How do you adjust engine timing on nitro engines?
#136
Tech Initiate
Porting
They say you can gain rpm by widening the exhaust port. How would you go about widening an exhaust port that is not square or round, but irregular polygon or irregular hexagon...? Would you widen the port by making the port a rectangle with square edges all at 90degrees via width only or so....?
Regards
Regards
#137
They say you can gain rpm by widening the exhaust port. How would you go about widening an exhaust port that is not square or round, but irregular polygon or irregular hexagon...? Would you widen the port by making the port a rectangle with square edges all at 90degrees via width only or so....?
Regards
Regards
AFM
#138
Tech Initiate
First Engine
Hi Roelof
The way that I modifiy the crank, I do as instructed by other editorials. The closing edge of the inlet valve is knife edged, but so is the opening end = increasing the over-all opening. Because I only go as far as to the edge of the port, and not over the edge...ie, not extending the original parameters of the outer casing, is this still increasing the duration...? The port is opened up more, but it is in the original outer limit.....? Also I ground the crank cheeks extra centrifuge's to create more turbulance and crank case pressure. I have really noticed a huge difference and the exhaust exits very strong and fast stream of smoke. The response is very crisp and snappy. Im still running the engine in, but after one tank on low rpms, the cooling head didnt even get above 60 degrees temp. I was amazed. I also match-ported the inlet port to the carburettor and ported the sleeve as well. In addition to this, I ground out the transfer channels in the crank case to match the ports on the sleeve, as I find that most engines are not properly done. This engine is a SH CXP.28-P6. Im now experimenting with an Associated Pro 8.0 .50, seeing if I can get some more RPM's out of the torque monster. If I cant, then at least it will be more responsive and have more power. I widened the exhaust port just as you said, but this time Im trying something different with the crank cheeks, not so cut up. But I know that I wont get the same crank case pressure as the previous engine I did. I actually cant believe how well that little engine absolutely pumps the gases out....!! Thanks for all your advice, I have learned to much and this is heaps of fun on my rainy days....!!!
The way that I modifiy the crank, I do as instructed by other editorials. The closing edge of the inlet valve is knife edged, but so is the opening end = increasing the over-all opening. Because I only go as far as to the edge of the port, and not over the edge...ie, not extending the original parameters of the outer casing, is this still increasing the duration...? The port is opened up more, but it is in the original outer limit.....? Also I ground the crank cheeks extra centrifuge's to create more turbulance and crank case pressure. I have really noticed a huge difference and the exhaust exits very strong and fast stream of smoke. The response is very crisp and snappy. Im still running the engine in, but after one tank on low rpms, the cooling head didnt even get above 60 degrees temp. I was amazed. I also match-ported the inlet port to the carburettor and ported the sleeve as well. In addition to this, I ground out the transfer channels in the crank case to match the ports on the sleeve, as I find that most engines are not properly done. This engine is a SH CXP.28-P6. Im now experimenting with an Associated Pro 8.0 .50, seeing if I can get some more RPM's out of the torque monster. If I cant, then at least it will be more responsive and have more power. I widened the exhaust port just as you said, but this time Im trying something different with the crank cheeks, not so cut up. But I know that I wont get the same crank case pressure as the previous engine I did. I actually cant believe how well that little engine absolutely pumps the gases out....!! Thanks for all your advice, I have learned to much and this is heaps of fun on my rainy days....!!!
#139
Cutting the crankshaft counterweight like that will induce several negative effects.
-Promoting of turbulence
-Unbalancing the rotating assembly
-Increase in crank case volume
-Interruption of airflow
Those things decrease performance individually and do the same when paired together.
The more air and fuel you can move through the engine without blowby the more power it will make. Velocity is a key thing these engines use to make power. Efficient airflow is also something that will make power. While it is not possible to fully balance a single cylinder 2 stroke engine there is a tolerance to get it close and within specs. Cutting the counter balance like that removes all of that and throws it out the window. This will result in alot of physical and sonic vibration in the engine quickly prematurely wearing out the engine bearings, crank pin, rod bushings, wristpin and eventually the piston and sleeve. Crankcase Volume is usually close to optimum is most engines out there. When you increase that volume you decrease flow and velocity which will take away power.
-Promoting of turbulence
-Unbalancing the rotating assembly
-Increase in crank case volume
-Interruption of airflow
Those things decrease performance individually and do the same when paired together.
The more air and fuel you can move through the engine without blowby the more power it will make. Velocity is a key thing these engines use to make power. Efficient airflow is also something that will make power. While it is not possible to fully balance a single cylinder 2 stroke engine there is a tolerance to get it close and within specs. Cutting the counter balance like that removes all of that and throws it out the window. This will result in alot of physical and sonic vibration in the engine quickly prematurely wearing out the engine bearings, crank pin, rod bushings, wristpin and eventually the piston and sleeve. Crankcase Volume is usually close to optimum is most engines out there. When you increase that volume you decrease flow and velocity which will take away power.
#140
http://www.powerhousercperformance.com/
And he has explained several times on this forum the why of this mod, personally I think it is more a signature.
#141
Yeah I don't buy it either but he swears it works. Sure does look cool either way
Might have to try it sometime just for the hell of it.
Might have to try it sometime just for the hell of it.
#142
Tech Regular
Wingman, here's an answer for and really old question! before Novarossi did the long stroke offroad engines they were square 16.45 x 16.45 like the first couple genereations of RB s7 & ws7 those rods were 30mm. those fit directly on the engines if you raise the sleeve .5mm, but you can also do it with an OS or sirio rod.
Kind of late maybe
xe
Kind of late maybe
xe
#143
There is a well known modifier making these kinds of mods:
http://www.powerhousercperformance.com/
And he has explained several times on this forum the why of this mod, personally I think it is more a signature.
http://www.powerhousercperformance.com/
And he has explained several times on this forum the why of this mod, personally I think it is more a signature.
I wouldnt waste your time.
#144
Tech Elite
iTrader: (25)
"Turbo-ing" a crank shafts counter weights does absolutely NOTHING but hurt performance of an engine two stroke or four.
If this actually worked not only would the top R/C manufacturers do it to their engines, the builders of 500cc GP bikes would have done it and most certainly the F1 boat engine builders would have done it.
As it was explained to me in the mid '80's by a very well respected factory Honda and now Yamaha engine builder/tuner:
"It gives the engine builder something to show the client of which neither party knows what it really does."
If this actually worked not only would the top R/C manufacturers do it to their engines, the builders of 500cc GP bikes would have done it and most certainly the F1 boat engine builders would have done it.
As it was explained to me in the mid '80's by a very well respected factory Honda and now Yamaha engine builder/tuner:
"It gives the engine builder something to show the client of which neither party knows what it really does."
#145
#146
As mentioned before:
Just show 2 kind of engines to someone who is in to buy a modded engine:
1st engine: Only changed timings, no visual stuff
2nd engine: no change of timings but a lot of visual cuts and polishing
I bet that almost 90% will go for the visual modded engine while some of us know the timed engine is the better choice.
#147
need jspeed help asap
i need to know where to get the body doe a dm1 that u posted a while back plz email me asap
11-26-2009, 01:23 AM #2589
Jspeed
Tech Elite
Join Date: Oct 2006
Posts: 2,124
Trader Rating: 0
+1 guys.
Here's a prime example of what none of us want to see screw up our growing GT1 or GT2 class.
Kudos to it’s designer, for the aggressive aero-design and sneaky bubble over the engine’s cooling head fins in an attempt to conceal it’s true nature. We don’t think any of us will ever see a car like this driven legal on a street; much less in any fast-food drive through. lol.
I'd also love to see what kind of visability you'd have on the street over the front fenders too, lol
While this style body may fall within the rules followed in some “Rally Game” type R/C racing classes, this style body pictured above unfortunately doesn’t fit into the spirit & rules of our GT1 Open or GT2 Spec class rules.
This type of body is not a legal for the Ipanema Sports 2010 GT World Championships.
Hope ya'll have a happy Thanksgiving!
11-26-2009, 01:23 AM #2589
Jspeed
Tech Elite
Join Date: Oct 2006
Posts: 2,124
Trader Rating: 0
+1 guys.
Here's a prime example of what none of us want to see screw up our growing GT1 or GT2 class.
Kudos to it’s designer, for the aggressive aero-design and sneaky bubble over the engine’s cooling head fins in an attempt to conceal it’s true nature. We don’t think any of us will ever see a car like this driven legal on a street; much less in any fast-food drive through. lol.
I'd also love to see what kind of visability you'd have on the street over the front fenders too, lol
While this style body may fall within the rules followed in some “Rally Game” type R/C racing classes, this style body pictured above unfortunately doesn’t fit into the spirit & rules of our GT1 Open or GT2 Spec class rules.
This type of body is not a legal for the Ipanema Sports 2010 GT World Championships.
Hope ya'll have a happy Thanksgiving!
#148
No idea what you are talking about. This is an engine thread, not a body thread.
#149
Just bumping this ahead of all the moved threads. Got to keep the best engine thread around on the first page.
#150
Tech Elite
iTrader: (89)
There is a well known modifier making these kinds of mods:
http://www.powerhousercperformance.com/
And he has explained several times on this forum the why of this mod, personally I think it is more a signature.
http://www.powerhousercperformance.com/
And he has explained several times on this forum the why of this mod, personally I think it is more a signature.
Pass you soon.... with a different engine