I Listen! (for once...) Supercharged Rotary Exhaust 50cc Two Stroke - Back to last good save point.
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- Опубликовано: 1 окт 2024
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Having worked on cars in a high-performance world, the first thing we always learned was make everything run well in its stock configuration before modifying it.
I'm a bit bored now even though I love his channel but we've yet to see a project to fruition nor a proper working dyno for accurate results. I'll come back when he's finished a project and has results. Love the work but .....
Hell that applies to some mass produced race engines too, and some rare cases on supersport bikes from delivery. Clearances are off, crankcases not machined true, some plastic stuck between oil passages and stuff...
The problem with this channel is they literally don’t understand what this engine or engines are! There was never a “stock model” so doing base line NA runs is kinda difficult….he’s trying to make crazy hi hp with 50cc! It’s more of like throwing everything at it and see where the hp really starts to get crazy then go deeper into the theory! Yea nice smooth running engine would be nice but that can happen later after we see 30hp!
@@DoSomething- need to lower boost expectations and measure flow while increasing boost.
@@timwoood3655 he had a dream to set a land speed record but i think that has gone now, i hear you i came here to see something diffrent a dude in his shed with a dream, ill still watch but watching a dyno being built is not what i came for.
As an old Detroit Diesel guy.. Shimming in and out the helical gears on the rotors sets the clearance between the lobes. We had a puller that would pull both gears at the same time so the rotors would not crash against each other. I suggest you use feelers gauges to measure the gaps between the lobes on the rotors. You can split the clearance evenly between the lobes or bias the clearance to one side or the other. Start watching this video at 13 minutes to see how the rotors are timed with shims under the gears. ruclips.net/video/T-lCAhEyZdU/видео.html
If you right-click on the video at the time you want you get an option to 'copy the video link at the current location' so you can direct people to exactly the time you want. 🙂
ruclips.net/video/T-lCAhEyZdU/видео.html
Iv rebuild a few Detroit blowers and I was going to say the same- 👍🏻
Its insane now he you come up with these extreme ideas and they actually start and run, AND IDLE. You're setting the bar very high for what you call success.
Most designs have been a success.
Every part that you CAD and machine and it fits properly, and lets the bike run, is a HUGE success.
I know no shortage of people struggling to get even stock bikes to run properly.
“People having trouble getting stock engines running”
Looks at myself trying to get my snow blower running.
@@purplepenguin43 Did you feel his eyes watching you?😁
@@purplepenguin43 Oh I'm in the same boat. I just now got my modded Predator 212 to run right after like a year of playing musical carbs and jets.
@buildaboiworkshop Oh wow dam sweet link the CAD files for those
I can't remember whether l previously informed you of the adjustable expansion portion of the exhaust pipe that we created during go kart racing days. But we created a two part exhaust system where the expansion portion of the exhaust pipe was a sleeve that could expand or contract mechanically with a cable connected to the accelerator cable. We had a lot of success until it was banned by the racing association. With modern servos it would be much easier these days to achieve this concept. Good luck with your endeavours.
They use those extending pipes on hydroplanes
Yamaha invented the exhaust port power valve system, karts did not start using them years later, you saying you invented them, my son raced a 125 kart with the rotax adjustable power valve so i do know a little about it, oh and i had a rd350ypvs back then also
@@aeroflopperhes not talking about power valves
Yes, I've seen those "slippy" pipes on a youtube video. Interesting concept.
This
This is the point I was hoping You would eventually come to. Anytime You're doing R&D, NEVER change more than one thing at a time.
Keep your brain energized and passionate! Write that stuff down, draw it, CAD it, whatever - so when you're calmer later you can think it through and keep the chaos at bay.
I think old time inventors filled sketch books by doing this and by putting pen to paper and actually using the maths and engineering on paper it helped work out if it was actually worth the endeavor
@obancameron
Very true.! Its called, Journaling, or, Journalism. It can be anything, writing, drawing, sticking parts to the paper, Postit Notes on your computer screen, etc.
If anyone is interested, there is a secret recipe from Ancient Greese that keeps mind, memory, mood, ideas, and thinking, in near perfect condition, but first, look into ego vs id.
I love this channel it saves me the time and frustration on doing the same types of things.
😂
Yup
I spend all my time in experimental engines, weather it single, or multiple cylinders, 2 stroke and four stroke....
This is just how it goes, and yes, it is stupidly easy to go down the rabbit hole, and it is always very enticing to do so...
But I agree, make the engine run, then add modifications, one by one so you know what worked and what's gonna fuck your head for weeks 😂
That thumbnail would make a great tshirt😁
I'd buy one!
When you do go back to the blower set up you really need an intake plenum to give the air pressure somewhere to build up between pulses especially because it's a single cylinder and significantly reduce the risk of backfire damage. I definitely think you should use the rotrex for smoother air flow as every production super charged 2 stroke ever has used a centrifugal type blower except large diesel truck engines. You are certainly getting back on the right path but you already had many problems with the roots style blower so don't make the mistake of wasting time with it again just run the rotrex with a larger pully to reduce the speed and bring the pressure where you need it. Love the videos man keep up the great work your passion is truly inspiring
I agree. I suggested this previously. When the port is closed, the blower is essentially 'dead heading' which causes massive power consumption and pressure pulses.
When the port does open for that small time, the pressure probably drops very quickly due to the small volume.
Even by packing the crank case, i dont see there being enough.
The problem with a bigger is more fuel/air underpressure to ignite on a backfire...
Blow out panels are probably needed to vent the pressure in case of a backfire. Even better would be to inject fuel into the transfer ports so no combustible mixture is present in the plenum or crankcase.
You inspired me to finally tackle my rebuild of an '82 Yamaha RD 350LC. I'd had it languishing at the back of the garage for years, but bit the bullet and restored it with the confidence that you inspired in me to not be afraid to fail. Many lessons have been learnt during the project, and I'm now far more capable than before. Thank you.
Ill say this again and again: just remember to have fun with it! If it becomes a chore then you're on the path to burnout.
I try to focus on selecting the right problem to solve instead of which solution I want to prioritize.
If I prioritize solutions instead of problems I tend to focus on the wrong problems.
Love your videos btw.
You are an inspiration.
Much ❤ Love
🌎🌏🌍☯️⚡️
World🌞Peace
Tesla Valve…
One way, no moving parts, check it out.
The best thing about this channel is IT MAKES YOU THINK ! ! !
And THAT is entertainment that is worth the time and the effort because there is normally quite a lot of effort needed to watch these videos and really try to understand where he is, what he is doing, why he is doing it and where he wants to be.
When I was playing around with a supercharged 50cc 2 stroke (using a modified smog pump as a supercharger), I used multiple feeler gauges as reed valves varying thicknesses to see which worked the best in my application. I have faith in what you are doing, change one thing at once and you will see results!! All the best from the UK
Pretty good tips, Sir.
I don't care what you build I'm along for the ride my only wish is to see you set a time on the salt
I feel very connected to your experiments, I did this porting and piston modifications more than 60 years ago with a '59 NSU quickly 50 cc. My first test was a success and the second was a disaster! That's why I've been following your channel for years now and I hope you will succeed in your goal, but I only have one piece of advice: keep it simple and work on perfection. A few tips: 2 piston rings in 1 groove to get a better seal to get a higher compression? Also less hohning of the cylinder to get better lubrication?
Good luck,
Pieter
NSU Quickly! That was my very first motorbike I bought! I was only 12 at the time. cost me .50p (10bob) or 1/2 of my weekly of paper round money, the other 50p was used to buy the petrol. That was the start of my motorbike life. Still riding now at 64! Yeah, that's my ride in my avatar. 😁
@Pieter, your ring concept sounds similar to apparently what they call gapless rings (or something like that) now sometimes being used in higher performance automotive applications (I believe). Regardless, cool idea.
2 stroke stuffing is the only youtube channel that I check if there is an upload every morning.
Can’t wait for Fridays video
You NEED a MAGNETIC clutch on your supercharger!!!!!!!
(See - toyota sc12 (mcmr2) )
Has a magnetic clutch connected to a switch, enabling you to be able to turn the supercharger on / off when the power wasn't needed!! ( same system as cars a/c uses )
You don't need boost at idle/low revs.. being able to control is probably isn't a bad thing!!
"If you don't know where to start go back to the beginning" great grandpa alphonse sody
If you don't already, Write down these flashes of genius in a note book and come back to them later.
The self realization is awesome!
Loved that thing you said about not being able to see the problem when you are in the middle of it!
Steady as she goes.
Using the group to help solve problems is also intriguing!
just one more idea. in the quest to reduce losses, and help the engine drive a supercharger, wouldn't ceramic bearings make sense ? I'm thinking not only in the super charger, but potentially everywhere.
they are lighter , harder, of course more efficient and hardly require any lubrication, longer lasting under proper operation. downsides cost and high load rating. two strokes are more about high rev, more strokes, peak torque is quite low. ceramic bearing are expensive, but maybe a partnership could bring cost down.
Yes, yes, yes! You gave up too quickly on the drum valves when the chain bound up. Maybe put timing marks on the shaft/gears of the roots blower, now that it looks like you have them in alignment!! One of the most important things I have in my laboratory is the series of notebooks where I write down the results from each day's ideas and experiments. They get used so that we don't repeat past mistakes, and have lots of save points to return to when something doesn't pan out. It can be a pain to get into the habit of keeping notes like that, but for us has been super valuable, time after time.
You have compressed air in your shop alteady. Why don't you try that first, to see if it makes the impact you think it will have on performance. afterwards you can start thinking about the realisation of how to create that compressed air on the go.
❤ that !
i have been building and developing my monkey bikes 50cc 2valve 4stroke engine for a couple of years, and you have been a big inspiration.
this summer it should make 6.5-7hp at 13k rpm on e85 :3
Im getting to the point where I just wanna see you FINISH something and actually get the engine RUNNING more than 2 minutes. You jump around like a flea on a frying pan.
🎯
I think by the time youve finished if the goal is the worlds fastest two stroke youd be better building a i4 with tiny 12.5cc pistons at least your removing the complexity of getting the supercharger to work i mean you got one cylinder cast already and some crank cases machined youd just have to make some crazy mini expansion chambers.you already know how to get a single cylinder making good power its just 4 times more cylinders and smaller and even though youd have the complexity with more cylinders you wouldn't have the issues with the rest of the stuff.if a 90s nsr500 made approx 200hp 40hp should be achievable and it would probably weigh less than with the blower and it would rev to something insane like 30000rpm😂😂😂 my calcs are way out but it would be a cool project
Actually roots blowers are highly efficient at low pressure/boost levels. Maybe you can compound the rotrex with the roots and get the best of both.
I think its a very good idea to run your ideas past channel watchers...So...Superchargers are good for low to medium rev range and very bad at high speeds. That would NOT seem to go well with high speed, high power tiny engines...
Hell yeah man, i love your vids so much. Im glad you're posting more recently.
Maybe an electric turbo would be beneficial. It wouldn't cause any drag on the engine and could have programmable speed to suit the engine speed
Drum valves. Of course. Beats going for a solenoid setup.
Hi, I've been following you for years and I know you're smart. Here you show it once again by abandoning this Jet story. But I understand...reactors are fun...
I also think that your engine would make progress if you looked at the injection..As carbs, reeds valves and disks are mainly your problem if you think about it!
Areospace grade ceramic bearings through out the whole engine.
+1 for the thumbnail on a hoody merch.
I was hoping to see the previous project move forward but I must admit the new project looks very interesting. Always waiting for your next video. I'm a proud fan of yours for sure!!!
Thanks for all your great content and thanks to our community for offering great advice when you think the ideas are straying. Shows you care about what is trying to be achieved. Love being here and part of the adventure.
On our alcohol engines ( some are banshees) we run stock fiber reeds , v force , tdr and boysen . None are effected by methanol . If you're having problems you are using the wrong fiber material homie.
He was running glow fuel. Methanol nitromethane and castor oil. I wonder if the nitromethane might be the problem.
Use a VARIATOR TRANSMISSION to power the compressor. It will solve the low-end power problem but it will add a bit of inertia. I don't think you really care about that tho.
Look at the reed valve design used on 47cc pocket bikes. They use a curved stop block that keeps the reeds from over extending and breaking when they open. I fabricated some for use on my motorized bike. Haven't experienced reed failure since the addition of the mod.
try a detroit 2 stroke diesel design
Yes... I think they have started to experiment a little with that concept but use petrol and injection ignition like on a diesel ? . It would be interesting to see something in that direction.
@@a64738 2 stroke diesel don't use reed valve,you eliminate one problem
A bottle of rum and a night in front ov fire investigating Detroit diesel wouldn't go astray
Esp opposed piston@@johngibson3837
Why not take one more step back and make the engine run good on normal gasoline and then upgrade from there?
I think that You have make it clear to Yourself Alex, that conceptual solutions to problems isn't working.
I would rather see You make conceptual improvements to a repeatable outcome. Best Wishes to You and Your Family.
I'm sure for the most part we are all holding our tongues lol Ultimately we are all living vicariously through you...That being said we want to see you succeed.
Honestly I've been there , reinventing the wheel...The crank is where you are going to build all your 2 stroke power from and with that will require more air... this has always been the problem.
Your head and cylinder is bulletproof, your Valve system like a jet ski is the way to go also. Pipe tuning excellent...so it's a matter of fuel injection and ventilation.
Which bologna sandwiches is it going to be today? Well folks, you guessed it. It would’ve been a lot cheaper to buy professionally built, 50 cc racing engine by a reputable company instead of blowing huge amounts of money or nothing this dude would’ve been at the salt breaking records years ago. I’m confused as always with this channel
Thank you for not over thinking of that complex setup.
I'll repeat what I'm thinking because i get clarity each time. The engine needs the exhaust port at the bottom of the stroke and minimal overlap. A valve at the intake port to prevent ignition of a pressurized surge tank.
I actually think you can increase overlap to ignite in the exhaust like a anti lag. Though i wouldn't run that experiment until later. I think i turbo is really the way to get this done.
Love watching the crazy ideas!
I'm not at expert just someone that likes to tinker and visualize in my head.
I don't even know what to think about not having to run fuel under the piston. I'm guessing the pressure ratio could go quite high. So even if you lose 25% of the cylinder capacity so go down from 16 to 12 HP but at 4 bar pressure you'll be at 12hp + (36hp * .65compressor efficiency) = 35.4 HP
I’ve always thought supercharged uniflow would be the way to go. Although inverting the marine diesel type, having four poppet valves at the top and exh ports at the bottom.
Did actually start building it once (based on a 1250 sigma engine) but bottled it when I needed a very odd set of pistons made. Poppet valves were going to limit engine speed to 6-7k max though. Rotary valves possible but I never got near that.
Think differently, no exhaust ports in the cylinder sleeve, then you already have an effective cylinder capacity of 37CC, then you can pressure charge from the head, use transfer ports only for lubrication and flushing, exhaust through the head.
Whilst you’re doing all of this detailed engine design work, could you distract yourself and give us an image of what you think the Bonneville record breaking bike will look like please? Thanks for doing this mini-video as well👏
Problem with superchargers is like you said they use power to work, thats why only big powerful engines usually run them, probably you need at least 10-15hp for that roots type so when you produce 22hp the blower takes away half your power .the turbo is much more free running but it has it's own problems and complications with oil feed and so on.
Its sad that they did not spline those blower shafts to ensure they don't slip when hit by a backfire.
A burst disk would be a pain, sure, but also would be less hassle than repositioning the blower lobes every time.
Also, they make spring operated backfire lids that can relieve instantaneous bursts of pressure, without actually needing to be replaced.
Glad to be of service Alex! Most of us love your hair-brained schemes and problem solving strategies, that's why we're here!
You should definitely make yourself a turbojet some day, they're awesome fun, at least until they melt themselves!
What if a supercharger had a CVT input on it, so that lower RPM of the engine could still push high RPM on the supercharger?
make a 50 cc version of the liquidpiston x engine becuase they are very powerfull and have good power to weight ratio.
8:21 great deal to do this, maybe a young man will go furter after watching your vids. This is not a step back, you can consider it is an alternative aproache. 👍
Roots blowers are inefficient ish... Because if you place a 200 horsepower increase on a 400 horsepower producing naturally aspirated engine... The 20% parasitic loss to drive that blower won't mean anything when your output reaches 600 horses...
What kind of reeds are you using? I have found that carbon fiber ones break and chip at the sealing surface
Little trick i learnt when I was tuning my CR250 seal the edges of carbon reads with superglue-stop the fraying completely
I always love the general "let's try this weird s*** for power" vibe of the channel. That said I'm glad you are taking a step back from the turbo jet setup, while watching I was thinking that your concept of volume/pressure relationship didn't match up to what I had learned of physics. I didn't mention it then because I assumed I was wrong, but figured it was worth mentioning here in the follow up. Can't wait to see what the brute force does this time.
Theoretically if you have a positive inlet pressure you shouldn’t need reeds at all … the blower should prevent back feed of the inlet charge
I feel like the drum valve is the way to go because of lower friction and less ways of breaking or binding.
If you ever decide to begin from a new starting-point for getting maximum power from a two stroke, it may be worth considering going for a uniflow design. I'm curious how an opposed piston design will do at high revs.
In turbo feed small engines they use a small tank on the intake side to cushion the over pressure when the intake is closed. This might be effective also for this engine?
Yes you are a big inspiration... I want to make my own cylinder because of you...
Where du I buy a 41mm cylinder liner?
Cylinder liners are common easily available
Please send me e link to a 41mm????
I cannot find any
What are the rules for 50cc World speed record. Can you have more than one cylinder???.
Could you do a burst panel and make the backfire have to turn a corner so the force of it hits the burst panel first so it doesn't unaligne the supercharger
Does anyone make smol screw blowers? That could solve the Roots issue...
You should try drilling and pinning the gears to the rotor shaft on that blower. And maybe incorporate a burst valve after the blower to re channel the backfires
Hi, just to give you another qrazy idea that might work; Build a SLIDE VALVE 2 stroke supercharged engine! ! Have a look at old english aircraftengines as the Napier Sabre, use the slide valve idea to make the intake and exhaust ports. That will give you a high rpm engine with low friction . Good luck. :) :)
upload.wikimedia.org/wikipedia/commons/thumb/f/f6/Argyll_single_sleeve-valve_engine_%28Autocar_Handbook%2C_Ninth_edition%29.jpg/220px-Argyll_single_sleeve-valve_engine_%28Autocar_Handbook%2C_Ninth_edition%29.jpg
To help with the inlet backfiring, you could fit a dump valve in the inlet between supercharger and engine set to say 15-20psi.
I was thinking something like that, only I was leaning towards a burst panel like drag race car engines use.
Have you considered building a 50cc twin? 2-25cc jugs. 2 carbs. 2 expansion chambers. Experimenting with that would be very cool...
2 x 25cc opposed piston would be awesome, and still classed as single cylinder.
Love the SIMSON hoodie. Is it vintage apparel?
High Pressure Fuel Nozzle in Crankcase...
Here for the algorithm and to let you know you are making a good decision
titanium alloy reed petal
I completely understand how all consuming it can be when you have an idea or a thought in your head and you HAVE to see it through to completion. I have that far too often .. it's actually my normal state of being... and I will become completely fixated on the idea and cannot switch my thoughts from it to anything else.
Nitrous always fixes everything…
Or make all minor problems much larger lol ;)
One puff for the engine , one puff for......
Maybe there's carbon fiber that is resistant to methanol because it has a different resin
when do we get the 50HP 2 stroke 50cc engine? I cant wait for it
I would test RVS in between the rotary disc valve. I has some near magical friction reducing properties.
Haven't been here for a while but as ever, very interesting.
weld the superrcharger gear on like 2t crankpin
Jodå, du är en stor inspiration för mig och min kanal! Vinka om du åker förbi Västerås när du ska till Stockholm! 😜👋
Shorter stroke bigger bore ,higher charge and rews 🤔
Backfires are usually a lean condition.
Alex your parting comment, I think may be quite a lot wrong.
You talked about Inspiration.
I live in the Rabit-hole a few holes deeper than yours.
I enjoy my Rabit-hole predicament, designing and building things un-imaginable to most people.
Dosens of projects started, each is awaiting something.
Most would-be designers or inventors probably get put off at the first hurdle ie: failure.
Your tenacity (that you see as holding the project back) is exactly the reason why so many of us can sympathise and relate to you.
Your tenacity is very rare and something to be extreemly proud of.
Your tenacity is a great mentor for anybody with a brain.
You did miss out on a comment, when you said you were going to revert back to what we knpw works.
I imagined you were going to say, "Robert Loui- Stephensons Rocket"
Keep up the great work.
Remember: without failures and setbacks, nothing gets invemted.
You have the perfect use case for compressed air supercharging, do it
Mmm it is perfect for drag racing but to get top speed run I think you end up with needing a very large air tank?
@@a64738Not with that small of an engine. He wants 250cc of ambient air per revolution. A standard 15L bottle at 232bar has enough air to run for one minute at 14.000rpm. He could run multiple if needed, or use a 60L cng tank made for cars or something similar, composite bottles are pretty light
Still pretty insane, so again, I love it 💪💪💪
your top priority should be to get a reliable dyno
Good decision. The AMR300 may actually work and provide a net gain as it is not terribly oversized.
Poppet valves are worth a try for the exhaust. it's established and reliable tech with good off-the shelf parts available cheaply, and that mill of yours is capable of making a very usable cylinder head. and it would still be unconvetional enough to be satisfying!
Lebomboclat 🗣️💯💯💯🤓☝🏻
Alex; I hope the info below is helpful in your thoughts on this project....
I think it would be valuable to take a metered approach to looking at how you want to make the HP (if your of 30HP goal remains then how can this be most easily achieved / what info can be benchmarked from existing technology / what limitations are well understood). I know this sounds a bit vague / esoteric, but I'm trying to articulate you have 3-levers to play with (induction-supercharging, chemical-supercharging, and RPM), and how effective each factor will be is very dependent on the volumetric efficiency the engine can achieve / how durable the engine will be at the required BMEP level.
#Simply-Put (FUEL); Nitromethane & N02 can both increase power by a factor of +2X when only required to run for several seconds, but for a Bonneville run lasting over a minute the metered approach would be to much lower quantities of these oxidizers / assume +0.5X to +0.8X HP for example.
#Simply-Put (BOOST); Roots-superchargers & twin-screw designs can be relitively efficient at 1-BAR of boost, and a lot of centrifugal-superchargers efficiency begins to wain at 2-BAR of boost (outliers exist in both cases), so assuming a +1 to +2-BAR (gauge) cap on boost pressure is a metered approach.
#Simply-Put (RPM); 50cc 2T's can achieve stratospheric RPM's, though stronger (ie: heavier) internal components may be necessary to reliably handle the increased cylinder pressures, which could further limit max RPM's, which then requires even higher BMEP's in order to make the same HP at the lowered RPM threshold (a metered approach may be to limit peak-power-RPM 10K to 13K and prioritize trapping VE% / durability [instead of max-PRM]).
Given you could drive the supercharger via. an external power source (so it didn't consume any of the engines power), it seems 30HP is achievable without super-experimental means (using different combinations of the example factor thresholds ABOVE)......see examples BELOW:
(Goal-30HP Estimates-LOW)
-Base Engine N/A =>>> 10HP
-Boost vs. N/A effect = 10HP*[(14.70+14.7)/14.7] =>>> 20HP
-Nitro / NO2 effect = 20HP+(20*0.5) =>>> 30HP
-Reserve HP for losses =>>> 0.0HP for Supercharger Drive
(Goal-30HP Estimates-MID)
-Base Engine N/A =>>> 10HP
-Boost vs. N/A effect = 10HP*[(22.05+14.7)/14.7] =>>> 25HP
-Nitro / NO2 effect = 25HP+(25*0.6) =>>> 40HP
-Reserve HP for losses =>>> 10HP for Supercharger Drive
(Goal-30HP Estimates-HIGH)
-Base Engine N/A =>>> 10HP
-Boost vs. N/A effect = 10HP*[(29.40+14.7)/14.7] =>>> 30HP
-Nitro / NO2 effect = 30HP+(30*0.8) =>>> 54HP
-Reserve HP for losses =>>> 24HP for Supercharger Drive
Multiple combinations of the "LOW/MIND/HIGH-estimates" for the 3-primary factors can theoretically achieve over 30HP with varying amounts of reserve HP left-over for the super-charger, BUT the factor that gets the most focus/priority largely sets how difficult, costly, timely, and durable this project will become.
I think more videos discussing the different ways you theoretically achieve 30HP could help garner more understanding from people on all the different factors / uncertainties involved, and it would give time for progress in the garage without a weekly deadline....ex: one video about VE% and BMEP could show people that its NOT just about airflow / boost exclusively (it's about trapping-eff and why its much more difficult to achieve on a 2-stroke vs 4-stroke.
Best of luck and well wishes.
Look for composite reeds (or composite panels) that are made with thermoplastic resin/binder. Thermoset resin is much more susceptible to softening which I’m sure you know. PEEK or other high melt temp thermoplastic resins would be my first choice. How thick are the composite reeds you have used? Do you know how many layers of carbon fabric are used and their orientation to each other?
Do a side by side build? Build the other engine with the compressor wheel and rotary drum valves and the original super charged rotary disk?
If one engine needs some thinking time, jump to the other. I think you will find the right path but need to relax and slow down.
I would probably try to simplify it and design it like a nitro engine with rotary intake through the cank into the crank case, that would sing and would be easy to add chu chu chu.
Aye making an oversized model engine could work but then your sort of copied someone else, would be worth investigating tho
@@johngibson3837 By that logic, nothing 2stroke is doing is new and is ultimately copied.
You didn't try the rotex with the reed setup
This sounds better. You don't even have a runner currently. Build a runner and build it on sound principles. There is no need to reinvent the wheel. All the experimenting with 2 strokes has been done. Start with a runner then make slow changes and observe the results. Without a bonafide framework to build your engine on, it's no different than throwing darts from a carousel with a blindfold on and expecting to hit the target.
😂 everybody hates my guts but I consider the criticism conservative to how I will build myself up to continue overwhelming them... 😊 I'm convinced that engine developers are afraid of you❤
Good plan to go back to the forced induction engine that was getting consistent results. That roots blower has some strange properties. I’m surprised you were able to realign it so effortlessly. I remember when it started binding. I would probably put my own alignment marks on it now that it is not binding. Thanks for the quick update.
I find your pursuit of an exceptionaly powerfull 50cc 2 stroke quite inspiring. Understanding / being able to visualize how fluid and pressure flow efficienty is my goal. In other words Im interested in visualizing air flow through the motor & roughfly psi range of various sections of the motor specificaly during engine operation, @best efficiency &@peak power output. Best wishes from Alberta.
Dazed and confused 2 the sequel