I think you should design your new cylinder as a test bench, not as a finished product. Forget the outsides, don't try to make it fit on the bike. Make it from billet aluminium and CNC, eliminate casting issues. Leave ample metal to be able to rework things. Try to make it as modular as possible. Your goal is not to make a bike, it's to test the engine. Make cooling channels oversized, and clearance to the cylinder larger than normal. To test your different exhaust geometry, I think you should be able to use just different adapters between the cylinder itself and the block, so you don't have to redo the whole thing for every port geometry... So steel cylinder sleeve in aluminum cylinder "supersleeve", which has the largest possible ports setup, then that fits in a "cooling sleeve" with coolant flowing around it, then the whole thing into a "ports adapter supersleeve" with your port geometry in it, and then the whole assembly into the block. Kind of like russians dolls.
This is a very interesting (and sometimes hilarious) channel because I never know in which direction things are going to go. So whichever way you go I personally will keep on watching - have no worry about that.
@@labrikorn_3299 Sadly for you..? Or for Alex? He seems to be happy with his approach and for most who has followed long enough and are still here, we have long since accepted that he operates in different ways. He may come around to your wishes but if he does so, it will be on his own accord. Which honestly is how it should be as he is not working for any of us.
@@labrikorn_3299 Like I said, people need to stop imposing their own values and expections onto him. (That pretty much goes for many other aspects of life, too.) I suspect you want the best for him, but I belive that you and so many others go about it the wrong way. Yes, the answer to the tech troubles are most likely in the comments somewhere and have been for years. But he reads them, but he has to take them in, tussle with them, make them his own, make it work with the process that is his - not yours. And that can take a very long time. Maybe in the end he succeeds and someone will say: "I told you that in my comment 7 years ago!!" Now, I do not give a shit about that. Seriously, I don't. You need to trust that he is trying his best and with the challenges he has - that a lot of us have - trust that he will have an easier time navigating them without the pressure of a bunch of strangers telling him he is disappointing them. Is Alex hurting anyone? No, he is not. He is doing things his way. They may not be "correct", yet but it's not his job to make you happy. If you are growing impatient then unsubscribe. Hate to say it but He. Does. Not. Work. For. You. I don't think for a second that it's his strategy to keep failing to keep the channel going. That would be borderline sociopath behavior given how genuinely pleasant he seems to be. And scheming takes a whole lot of energy and again, I don't think he has it in him to channel such negative energy. Yes, we all want him to succeed. The difference between you and I is that have stopped caring about engines, actually I never did. Success for Alex in my eyes is for him to keep depression at bay, find a community of likeminded people who love tinkering and/or engines BUT understand depression and its many pitfalls, don't judge him and for the ones who have the means, to send some him way. If he ever gets to the salt flats with a working bike, that's a major bonus. I don't for a sec care if he sets a record. If he stays mentally healthier with this channel than without it, that's the real victory in my eyes. This became rather long. The plea and point was simple: Realize that humans are different and though you wish the best for him, your way of making that happen is not his way.
You could use a somewhat standard cylinder and piston in order to develop the rest of your crazy ideas in the bottom end of the engine. And once that is tested and you've mastered it, then go back to developing a crazy cylinder. While you will be smashing your brain against the bottom end of the engine it will also leave some time for your brain to come up with fresh ideas for the cylinder.
jaa, you already have perfect liner, just get it out and press it somewere else! and then perfect the bottom and resonance with injection and all of that, this is the real point in 2stroke, brute is 4 stroke just double the bangs...
That’s what I was thinking… perfect a basic two stroke platform and then go crazy. Ami the first to think that at this point we should be further along than in an experimental, ground level stage? Just sayin… been watching for a hot minute…
I've come to the conclusion we might be watching you every week for the next ten years making the perfect most powerful 2 stroke. That would be absolutely fine by me. 👍
Hi Alex, im watching your channel since the beginning of the supercharged 2stroke. At this moment im still very impressed that you still will keep going after all those ups and downs, many downs. But your right, a conventional 2 stroke we can see on other channels, To be honest im here to see a SUPERCHARGED 2stroke, and i will keep supporting you! Please make a supercharged one happen, because it will be bonkers! 👌
The fact that you're doing what YOU feel is right, rather than pandering to an audience or the algorithm is just yet another reason why I love this channel so much. Well done Alex. Also 'free jazz engineering' - love that!!
It's understandable how difficult it is when you don't have access to a large pot of money. I remember reading a story about the development of the Aprilia RSA125. The estimated the amount of cylinders that were used in the development was around 2500 to 3500 cylinders. 😮 Always enjoying the videos and messing with my 2 strokes👌
I just love listening to a guy whose brain works like mine. All over the place at the same time. It’s a blessing and a curse. I also have seasonal depression issues and find swinging an axe provides relief. Keep on trucking my man😃
Can you put a 4 stroke engine head on the thing with proper valves? That would solve a lot of issues. Mazda has engine in works that has 2 strokes, regular valves in head, and its charged. Maybe you'd enjoy checking it out.
This might be a dumb idea, but 2-stroke crosshead engines on ships got an exhaust valve in the cylinderhead and is turbocharged. I know these engines run at 100RPM, but it's possible to use valves at high RPM(16.000RPM). It should it be possible to run a chain from the crank to the camshaft with a single lobe to a valve.
Use electric motor with frequency converter for first dyno calibrations. With that you can have easily reference point. Ofc. a vibrating 2 stoke engine is not fully compareable and needs to be confirmed later.
@Alex, lease use a double bearing on the output drive side of the crank, to help reduce cantilevered loadings/forces from flexing the crank with the drive pulley + gearbox forces, and the belt tensioning load, it's wearing your bottom end bearings out after only a hundred or few of hours of running !! ..perhaps with a 3rd thinner output bearing just to support the tip end of the output side of the crank, in a bearing spider.
It's good to see the brute force concept return. If you follow the same path as everyone else, you will end up in the same place as them. Brute force isn't thinking outside the box, it's acknowledging that there is no box. If Dugald Clerk had been developing the first 2 stroke design on a RUclips channel in 1881, the comments section would have many 4-stroke and steam engine guys saying "well, that's never going to work". Will brute force work, I don't know, but it will be fun finding out.
I love and admire your thinking - why climb a small mountain that many people have climbed, when there's that really high one that no one has climbed ! 👍🏻
Today I made the first ever donation to a youtube channel, you deserve it 100%, have had so many good hours watching determination fold out, keep up the interesting work at your own speed.
Maybe look into the old v92 2 stroke engine. They were supercharged and they used a regular valve like on a 4 stroke for the exhaust but also used transfer like ports for intake.
@johngibson3837 definitely be a good idea but direct injection requires several thousand psi of fuel pressure for combustion chamber configuration. But he mentioned about mounting in the transfer port. That would be more manageable.
12:26 - Do the 'Slow puncture in a tyre/inner tube' trick... Stick the cylinder head in a bucket-o-water and check for bubbles, you'll also see where the bubbles are coming from... 🤔😏👍 Also, not sure exactly the design/setup of this cylinder head, but, would pressing out the cylinder barrel/sleeve not give you better access? 🤔 😎🇬🇧
Don't give up yet, keep experimenting. There's a reason why you started this. a dream of yours to make a better 50cc motor so keep pursuing your dream.
@Alex, sorry when pressing the chilled Cylinder Liner into the Cylinder itself, it the Cylinder should have been warmed/heated up for a few hours in an oven/BBQ-grill, doing it 'cold' at room temperature helped stress micro-fracture part of the cylinder liner material. But you have so many ideas and things to worry about, it is easy to understand how you missed & forgot that when using the liner from the out of the freezer plus the car jack style of pressing machine took so long the materials of the liner and the cylinder equalised in temperatures and then became a totally interference fit whilst 1/4 pressed in - you really need a quicker method of hydraulic pressing, or get a company to do it for you (next time). Don't worry about the channel viewers/patreons wanting X or Y or Z, or H directions... we YT-ers, and they P,-ers will follow your work, your mistakes, & your progress the direction YOU take. I am not saying discout all advices or some of the better ideas, but, butt I feel, try not be steered to far away from where you 'going'.
Please continue the free jazz supercharging approach it’s the most interesting and fun your channel is one of only a very few that satisfies my adhd yourself Pask makes, inheritance machining and the all mighty AVe are my daily go to for peace and solitude :)
I would like to thank you for opening my mind to the world of 2 strokes, and whatever direction you take we will follow you down the rabbit holes....go big or go home they say..... 2024 let's go!!!!!
65 years of messing with engines. Usually 4 stroke but in this video is the first time I understood the significance of the 2 small exhaust orifices to the sides of the main exhorst port. Very well explained, Thanks for being an inspirational pioneer.
Hi Alex. If you look at a really big two stroke diesel engine, those engines has a exhaust valve opening when the exhaust gases is ready to come out. I think this maybe is the way to go, or make the sylinder head with two exhaust valve and two spark plugs, then you can overboost until the piston comes out with the white flag😂 and also make the sylinder head with two spark plugs, so the first spark ignites main mixture and the second plug ignites right after, so the combustion would be like nearly 100%. Just maybe you should be looking at some high numbers in torque and horsepower. Just an idea. Really like your videos🇳🇴🇳🇴🌞
OMG the finger chopper is back, b.t.w. please remember Mr. Koenig (Marine 2stroke Champ for decades) for inventing/establishing the revs depending Trombone exhaust. Adjusting exhaust length to revvs while revving, such a genius.
You should really consider conventional Poppet valves in the head at this point, for a prove of concept even a readily available head would do just fine! Granted - the applications are a bit different, but it's tried and true after all. And it has a lot of upsides to it, for example having the far superior uniflow scavenging, 100% of the circumference for the transfers including the possibility to easily induce ample swirl to aid in quick combustion of a rich methanol or methanol/nitro mixture, completely variable intake timing completely independent from the transfers - maybe even electronically actuated via a simple servo system, which would be well within your scope to cobble together. Had a similar task with old Berger-Lahr servos and drives, was rather easy even as a complete layman. I don't really see even a single downside besides it lacking the novelty factor. But then, a 50cc supercharged uniflow two stroke - does it really need any more novelty factor anyway?! I'm kind of a fan of rotary valve concepts myself, but they just ain't it and probably never will be. There's just too many downside to the few, rather marginal benefits.
There’s a product called K Seal here in the USA. It’s a coolant leak repair liquid. Vice Grip Garage(hear on RUclips) has used it successfully in automotive engines Mainly with internally cracked blocks.
Goodson seal all is the best sealer. It's a polymer you force into cracks and cure in an over . In 30 years it's the only thing that's ever worked for me on oil impregnated two stroke cylinders.
You ARE the 'Two Stroke Wizard' thank you so much for being you and doing your thing, your way. Having been into mild two stroke tuning in the 80's I understand what you are doing and why you are doing it, and now I can live it vicariously through you. I admire you for your analytical thinking.
Do what you want to do you will gain more through experimenting with something new wether it works or not it’s the best way for personal enjoyment in what you make for your own reasons good luck with the next part of your two stroke journey i wail continue to watch and learn and laugh or cry with you all the best from Uk
Alex why are you against valves and real oil in the crankcase, you experimented with rotary pipe valves . I think a blower and unidirectional scavenging are better, and no oil needed in the fuel , and it's still a true 2 stroke, and it's possible to edd a turbo on later for more boost try something new. 👍😁❤️
Yeeeea!!! I love the new plan! I seriously believe this approach can net you huge gains. Please don't rule out turbocharging! No frictional losses and i promise you that spooling a turbo much bigger than you would expect is possible, especially with all that wasted air/fuel going into the exhaust!!! I spool a 58mm inducer, 58mm exducer, aka "5858" 1.06 a/r with only 700cc triple Yamaha snowmobile engine. The inefficiency at lower rpms pumps air/fuel into the pipe causing a natural anti-lag effect! Almost zero lag and im getting close to 350 crank horsepower but getting worried about the lower end. Being able to control your intake and exhaust timing possibly with something like movable tensioners on the belt/ chain drive...... You will figure it out! Love ❤ your channel and im now a Nord VPN customer!
Nice 350 that triple the HP so you running in the 25/28+ psi range using both the supercharged he got + a turbo would be really cool You know what would be even better a standalone ecu with logging capabilities with all the basic sensor + wideband o2+ egt/ back pressure and use a maf like he suggested ditch the carb and go fuel injection plus he would gain a real way of setting the base timing of the engine correctly and be sure the number are accurate for spark advance and not shoot in the dark like he usually does.Nothing beat adjusting the fuel/timing with the stroke of a keyboard If that was me a would keep the rotary valve and steal some design for a Detroit 2 stroke or even just use normal valve but he doesn't like valve he thinks they can't rev high go tell that to the CBR 250 with a 18k rpm red line lol On another note 350 crank is far from maxing the turbo this is easily capable of 600+hp at 50+ psi time to reinforce the case, forged rod some nice wiseco piston maybe bigger head stud👍
@@legros731 Thanks for the compliments! Only running 20 psi of boost, base horsepower is around 160hp. I like the fuel injection idea. The problem is I believe he should use a tuned pipe eventually. His set up would benefit from barrel timing being adjustable along with different pipes he could swap out along with different timing curves on the barrel. He definitely needs a standalone I agree 100% with you on that. I'm sure he could utilize cam timing tables for adjusting the barrels. One spring loaded and two adjustable arms on the chain/belt drive could work. Very excited to see how things go
@@hunnybunnysheavymetalmusic6542 2 strokes blow air/fuel into the exhaust unburnt. Thats antilag.... IMO he should have no issue spooling a turbo off a small diesel engine. Aftermarket stuff is out there now as well. Cheap and reliable would be something off a small kuboda tractor or similar. Trust me when I say he will be surprised at how big of a turbo can be hung on that little 50cc. Two strokes need two even three times the size turbocharger compared to a four stroke. When the pipe heats up on boost...... add another 1000 rpm to the tuned length and hang on to your ....
Take a look at old Detroit diesel engines. Like a 6v92 or 8v92 . The are supercharged and turbo charged 2 stroke diesels. Maybe it can give you some inspiration or ideas for cylinder port locations and design. Maybe just some ideas
Whatever you choose, keep going. Try always doing the tests to isolate the variables you want to check, even if it affects something that pokes your interest. That's the hardest part for me in my job as well. Keep going my friend, your perseverance is simply beautiful and inspirational. Take the free jazz and transform it into a beautiful bossa nova!
Long time follower from far away Kansas City, Missouri USA. Just wanted to let you know that me, and everyone I know in the moped scene here are here for the unconventional. As long as your mental state is up for it, we’re all here for it too. You’re giving us snippets we all crave as backwoods engineers. Thank you for the years of fun. I for one am not going anywhere.
Exept the fact that you have so much knowledge and determination. I do reflect on the fact that I can relate to all the thoughts that You explain. All at the bottom when You struggle with yourself to the point when You reflect on what You have accompliced and give it all to experience new ways of thinking and don’t hesitate to live outside the box. You are a huge inspiration and a ”kick in the bum” to get to the garage and just do anything. Thank You for being open, honest and sharing. Keep fighting the small issues and Big things Will happen. /Muggen.
I enjoy seeing the R & D side of it. Don't do what others have already done. Keep trying your own thing an eventually you could come across a combination that will achieve what nobody ever has before. Keep up the great work!
You bring innovation and evolution to 2stroke design, replicating isn’t what you do, so stay with your plan, and see what boundarys you push, using stronger parts👍
Hell yeah, this was a fun trip through your thought process and I'm looking forward to the future of the brute force engine and seeing what it's really capable of!
You're a creative, beyond normal, inventor !! Never been a conventional problem solver myself. I've been going on this journey for I believe 4 years. Still here and still loving it. Keep working with your imagination. 🙌🙌
there must be a way for brute force to work. Like top fuel make a lot of power with huge boost, by just shoving an insane amount of air an nitromethane in the cylinder. its pretty simple design, just completely overbuilt to withstand insane mechanical stress, and a LOT of tuning. getting away from tradiational two stroke design which relies on complex fluid dynamics for scavenging, resonant exhaust & intake if you can scavenge the exhaust gas by pushing them out of the cylinder, replace wiht fresh mixture, then close the exhaust valve and keep pushing more fresh mixture before the intake port closes. the problem is that because of the symetric timimgm of intake and exhaust, you have to rely on valves to hold boost, and also have enough surface to let the exhaust gas go as freely as possibile. for me the two big problem to large area x pressure = lot of force pushing on those valves. I dont know if anyone has ever built such valves and if they can work Good thing is unlike naturally aspirated two stroke, you don't need to have all the subsystems exhaust, port timing, intake, working perfectly together. the only thing that you cant completely brute force in a traditionnal design is scavenging the whole cylinder with ports that are at the bottom, without too much blowdown. maybe a completely different approach with a poppet valve like uniflow diesel two strokes would work much better for a super/turbo charged 2 stroke. The main reasons I see for not using poppet valves in a 2 stroke are simplicity, reliability, packaging/size, weight, losses,and restricting exhaust gases . all very good reasons for a production two stroke especially naturally aspirated. I think you could live with all those downsides in the context of your project and the ability to generate high boost pressurewould far outweigh them
Alex; for the people that like traditional 2-stroke content, I think there is a lot of potential in working with the 24/7 engine from Frits Overmars, BUT if your going down the "brute-force-concept" path (for now), I want to inform you of some things that may not be fully intuitive.......As you know resonance and airflow is imperative to power with a traditional 2T, but if the long term goal is to burn nitromethane, then fuel-flow & mechanical-integrity are pretty much the limitations that need MOST focus......I'm sharing this to emphasize that (at some point) power will only be limited by fuel-hydro-lock given all other factors are correct, as is the case with "top-fuel," and for this reason having a crankcase scavenged engine doesn't make as much sense......I'm not trying to dissuade you from going down the path your planning, BUT a 2-stroke with the architecture of a "Detroit-Diesel" would be more pragmatic to making the the most powerful 2T.......I know this means having an oil-pump, camshafts, valves, timing-chains, and it being more blow down limited than your rotary valves, but it will be capable of taking more cylinder pressure and boost pressure than the current design, before mechanical limitations of materials come into play (ex: crank seals)........my humble suggestion would be to use a 4-stroke 4-valve cylinder head of large bore size (oversquare-design), in order to be less blow-down limited due to valve size, and use common 4-stroke motorcycle lower end components (designed to take 60HP) then produce a custom 2T cylinder and cases to deal with the extreme cylinder pressures and RPM (long-term).......in the short term modifying one of the CRF50 clones ($150-$200 on Ebay) could be a less costly way to prove the concepts at a much lower power level: requiring a dedicated 2T cylinder, cam timing / drive ratio adjustment, and new ignition system to function. NOTE: if a 4-stroke 50cc engine were as highly developed as a "top-fuel" engine & peak power occurred @ 8200-rpm, it would produce about 60-HP, therefore a 2T engine with the same BMEP should produce 120-HP, and of course much greater HP potential exists at 10-20K RPM......my point in stating this is 60HP should be possible with a 2T at only 1/2 the BMEP or 1/4 the BMEP if RPM is 2X, allowing greater run time / reasonable durability / lower nitro-loads......I think this could be done more easily using conventional valves / cylinder head, as long as there are NO mechanical limitations elsewhere.
Couple of recommendations for the rotary exhaust valve engine: - Use belts instead of chains. Chains need to be constantly lubricated and are a PITA for I+D on an engine. - Make the valves out of solid stock (maybe make them lighter by making a hollow section) and use them as ball valves, so they don't heat up as much. You will also have a fixed exhaust port, so double advantage there. - You may want to try asymmetrical intake ports, now that you have two of them. You can try asymmetrical air inlet, or asymmetrical fuel distribution, in order to reach an heterogeneous combustion condition. - Try to use a fuel injection system. You may want to try out Speeduino NO2C (simple and ideal for bikes) or a Microsquirt (if you don't have that much of electronics knowledge). You will get rid of so many problems that come with carburetors when it comes to boost, mostly thanks to the ability to map different engine working conditions. You will also have the ability to inject the fuel wherever is more convenient for air speed, as well as being able to design a better intake manifold, given that you won't have the geometrical limitations carbs impose. I want to see you succeed. We all want to, and we will follow whatever path you choose with your build.
Too many people who know too much won't try what you do because they see all the obstacles and don't think it's worth the effort. Keep it up, it may go nowhere... But it may work! Keep it up we love the journey👍
Have you ever studied was happening to engine development at the end of the second word war? They were working on massively powerful two stroke engines which were supercharged sleeve valve engines. The development was only stoped by the advent of the jet engine. Another option is the rotary valve cylinder head, ie replace the popet vales with a top mounted rotary valve, again supercharged.
PIP? R.I.P!! Supercharging, rotary valves, MegaSquirt and creativity/fabrication? HELL YES!! I have been here almost since the beginning, Alex, and can’t wait for this new chapter. POWER to you!
When I saw the title of this upload this morning I almost fell over from joy to hear you're going back to brute force. Here I am 8 hours later actually able to watch the video and hear you talk about wanting to build different from regular two strokes I couldn't agree more. The brute force was allways an awesome concept that definitely has potential for a lot of power. (Plus I've allways loved the Detroit two stroke Diesels and how well they performed) THEN to hear you mention you're going to look into EFi was the icing on the cake. Absolutely cannot wait to see how you proceed with this. Ive allways loved the ingenuity in your brute force builds and definitely looking forward to seeing the world's most powerful 50cc forced induction 2 stroke!
Machine a hub and synchronous Cog pulley for a belt drive. Between the hub and pulley machine and isolator from urethane or something of the sort that doesn't transfer heat to the belt on your rotary exhaust ports
When I did motorcycle mechanics the college had a double diameter piston 2stroke 200cc skirt 50cc crown, Or a twin cylinder one piston 200cc no spark plug compressing into a second 50cc barrel. Interesting ? It is about the journey 😊
In a quick google apparently pressures in the crankcase during running reach around 0.13MPa max, thats around 18.5psi. Am i right in thinking that if you can make more boost that that you dont need to use the crankcase for quasi forced induction? If yes would that also remove the need for oil in fuel entirely? Essentially my question is that i supercharge a 2 stroke to hell and back you wont need oil in fuel? I get that using the crankcase would make it even better still but if its the case you can have 2 strokes with multiple cylinders sharing a single case volume, right?
You can fix the chain heating issue by insulating the sprockets with something like a high temp phenolic spacer - this can be cut on a lathe. Capping the sprocket end of the exhaust tube will also keep a lot of the heat away from the chain.
So so happy to see the brute force motor coming back! In my humble opinion it’s been your best work to date, something different and I firmly believe that’s your USP Alex!! I can’t wait to see it spark into life again!
Glad you're heading back to brute force, it's an idea I had years ago but using a ford lima 2.3. No scavenge, just mixture purge, squeeze, then bang. Cutting up the factory cam and rewelding it true is the only reason I have not attempted it yet.
As a young one i once thought about using the crank webs as a pre-charging pump to squeeze the air/fuel up the transfer ports, But being a young one, I had no way to engineer it.
Yessss, back to forced induction 💪 I honestly think this is the best approach, because regular naturally aspirated two strokes are already very thought through. So many big companies had thousands of engineers working on making them more powerful and efficient. I think in the forced induction area there are still much more things to research and invent/re-engineer
Mazda have a blown 2 stroke that for the most part looks like a conventional four stroke but the magic happens in the valve timing ... Definately worth a look.
at 17-18 mins of the video you talk about the port design, air velocity will increase if the port shape is tightening cone, i think that is the purpose of the middle walls is to greate decreasing volume in the exhaust port to create better flow by increasing the gas velocity. Same as in 4-strokes, you need certain gas velocity to create good scavencing.
You should cast a cylinder exactly the same as a commercially available one but with the 100% exhaust port. That way all issues will be related the the exhaust port design and nothing else...
The 100% exhaust port will have weird effects on the exhaust pulse shape/duration both in creating it and in receiving the reflected wave from the pipe because of the distance difference between the center area and the distance to the side area. The flow in blowdown will be choked, sonic flow too but all the rest of the cycle will be sub sonic. Not easy to analyse. A flow bench is almost useless here.
I question your use of JB Weld..40 years ago I started using a polymer epoxy, much thinner before curing, white in color. It was used in Jet Aircraft from Lockheed (given to me by my father who worked there). It easily handled combustion temps, and was much harder when cured! ..I think this type of epoxy will be much more successful for your application. It's thin enough you can "pull" an outside vacuum, to "suck" it into the application area's...I believe it's widely used in Jet assembly, so shouldn't be hard to acquire..I used this product in IMSA prototype engines with great success, so I'm confident many of your issues will be solved..Love Your channel (even after all these years) and eagerly awsit each "posting"..👍👍👍🗽🇺🇸
Awesome.... I love the idea of messing with EFI and sensors are always a bonus(when they work correctly). It's always interesting to see the new and crazy ideas you come up with ;)
With innovation one also must have failure. You have the determination that will push you to succeed. Just learning how two strokes make and lose power is knowledge for myself and others. Thanks for your help. Keep it going! M.
A very wise person once said "Easy is not worth Anything"!! This has resonated with me ever since. If we didn't have people like you....cars, airplanes, rockets, turbines etc wouldn't exist. I think it's a great idea to pursue the unconventional brute force engine. Improving the standard 2 stroke while possible and exciting, is nothing new. Keep going buddy!!! Looking forward to the next series!!!
Yes! Go injection, you can purge the cylinder as much as you want and inject fuel towards the end when exhaust are closing.. will be a hell of a engine if you get it to work… Will be LOTS of testing to get fuel ammount and timing rigth aswell as exhaust timing.. testing is fun🥳 jb welding cylinders are not😅
Now might be a good time to get the dyno sorted out, that in itself would be great watching! Take a break from the engine questions for a bit, while still working in your garage. 🤙
My vote is for the Brute Force Concept. I am hugely in favor of supercharging. I totally agree that going the 'conventional route' has been done to death. The only gains possible there are going to be underwhelming, and ultimately unsatisfying for you, and by association, many of us. I was taught that when venturing into the experimental realm, start with 'known' and add ONE unknown variable at a time, then when you have the data, add another, test, repeat, ad infinitum. I'm sure you knew this, but it seems that, like myself, impatience rose up and too many variables were added at the same time to be able to isolate specific trouble-makers. I enjoy the channel enormously! I am eagerly anticipating spectacular happenings. Thank you for all your effort and dedication!
I think the resonance type engine is really what makes 2 strokes fun. One thing you could try that you didn't mention is to optimize the engine for a turbo. People say that turbos don't work on 2 strokes - but they work on 2 stroke sleads. I think a 50cc 60 hp engine with a big turbo would be absolutely awesome.
Maybe you could look at radio control car engines. 3.5cc air cooled screamers! They have 3,5 and I believe some seven port designs now, This is a highly competitive racing class engines I am talking about turning 37,000 to 40,000 rpm on straightaways. a lot of people have worked on these designs to get them where they are at nowadays .They run on nitromethane and methanol mixture with a really low oil content too. They are incredible for what they do and how much power they make for theyre size!!!
Well done mate ,best episode ever👏👏👏, you tackled where your going ,what you want to achieve and how ,it really brings new comers up to speed with what your mission is. In hind sight when you pressed the new bore sleeve in ,you could of used a coat of jb weld over the outside of sleeve and inside of barrel ,then pressed it in ,i think it would sealed things off in one hit . Your way of working and thinking around thing's is great ,if anyone is going to make a 50cc 2 stroke scream it's head off ,it'll be you for sure.👍😁
Free jazz engineering is my new favourite term
Beautifully said
My next question is, when is the T-shirt coming out? Seriously!!!
This is even more funny if you are a musician but not a jazz musician
so happy to see the Brute force engine is back :)
I think you should design your new cylinder as a test bench, not as a finished product. Forget the outsides, don't try to make it fit on the bike. Make it from billet aluminium and CNC, eliminate casting issues. Leave ample metal to be able to rework things. Try to make it as modular as possible. Your goal is not to make a bike, it's to test the engine. Make cooling channels oversized, and clearance to the cylinder larger than normal. To test your different exhaust geometry, I think you should be able to use just different adapters between the cylinder itself and the block, so you don't have to redo the whole thing for every port geometry... So steel cylinder sleeve in aluminum cylinder "supersleeve", which has the largest possible ports setup, then that fits in a "cooling sleeve" with coolant flowing around it, then the whole thing into a "ports adapter supersleeve" with your port geometry in it, and then the whole assembly into the block. Kind of like russians dolls.
This is a very interesting (and sometimes hilarious) channel because I never know in which direction things are going to go.
So whichever way you go I personally will keep on watching - have no worry about that.
Instead of saying grafting say fabricobbled. 24:30
@@labrikorn_3299 Sadly for you..? Or for Alex? He seems to be happy with his approach and for most who has followed long enough and are still here, we have long since accepted that he operates in different ways. He may come around to your wishes but if he does so, it will be on his own accord.
Which honestly is how it should be as he is not working for any of us.
@@labrikorn_3299 Like I said, people need to stop imposing their own values and expections onto him. (That pretty much goes for many other aspects of life, too.)
I suspect you want the best for him, but I belive that you and so many others go about it the wrong way.
Yes, the answer to the tech troubles are most likely in the comments somewhere and have been for years. But he reads them, but he has to take them in, tussle with them, make them his own, make it work with the process that is his - not yours. And that can take a very long time. Maybe in the end he succeeds and someone will say: "I told you that in my comment 7 years ago!!" Now, I do not give a shit about that. Seriously, I don't.
You need to trust that he is trying his best and with the challenges he has - that a lot of us have - trust that he will have an easier time navigating them without the pressure of a bunch of strangers telling him he is disappointing them.
Is Alex hurting anyone? No, he is not. He is doing things his way. They may not be "correct", yet but it's not his job to make you happy. If you are growing impatient then unsubscribe. Hate to say it but He. Does. Not. Work. For. You.
I don't think for a second that it's his strategy to keep failing to keep the channel going. That would be borderline sociopath behavior given how genuinely pleasant he seems to be. And scheming takes a whole lot of energy and again, I don't think he has it in him to channel such negative energy.
Yes, we all want him to succeed. The difference between you and I is that have stopped caring about engines, actually I never did. Success for Alex in my eyes is for him to keep depression at bay, find a community of likeminded people who love tinkering and/or engines BUT understand depression and its many pitfalls, don't judge him and for the ones who have the means, to send some him way.
If he ever gets to the salt flats with a working bike, that's a major bonus. I don't for a sec care if he sets a record. If he stays mentally healthier with this channel than without it, that's the real victory in my eyes.
This became rather long. The plea and point was simple: Realize that humans are different and though you wish the best for him, your way of making that happen is not his way.
You could use a somewhat standard cylinder and piston in order to develop the rest of your crazy ideas in the bottom end of the engine. And once that is tested and you've mastered it, then go back to developing a crazy cylinder. While you will be smashing your brain against the bottom end of the engine it will also leave some time for your brain to come up with fresh ideas for the cylinder.
This is the way.
jaa, you already have perfect liner, just get it out and press it somewere else! and then perfect the bottom and resonance with injection and all of that, this is the real point in 2stroke, brute is 4 stroke just double the bangs...
That’s what I was thinking… perfect a basic two stroke platform and then go crazy. Ami the first to think that at this point we should be further along than in an experimental, ground level stage? Just sayin… been watching for a hot minute…
I just left a comment for him to speed up the research and development. I am getting impatient with things changing all the time.
@@kurtyoung6769 im just here for the ride. We give him advice and he can do what he wants. No need to get impatient and too pressed about it
I've come to the conclusion we might be watching you every week for the next ten years making the perfect most powerful 2 stroke. That would be absolutely fine by me. 👍
The thing about free Jazz, is it only really makes good cohesive music if there is only one instrument doing a crazy improve solo at a time.
Excellent PDCA...
Hi Alex, im watching your channel since the beginning of the supercharged 2stroke. At this moment im still very impressed that you still will keep going after all those ups and downs, many downs. But your right, a conventional 2 stroke we can see on other channels, To be honest im here to see a SUPERCHARGED 2stroke, and i will keep supporting you! Please make a supercharged one happen, because it will be bonkers! 👌
Supercharged, Injected and Scavenged. Stuffed!
The fact that you're doing what YOU feel is right, rather than pandering to an audience or the algorithm is just yet another reason why I love this channel so much. Well done Alex. Also 'free jazz engineering' - love that!!
It's understandable how difficult it is when you don't have access to a large pot of money. I remember reading a story about the development of the Aprilia RSA125. The estimated the amount of cylinders that were used in the development was around 2500 to 3500 cylinders. 😮
Always enjoying the videos and messing with my 2 strokes👌
I just love listening to a guy whose brain works like mine. All over the place at the same time. It’s a blessing and a curse. I also have seasonal depression issues and find swinging an axe provides relief. Keep on trucking my man😃
Can you put a 4 stroke engine head on the thing with proper valves? That would solve a lot of issues. Mazda has engine in works that has 2 strokes, regular valves in head, and its charged. Maybe you'd enjoy checking it out.
This might be a dumb idea, but 2-stroke crosshead engines on ships got an exhaust valve in the cylinderhead and is turbocharged. I know these engines run at 100RPM, but it's possible to use valves at high RPM(16.000RPM). It should it be possible to run a chain from the crank to the camshaft with a single lobe to a valve.
Use electric motor with frequency converter for first dyno calibrations. With that you can have easily reference point. Ofc. a vibrating 2 stoke engine is not fully compareable and needs to be confirmed later.
Smart
@Alex, lease use a double bearing on the output drive side of the crank, to help reduce cantilevered loadings/forces from flexing the crank with the drive pulley + gearbox forces, and the belt tensioning load, it's wearing your bottom end bearings out after only a hundred or few of hours of running !! ..perhaps with a 3rd thinner output bearing just to support the tip end of the output side of the crank, in a bearing spider.
It's good to see the brute force concept return. If you follow the same path as everyone else, you will end up in the same place as them. Brute force isn't thinking outside the box, it's acknowledging that there is no box. If Dugald Clerk had been developing the first 2 stroke design on a RUclips channel in 1881, the comments section would have many 4-stroke and steam engine guys saying "well, that's never going to work".
Will brute force work, I don't know, but it will be fun finding out.
I love and admire your thinking - why climb a small mountain that many people have climbed, when there's that really high one that no one has climbed ! 👍🏻
Today I made the first ever donation to a youtube channel, you deserve it 100%, have had so many good hours watching determination fold out, keep up the interesting work at your own speed.
Maybe look into the old v92 2 stroke engine. They were supercharged and they used a regular valve like on a 4 stroke for the exhaust but also used transfer like ports for intake.
When the brute force engine was mentioned I suddenly thought of Detroit diesel two strokes but using an electric injector
@johngibson3837 definitely be a good idea but direct injection requires several thousand psi of fuel pressure for combustion chamber configuration. But he mentioned about mounting in the transfer port. That would be more manageable.
12:26 - Do the 'Slow puncture in a tyre/inner tube' trick... Stick the cylinder head in a bucket-o-water and check for bubbles, you'll also see where the bubbles are coming from... 🤔😏👍 Also, not sure exactly the design/setup of this cylinder head, but, would pressing out the cylinder barrel/sleeve not give you better access? 🤔
😎🇬🇧
Don't give up yet, keep experimenting. There's a reason why you started this. a dream of yours to make a better 50cc motor so keep pursuing your dream.
@Alex, sorry when pressing the chilled Cylinder Liner into the Cylinder itself, it the Cylinder should have been warmed/heated up for a few hours in an oven/BBQ-grill, doing it 'cold' at room temperature helped stress micro-fracture part of the cylinder liner material.
But you have so many ideas and things to worry about, it is easy to understand how you missed & forgot that when using the liner from the out of the freezer plus the car jack style of pressing machine took so long the materials of the liner and the cylinder equalised in temperatures and then became a totally interference fit whilst 1/4 pressed in - you really need a quicker method of hydraulic pressing, or get a company to do it for you (next time).
Don't worry about the channel viewers/patreons wanting X or Y or Z, or H directions... we YT-ers, and they P,-ers will follow your work, your mistakes, & your progress the direction YOU take.
I am not saying discout all advices or some of the better ideas, but, butt I feel, try not be steered to far away from where you 'going'.
Please continue the free jazz supercharging approach it’s the most interesting and fun your channel is one of only a very few that satisfies my adhd yourself Pask makes, inheritance machining and the all mighty AVe are my daily go to for peace and solitude :)
I would like to thank you for opening my mind to the world of 2 strokes, and whatever direction you take we will follow you down the rabbit holes....go big or go home they say..... 2024 let's go!!!!!
Rabbit Holes are where TRUE POWER lives! (~_^)-b [HOP HOP HOP!]
65 years of messing with engines.
Usually 4 stroke but in this video is the first time I understood the significance of the 2 small exhaust orifices to the sides of the main exhorst port.
Very well explained,
Thanks for being an inspirational pioneer.
Hi Alex. If you look at a really big two stroke diesel engine, those engines has a exhaust valve opening when the exhaust gases is ready to come out. I think this maybe is the way to go, or make the sylinder head with two exhaust valve and two spark plugs, then you can overboost until the piston comes out with the white flag😂 and also make the sylinder head with two spark plugs, so the first spark ignites main mixture and the second plug ignites right after, so the combustion would be like nearly 100%. Just maybe you should be looking at some high numbers in torque and horsepower. Just an idea. Really like your videos🇳🇴🇳🇴🌞
Keep doing what you want and not what other people are doing is the best part of this Channel. Keep up the great work.
17:00 i see how the 2 smaller exhaust port can help the flowing in big middle exhaust port.
small hole high velocity/ large hole lower velocity
OMG the finger chopper is back, b.t.w. please remember Mr. Koenig (Marine 2stroke Champ for decades) for inventing/establishing the revs depending Trombone exhaust.
Adjusting exhaust length to revvs while revving, such a genius.
You should really consider conventional Poppet valves in the head at this point, for a prove of concept even a readily available head would do just fine!
Granted - the applications are a bit different, but it's tried and true after all.
And it has a lot of upsides to it, for example having the far superior uniflow scavenging, 100% of the circumference for the transfers including the possibility to easily induce ample swirl to aid in quick combustion of a rich methanol or methanol/nitro mixture, completely variable intake timing completely independent from the transfers - maybe even electronically actuated via a simple servo system, which would be well within your scope to cobble together.
Had a similar task with old Berger-Lahr servos and drives, was rather easy even as a complete layman.
I don't really see even a single downside besides it lacking the novelty factor. But then, a 50cc supercharged uniflow two stroke - does it really need any more novelty factor anyway?!
I'm kind of a fan of rotary valve concepts myself, but they just ain't it and probably never will be. There's just too many downside to the few, rather marginal benefits.
There’s a product called K Seal here in the USA. It’s a coolant leak repair liquid. Vice Grip Garage(hear on RUclips) has used it successfully in automotive engines Mainly with internally cracked blocks.
I tried it and it sealed a
weepy intake gasket on a 350 vortec. Good stuff!
Goodson seal all is the best sealer. It's a polymer you force into cracks and cure in an over . In 30 years it's the only thing that's ever worked for me on oil impregnated two stroke cylinders.
You ARE the 'Two Stroke Wizard' thank you so much for being you and doing your thing, your way.
Having been into mild two stroke tuning in the 80's I understand what you are doing and why you are doing it, and now I can live it vicariously through you. I admire you for your analytical thinking.
Do what you want to do you will gain more through experimenting with something new wether it works or not it’s the best way for personal enjoyment in what you make for your own reasons good luck with the next part of your two stroke journey i wail continue to watch and learn and laugh or cry with you all the best from Uk
Alex why are you against valves and real oil in the crankcase, you experimented with rotary pipe valves . I think a blower and unidirectional scavenging are better, and no oil needed in the fuel , and it's still a true 2 stroke, and it's possible to edd a turbo on later for more boost try something new. 👍😁❤️
Yeeeea!!!
I love the new plan!
I seriously believe this approach can net you huge gains.
Please don't rule out turbocharging! No frictional losses and i promise you that spooling a turbo much bigger than you would expect is possible, especially with all that wasted air/fuel going into the exhaust!!!
I spool a 58mm inducer, 58mm exducer, aka "5858" 1.06 a/r with only 700cc triple Yamaha snowmobile engine. The inefficiency at lower rpms pumps air/fuel into the pipe causing a natural anti-lag effect! Almost zero lag and im getting close to 350 crank horsepower but getting worried about the lower end. Being able to control your intake and exhaust timing possibly with something like movable tensioners on the belt/ chain drive......
You will figure it out!
Love ❤ your channel and im now a Nord VPN customer!
Nice 350 that triple the HP so you running in the 25/28+ psi range
using both the supercharged he got + a turbo would be really cool
You know what would be even better a standalone ecu with logging capabilities with all the basic sensor + wideband o2+ egt/ back pressure and use a maf like he suggested ditch the carb and go fuel injection plus he would gain a real way of setting the base timing of the engine correctly and be sure the number are accurate for spark advance and not shoot in the dark like he usually does.Nothing beat adjusting the fuel/timing with the stroke of a keyboard
If that was me a would keep the rotary valve and steal some design for a Detroit 2 stroke or even just use normal valve but he doesn't like valve he thinks they can't rev high go tell that to the CBR 250 with a 18k rpm red line lol
On another note 350 crank is far from maxing the turbo this is easily capable of 600+hp at 50+ psi time to reinforce the case, forged rod some nice wiseco piston maybe bigger head stud👍
Do you think they make a turbocharger small enough to work with a 50cc motor tho? ~( ,m,)~
@@legros731
Thanks for the compliments!
Only running 20 psi of boost, base horsepower is around 160hp.
I like the fuel injection idea. The problem is I believe he should use a tuned pipe eventually. His set up would benefit from barrel timing being adjustable along with different pipes he could swap out along with different timing curves on the barrel. He definitely needs a standalone I agree 100% with you on that. I'm sure he could utilize cam timing tables for adjusting the barrels. One spring loaded and two adjustable arms on the chain/belt drive could work.
Very excited to see how things go
@@hunnybunnysheavymetalmusic6542
2 strokes blow air/fuel into the exhaust unburnt. Thats antilag.... IMO he should have no issue spooling a turbo off a small diesel engine. Aftermarket stuff is out there now as well. Cheap and reliable would be something off a small kuboda tractor or similar. Trust me when I say he will be surprised at how big of a turbo can be hung on that little 50cc. Two strokes need two even three times the size turbocharger compared to a four stroke. When the pipe heats up on boost...... add another 1000 rpm to the tuned length and hang on to your ....
@@chrisdragosh8034 ok google said it was 112hp but 160 is way better and 20 psi make sense
I love the way you compose and frame your scenes
Take a look at old Detroit diesel engines. Like a 6v92 or 8v92 . The are supercharged and turbo charged 2 stroke diesels. Maybe it can give you some inspiration or ideas for cylinder port locations and design. Maybe just some ideas
Mazda have recently registered a patent for a supercharged 2 stroke with OHV. I believe this is the way forward with 2 stroke. Love your work mate.
Funny that...
Detroit patented one back in the early part of 1932...
Now I’m hipped up!! I couldn’t wait to see the bruteforce again.
Don’t stop the work, I can’t wait for the next video
Keep thinking aloud. It's quite inspiring.
Brute Force concept is very interesting. Can't wait for this journey!
Whatever you choose, keep going. Try always doing the tests to isolate the variables you want to check, even if it affects something that pokes your interest. That's the hardest part for me in my job as well. Keep going my friend, your perseverance is simply beautiful and inspirational. Take the free jazz and transform it into a beautiful bossa nova!
air cooled 125 of mine had piston ported inlet , no reeds, forged piston , CDI ,modified expansion chamber was good for 15000 RPM
Long time follower from far away Kansas City, Missouri USA. Just wanted to let you know that me, and everyone I know in the moped scene here are here for the unconventional. As long as your mental state is up for it, we’re all here for it too. You’re giving us snippets we all crave as backwoods engineers. Thank you for the years of fun. I for one am not going anywhere.
You could try a valve in head supercharged 2 stroke. ?
Exhaust valve in the head to clarify
Good explanation of you designs when you painted it out 😊
Exept the fact that you have so much knowledge and determination. I do reflect on the fact that I can relate to all the thoughts that You explain. All at the bottom when You struggle with yourself to the point when You reflect on what You have accompliced and give it all to experience new ways of thinking and don’t hesitate to live outside the box. You are a huge inspiration and a ”kick in the bum” to get to the garage and just do anything. Thank You for being open, honest and sharing. Keep fighting the small issues and Big things Will happen. /Muggen.
I enjoy seeing the R & D side of it. Don't do what others have already done. Keep trying your own thing an eventually you could come across a combination that will achieve what nobody ever has before. Keep up the great work!
You bring innovation and evolution to 2stroke design, replicating isn’t what you do, so stay with your plan, and see what boundarys you push, using stronger parts👍
Hell yeah, this was a fun trip through your thought process and I'm looking forward to the future of the brute force engine and seeing what it's really capable of!
You must keep going your own way, it's the only way to advance.
Viva la fleetwood mac !
Enjoyed hearing your thought process. ..not too long
You're a creative, beyond normal, inventor !! Never been a conventional problem solver myself. I've been going on this journey for I believe 4 years. Still here and still loving it. Keep working with your imagination. 🙌🙌
Goals will always be a huge motivator, but dont forget to have fun on the way towards it.
Keep on stuffin' xD
Finally, back to stuffing!
there must be a way for brute force to work. Like top fuel make a lot of power with huge boost, by just shoving an insane amount of air an nitromethane in the cylinder. its pretty simple design, just completely overbuilt to withstand insane mechanical stress, and a LOT of tuning. getting away from tradiational two stroke design which relies on complex fluid dynamics for scavenging, resonant exhaust & intake if you can scavenge the exhaust gas by pushing them out of the cylinder, replace wiht fresh mixture, then close the exhaust valve and keep pushing more fresh mixture before the intake port closes. the problem is that because of the symetric timimgm of intake and exhaust, you have to rely on valves to hold boost, and also have enough surface to let the exhaust gas go as freely as possibile. for me the two big problem to large area x pressure = lot of force pushing on those valves. I dont know if anyone has ever built such valves and if they can work
Good thing is unlike naturally aspirated two stroke, you don't need to have all the subsystems exhaust, port timing, intake, working perfectly together. the only thing that you cant completely brute force in a traditionnal design is scavenging the whole cylinder with ports that are at the bottom, without too much blowdown.
maybe a completely different approach with a poppet valve like uniflow diesel two strokes would work much better for a super/turbo charged 2 stroke.
The main reasons I see for not using poppet valves in a 2 stroke are simplicity, reliability, packaging/size, weight, losses,and restricting exhaust gases . all very good reasons for a production two stroke especially naturally aspirated. I think you could live with all those downsides in the context of your project and the ability to generate high boost pressurewould far outweigh them
Alex; for the people that like traditional 2-stroke content, I think there is a lot of potential in working with the 24/7 engine from Frits Overmars, BUT if your going down the "brute-force-concept" path (for now), I want to inform you of some things that may not be fully intuitive.......As you know resonance and airflow is imperative to power with a traditional 2T, but if the long term goal is to burn nitromethane, then fuel-flow & mechanical-integrity are pretty much the limitations that need MOST focus......I'm sharing this to emphasize that (at some point) power will only be limited by fuel-hydro-lock given all other factors are correct, as is the case with "top-fuel," and for this reason having a crankcase scavenged engine doesn't make as much sense......I'm not trying to dissuade you from going down the path your planning, BUT a 2-stroke with the architecture of a "Detroit-Diesel" would be more pragmatic to making the the most powerful 2T.......I know this means having an oil-pump, camshafts, valves, timing-chains, and it being more blow down limited than your rotary valves, but it will be capable of taking more cylinder pressure and boost pressure than the current design, before mechanical limitations of materials come into play (ex: crank seals)........my humble suggestion would be to use a 4-stroke 4-valve cylinder head of large bore size (oversquare-design), in order to be less blow-down limited due to valve size, and use common 4-stroke motorcycle lower end components (designed to take 60HP) then produce a custom 2T cylinder and cases to deal with the extreme cylinder pressures and RPM (long-term).......in the short term modifying one of the CRF50 clones ($150-$200 on Ebay) could be a less costly way to prove the concepts at a much lower power level: requiring a dedicated 2T cylinder, cam timing / drive ratio adjustment, and new ignition system to function.
NOTE: if a 4-stroke 50cc engine were as highly developed as a "top-fuel" engine & peak power occurred @ 8200-rpm, it would produce about 60-HP, therefore a 2T engine with the same BMEP should produce 120-HP, and of course much greater HP potential exists at 10-20K RPM......my point in stating this is 60HP should be possible with a 2T at only 1/2 the BMEP or 1/4 the BMEP if RPM is 2X, allowing greater run time / reasonable durability / lower nitro-loads......I think this could be done more easily using conventional valves / cylinder head, as long as there are NO mechanical limitations elsewhere.
Couple of recommendations for the rotary exhaust valve engine:
- Use belts instead of chains. Chains need to be constantly lubricated and are a PITA for I+D on an engine.
- Make the valves out of solid stock (maybe make them lighter by making a hollow section) and use them as ball valves, so they don't heat up as much. You will also have a fixed exhaust port, so double advantage there.
- You may want to try asymmetrical intake ports, now that you have two of them. You can try asymmetrical air inlet, or asymmetrical fuel distribution, in order to reach an heterogeneous combustion condition.
- Try to use a fuel injection system. You may want to try out Speeduino NO2C (simple and ideal for bikes) or a Microsquirt (if you don't have that much of electronics knowledge). You will get rid of so many problems that come with carburetors when it comes to boost, mostly thanks to the ability to map different engine working conditions. You will also have the ability to inject the fuel wherever is more convenient for air speed, as well as being able to design a better intake manifold, given that you won't have the geometrical limitations carbs impose.
I want to see you succeed. We all want to, and we will follow whatever path you choose with your build.
Could you use a 4 stroke head and use all the valves as exhaust valves? Just a thought.
Too many people who know too much won't try what you do because they see all the obstacles and don't think it's worth the effort. Keep it up, it may go nowhere... But it may work! Keep it up we love the journey👍
Love it! A new direction and plenty of pent up excitement ready to be turned into hard work.
Can't wait for more
Have you ever studied was happening to engine development at the end of the second word war? They were working on massively powerful two stroke engines which were supercharged sleeve valve engines. The development was only stoped by the advent of the jet engine. Another option is the rotary valve cylinder head, ie replace the popet vales with a top mounted rotary valve, again supercharged.
PIP? R.I.P!!
Supercharging, rotary valves, MegaSquirt and creativity/fabrication? HELL YES!!
I have been here almost since the beginning, Alex, and can’t wait for this new chapter. POWER to you!
I would love to have you rebuild my 1979 RD 400 Daytona special engine. GTi.
We know you'll still be thankful at 2 million subscribers, here's to hearing experimental garage 2 smokes sing!
“Yeah. Thanks for watching.” My favorite ending of any video.
When I saw the title of this upload this morning I almost fell over from joy to hear you're going back to brute force. Here I am 8 hours later actually able to watch the video and hear you talk about wanting to build different from regular two strokes I couldn't agree more. The brute force was allways an awesome concept that definitely has potential for a lot of power. (Plus I've allways loved the Detroit two stroke Diesels and how well they performed) THEN to hear you mention you're going to look into EFi was the icing on the cake. Absolutely cannot wait to see how you proceed with this. Ive allways loved the ingenuity in your brute force builds and definitely looking forward to seeing the world's most powerful 50cc forced induction 2 stroke!
Machine a hub and synchronous Cog pulley for a belt drive. Between the hub and pulley machine and isolator from urethane or something of the sort that doesn't transfer heat to the belt on your rotary exhaust ports
Phenolic isolator between the Hub and pulley is what I'm trying to say
When I did motorcycle mechanics the college had a double diameter piston 2stroke 200cc skirt 50cc crown,
Or a twin cylinder one piston 200cc no spark plug compressing into a second 50cc barrel. Interesting ?
It is about the journey 😊
In a quick google apparently pressures in the crankcase during running reach around 0.13MPa max, thats around 18.5psi.
Am i right in thinking that if you can make more boost that that you dont need to use the crankcase for quasi forced induction?
If yes would that also remove the need for oil in fuel entirely?
Essentially my question is that i supercharge a 2 stroke to hell and back you wont need oil in fuel?
I get that using the crankcase would make it even better still but if its the case you can have 2 strokes with multiple cylinders sharing a single case volume, right?
2 stroke diesel engines run like this iirc
Hell yeah brother !!! Thanks for bringing it back
You can fix the chain heating issue by insulating the sprockets with something like a high temp phenolic spacer - this can be cut on a lathe. Capping the sprocket end of the exhaust tube will also keep a lot of the heat away from the chain.
im all up for the bruteforce!
So so happy to see the brute force motor coming back! In my humble opinion it’s been your best work to date, something different and I firmly believe that’s your USP Alex!! I can’t wait to see it spark into life again!
Glad you're heading back to brute force, it's an idea I had years ago but using a ford lima 2.3. No scavenge, just mixture purge, squeeze, then bang. Cutting up the factory cam and rewelding it true is the only reason I have not attempted it yet.
The feature I was most looking forward to seeing was the valveless resonance intake...
Me too. Looks like we'll never see that now
Keep pushing! We'll be here to celebrate all the ups and downs! 🍻
As a young one i once thought about using the crank webs as a pre-charging pump to squeeze the air/fuel up the transfer ports, But being a young one, I had no way to engineer it.
Yessss, back to forced induction 💪
I honestly think this is the best approach, because regular naturally aspirated two strokes are already very thought through. So many big companies had thousands of engineers working on making them more powerful and efficient.
I think in the forced induction area there are still much more things to research and invent/re-engineer
Mazda have a blown 2 stroke that for the most part looks like a conventional four stroke but the magic happens in the valve timing ... Definately worth a look.
at 17-18 mins of the video you talk about the port design, air velocity will increase if the port shape is tightening cone, i think that is the purpose of the middle walls is to greate decreasing volume in the exhaust port to create better flow by increasing the gas velocity. Same as in 4-strokes, you need certain gas velocity to create good scavencing.
Why don't you calibrate your dyno with an electric motor with a known effect.?
You should cast a cylinder exactly the same as a commercially available one but with the 100% exhaust port. That way all issues will be related the the exhaust port design and nothing else...
The 100% exhaust port will have weird effects on the exhaust pulse shape/duration both in creating it and in receiving the reflected wave from the pipe because of the distance difference between the center area and the distance to the side area. The flow in blowdown will be choked, sonic flow too but all the rest of the cycle will be sub sonic. Not easy to analyse. A flow bench is almost useless here.
I question your use of JB Weld..40 years ago I started using a polymer epoxy, much thinner before curing, white in color. It was used in Jet Aircraft from Lockheed (given to me by my father who worked there). It easily handled combustion temps, and was much harder when cured! ..I think this type of epoxy will be much more successful for your application. It's thin enough you can "pull" an outside vacuum, to "suck" it into the application area's...I believe it's widely used in Jet assembly, so shouldn't be hard to acquire..I used this product in IMSA prototype engines with great success, so I'm confident many of your issues will be solved..Love Your channel (even after all these years) and eagerly awsit each "posting"..👍👍👍🗽🇺🇸
I was thinking about the brute force engine with a Tesla style valve in the exhaust port? I know it's out there but could be fun
Awesome.... I love the idea of messing with EFI and sensors are always a bonus(when they work correctly). It's always interesting to see the new and crazy ideas you come up with ;)
With innovation one also must have failure. You have the determination that will push you to succeed. Just learning how two strokes make and lose power is knowledge for myself and others. Thanks for your help. Keep it going! M.
A very wise person once said "Easy is not worth Anything"!! This has resonated with me ever since. If we didn't have people like you....cars, airplanes, rockets, turbines etc wouldn't exist. I think it's a great idea to pursue the unconventional brute force engine. Improving the standard 2 stroke while possible and exciting, is nothing new. Keep going buddy!!! Looking forward to the next series!!!
Yes! Go injection, you can purge the cylinder as much as you want and inject fuel towards the end when exhaust are closing.. will be a hell of a engine if you get it to work… Will be LOTS of testing to get fuel ammount and timing rigth aswell as exhaust timing.. testing is fun🥳 jb welding cylinders are not😅
Now might be a good time to get the dyno sorted out, that in itself would be great watching! Take a break from the engine questions for a bit, while still working in your garage. 🤙
That will be a routine job, done before, and lessons learned. Continue like this.
You already one of the best 2 stroke tuners you made a 30 hp 50cc 2 stroke
He has made around 23 hp on his 50cc spx engine, but 30 hp graph with bruteforce concept was a dyno error.
. Prove it
Prove it
Cool! I like the "for fun" explanation. I do that too, especially to de-compress between projects...
My vote is for the Brute Force Concept. I am hugely in favor of supercharging. I totally agree that going the 'conventional route' has been done to death. The only gains possible there are going to be underwhelming, and ultimately unsatisfying for you, and by association, many of us.
I was taught that when venturing into the experimental realm, start with 'known' and add ONE unknown variable at a time, then when you have the data, add another, test, repeat, ad infinitum. I'm sure you knew this, but it seems that, like myself, impatience rose up and too many variables were added at the same time to be able to isolate specific trouble-makers.
I enjoy the channel enormously! I am eagerly anticipating spectacular happenings. Thank you for all your effort and dedication!
I think the resonance type engine is really what makes 2 strokes fun.
One thing you could try that you didn't mention is to optimize the engine for a turbo.
People say that turbos don't work on 2 strokes - but they work on 2 stroke sleads. I think a 50cc 60 hp engine with a big turbo would be absolutely awesome.
Yes, please don't go the conventional route, as you said it's done to death already, the experimental stuff is what's interesting on your channel
Maybe you could look at radio control car engines. 3.5cc air cooled screamers! They have 3,5 and I believe some seven port designs now, This is a highly competitive racing class engines I am talking about turning 37,000 to 40,000 rpm on straightaways. a lot of people have worked on these designs to get them where they are at nowadays .They run on nitromethane and methanol mixture with a really low oil content too. They are incredible for what they do and how much power they make for theyre size!!!
Well done mate ,best episode ever👏👏👏, you tackled where your going ,what you want to achieve and how ,it really brings new comers up to speed with what your mission is.
In hind sight when you pressed the new bore sleeve in ,you could of used a coat of jb weld over the outside of sleeve and inside of barrel ,then pressed it in ,i think it would sealed things off in one hit .
Your way of working and thinking around thing's is great ,if anyone is going to make a 50cc 2 stroke scream it's head off ,it'll be you for sure.👍😁
Great over view of where you have tried. Yes build trust in dyno. Then go crazy 😊😊
I want the mad scientist don’t change, don’t conform to the norm