       6000     55.03       3588.20        671.9    644.6     730.1
       7000     58.13       3719.44        648.4    611.5     719.2
       8000     69.42       3783.74        711.5    663.9     780.1
       9000     71.32       3737.32        741.3    686.8     816.5
10000     48.03       3449.45        633.3    597.4     686.3
 
      The Specific Time Area of a port is the sum of all port areas
      over time divided by the cylinder swept volume.
      The units sec/metre and sec.sq mm/cc are equivalent.
 
              SPECIFIC PORT TIME AREA
                (sec/metre x 10000)
      SPEED    INLET   TRANSFER   EXHAUST                                                                                
      (rpm)                                                                                                              
 
      1000    1245.2     623.9    1031.8
      2000     622.6     311.9     515.9
      3000     415.1     208.0     343.9
      4000     311.3     156.0     258.0
      5000     249.0     124.8     206.4
      6000     207.5     104.0     172.0
      7000     177.9      89.1     147.4
      8000     155.7      78.0     129.0
      9000     138.4      69.3     114.6
     10000     124.5      62.4     103.2
 
  Elapsed time: 24.00 seconds


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 Profile  
 
PostPosted: Sat May 18, 2019 12:48 pm 
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Novice racer

Joined: Wed Jul 10, 2013 12:04 pm
Posts: 981
Country: England, UK
Bikes owned: FZ50, GP100, RG125 Gamma, GT380, Bandit 1200S
That is a very interesting set of figures. Does anyone have a rocket scientist in their back pocket to decode them?


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