Just an idea, but perhaps since you are clearheaded now and haven't gone into the rabbit holes yet maybe write down your roadplan? Not just write it down, but paint in on your wall;) I am like you, I am in it for the process and love the detours but I do wish I could stick to the middle a bit more and only take the detours when I know they'd make sense.
Hi guy, sorry i don't speak english, I am french. Je viens de tomber par hasard sur ta vidéo et j'ai regardé ta vidéo de Bonneville. Si tu veux battre un record de vitesse change ton variateur et ta poulie d'embrayage. C'est des modèles basique de 103 SPX. Maintenant en France la mobylette (moped) revient à la mode pour les jeunes de 35 à 70 ans donc il y a des passionnés qui conçoive et fabrique des pièces haut de gamme pour les mobylettes. On trouve des poulies d'embrayage faite sur mesure (inspiré de la chaligne) avec beaucoup plus d'accroche et qui transmettra la puissance du moteur à la roue (après il faut le budget, ça coûte une couille). Ton variateur a une plage de 100mm il y a d'autres modèles beaucoup mieux en plage de 100mm ou 115mm, le Doppler er3 c'est un modèle pour débutant en compétition avec un bon rapport qualité/prix. Si tu es intéressé je peux t'envoyer les liens des sites qui vendes ces pièces. Il y a aussi un Français qui vie en Californie qui avais une chaine youtube sur la mobylette, il réparait et préparait les mobylettes. Il vient d'arrêter sont activité fin juin il me semble, il lui reste peut être quelques pièces de compétition.
@2STROKESTUFFING I guy, sorry i don't speak English. I am French. Je viens par hasard de tomber sur ta vidéo et j'ai regardé la vidéo de Bonneville. Si tu veux battre un record de vitesse, il faut que tu changes ton variateur et ta poulie d'embrayage. C'est des modèles basique de 103 SPX. Maintenant en France la mobylette (moped) revient à la mode pour les jeunes de 35 à 70 ans. Et il y a des passionnés qui conçoive et fabrique des pièces haut de gamme pour les mobylettes Peugeot ou MBK (il faut le budget ça coûte une couille). On trouve des poulies d'embrayage haut de gamme (inspiré de la chaligne) faite sur mesure avec une accroche qui transmettra bien mieux la puissance à la roue que la poulie d'origine SPX. Ton variateur Doppler ER3 c'est un modèle pour débutant en compétition avec un bon rapport/qualité prix mais il y a beaucoup mieux en variateur en plage de 100mm ou 115mm. Il y a un Français qui vie en Californie qui avait une chaine youtube sur la mobylette, il avait un garage pour les réparer et les préparer, il vient juste d'arrêter sont activité fin juin 2024. Je peux t'envoyer le lien de sa chaine, il lui reste peut être des pièces de compétition. Autrement si tu es intéressé je peux de donner les liens des vendeurs de pièces en France.
@2STROKESTUFFING I guy, sorry i don't speak English. I am French. Je viens par hasard de tomber sur ta vidéo et j'ai regardé la vidéo de Bonneville. Si tu veux battre un record de vitesse, il faut que tu changes ton variateur et ta poulie d'embrayage. C'est des modèles basique de 103 SPX. Maintenant en France la mobylette (moped) revient à la mode pour les jeunes de 35 à 70 ans. Et il y a des passionnés qui conçoive et fabrique des pièces haut de gamme pour les mobylettes Peugeot ou MBK (il faut le budget ça coûte une couille). On trouve des poulies d'embrayage haut de gamme (inspiré de la chaligne) faite sur mesure avec une accroche qui transmettra bien mieux la puissance à la roue que la poulie d'origine SPX. Ton variateur Doppler ER3 c'est un modèle pour débutant en compétition avec un bon rapport/qualité prix mais il y a beaucoup mieux en variateur en plage de 100mm ou 115mm. Il y a un Français qui vie en Californie qui avait une chaine youtube sur la mobylette, il avait un garage pour les réparer et les préparer, il vient juste d'arrêter sont activité fin juin 2024. Je peux t'envoyer le lien de sa chaine, il lui reste peut être des pièces de compétition. Autrement si tu es intéressé je peux te passer les liens des vendeurs de pièces en France.
A quick google says its possible to to buy here in sweden, you have to apply for it though and prove that its for motorsport use(over 16% nitro). Or call the top fuel teams and see if they can help :)
I sound like a one string banjo…Plink, plink, plink, but if you use hydrogen gas, and my engine design, which is so much simpler than all of that apparatus, RPMs are controlled by how much hydrogen gas you feed the engine you don’t need carburetors, and expansion chambers, and "nitro methane", and all of that plumbers nightmare stuff. I’m telling you,, well, you probably deduced that part, but, if you build a simple toroidal engine the way that I’ve described, you’ll just simply be on top of everything and everybody forever. You’ll make it look like everyone else just a bunch of flailing babies, as you come riding in on top of the wave, doing a hang 10, juggling, and singing like a mega rock star on dope. Man…, that’s just good tv…BAM!
Exciting times indeed. You have a noticeably stronger sense of direction after the Bonneville 2024 trip. Getting back to basics and attacking one variable at a time might not tickle the itch to solve complex problems, but knowing how close you were to the record has got to be seriously inspiring. Can't wait to see what comes next, and no matter how it goes I'm here for the ride!
Just a thought; If you're gonna cast a whole new crankcase and cylinder, why not put in holes for injectors in the crankcase or the transfer ports and do away with the carbs altogether and run efi instead? A MaxxECU mini would do the trick with a 12-1 trigger wheel at those RPM speeds. And you can also control ignition timing as well really easily. If you're planning on using a fuel pump anyway for some extra atomizer and solve those issues with power consumption, i'd say EFI would not be such a bad idea.
@@HSuomi Sure, but i'd reckon still more than enough for one cylinder. And it would basically only need trigger input, coolant temp, and intake temp to work. The rest of the inputs and outputs could be distributed as one would see fit.
@@ritter_cracker i was considering mini for my slider clutch project to log speed from different axels but its not enough. Then more expensive model is too overkill.
You definitly have to throw away all the ancient carbs and finaly start with fuel injection.Guaranteerd no more foaming and the right fuel mix at all rpm. Also dump the suspender drive which drains at least 2hp of power on an already small amount.
Efi is not that easy for a two stroke.. what he really tries to achieve is that one engine makes very much power, and the cause will most likely be a exceptional good resonance charging of the engine, as far as i understand. The Problem is to bring the afr to spec at this specific point/band with this spezific dynamic charge of the engine, that you dont know and that you may even miss. So correct me if im wrong. And please dont get me wrong, on 4 strokes i never buy a carburated motorcycle anymore, for many years already. Good thing about the carbs is, they adapt a good amount on change of flow at its own. I guess thats the point why he sticks to carbs for such engines.
@@pb223 Direct injection and swirl pot side injection / ignition are way more developed now. Oil mist intake and direct injection would work... but also don't seem to be the aim. I like this guys building things as he seems to have an idea of how he wants to get there :)
ALRIGHTY BROTHER!!! Definitely exiting times!!! Honing in. Focus and intent. The Bonneville infection has taken hold, as if the Speed of Cheese torch has been passed on. Rock it/Rocket! 🤘🏻🐒💨
Quick suggestion regarding your unconventional model: Just make an opposed piston engine with extra large ports. The pistons works to seal the ports, less parts, less leakage, and you can choose your compression and timing by changing said ports or the offset angle of the opposing side instead of having separate parts sliding inside one another. Another benefit is that you get half the piston-velocity for any given displacement; You have two cylinders being pushed half the distance. This compounds really well for small bore/stroke ratios to make really high-revving engines.
So, just my unsolicited opinion, you build 3 engines, one to test, experiment and dyno, one do the records with and perhaps one spare. You’ll improve consistency and reliability to get better results in Bonneville. I know the costs will be pressing, but your runs will be way more effective, since tinkering is a waste of time being there.
What he should do is just pay Ducati to build his engine for him. With limited #s....like 3-5,000 units. Then, send them out to everyone to open source the project. That would work even better than doing all of the design, cast, build, tune processes, then just 3 in his garage.
@@nathanchalecki4842 Sounded like his new roadmap is to do next year's Bonneville with less free jazz. As in less/no experimental, so at least two engines would be sound. Then after that, (way more) experimental.
being here in the uk 🇬🇧 this is incredible watching alex design and build his way threw the problems thats involved on the way i remember riding a RD125 years ago and when it hit the power band it was crazy quick scary for a light bike and trying to get the same power out of 50cc is blowing my mind 😊😂
I see that the only doubt you have concerns the carburetor. I had several problems with the pwk, and made the change to a dell'orto 30 vhsh. I am currently doing very well, the results are consistent, and the carburetion can be done fine. Then again, they were also used on kz125 karts, give it a thought. Greetings from Switzerland 😁
Awesome good to see you in your shop full od enthusiasm again. Seems like you have many things you are wanting to do. I find for myself that if l create a list of all these things l am able to mame a precedence diagram which helps me prioritise the work l need to do first and what other activities can take place simultaniously. Good luck.
Hey Alex, i've been thinking a long time to comment, because maybe you've already thought long and deep about this, but back in the days i put together a decent Minarelli that made 24hp just by tuning it myself on the street. To get a constant stream of fuel on a carb (28mm Oko D-slide) that was actually in a bit of a too steep angle to work properly on gravity and a floater, i used a fuelpump from a Gilera Runner (125 2stroke). Just a little pulsepump wich circulated over the fueltank and branched of to the carb. This worked actually really good. Never had problems with a too steep carb and a solid steel inlet (no foaming). Love your commitment and additude dude, keep it up! Greetings from The Netherlands
I'm gonna say the same thing as a couple of other people in here and suggest going to some sort of fuel injection. Watching you play musical carbs to trade one issue with one carb for another over years was rough. The tech definitely exists to put together a reliable injection system these days.
First: Great work and compliments for dedication. Over the years i kept working on my personal projects and tried some of your ideas, sometimes they didn't work, sometimes they was game changing. Mixed with my own thoughts now i have some special small 2 stroke engines that make people talk. I see motivation and humility in you, keep going trying to revolutionize but keep in mind what others alredy did!!
I enjoy watching your videos. I would highly recommend you consider attending the Bonneville Motorcycle Speed Trials (previously called BUB) instead of Speed Week. BMST is a motorcycle only meet and you can do AMA national records or FIM world records. Last week of August. This year was amazing! If you did go then I would enjoy meeting you. I’m another two stroke guy.
Why not get a small hydraulic pump and mount that to the crankshaft through a gearset to match the rpm's and route the oilflow through a proportional valve into a large oilcooler. This way you could create any condition for the engine by simply controlling the opening of the valve. A system like this will have no issue's running hours on end and it will heat up your garage as well in the winter as a bonus. Very easy to build and it will last for decades. You could mount the sensor to the pump to counteract the rotation of the housing of the pump, Make a bracket so the pump can rotate around its own inputshaft so you will have very acurate torque measurements.
I'm looking forward to your sleeve valve design. Reminds me of WWII aircraft engines like the Bristol Centaurus and the Napier Sabre. Side note, I believe both of those required forced induction.
Try angling the carb mounting face down, so it's in line eith the inlet tract and the air doesn't have to curve up. Used in old go kart engines such as the rotax DSF-L, DSE-L, Parilla TT-49 and other ones I can't name.
Alex, my advice to you would be keeping it KISS, as you are seeming to focus on now. Forget about turning the twostroke world upside down. It will only cause you headaches. You have gathered a lot of knowledge and contacts. Rome was not build in a day. Aim for all those many small improvements. One at a time. Keep focused and do not let all the ideas in your mind wander away. I repeat myself: KISS.
Hello. Nice to see a "normal project" for us to follow to the salt flats ❤ regarding the nitro metane: one nice email to the goverment that you are going for the record... maybe they would grant you acces to the chemicals you need. Best of luck from Slovenia 💪
Hi Alex Fantastic pip.2 👍🏻. While you were getting ready for Bonneville l said to myself l have to support this guy 👌🏻 I bought 2 of your T's . To say l am delighted with them is an understatement. I got the Bonneville 2024 and a blue"easy is not worth nothing". Thank you Alex thank you
Just as an idea for the future. Look up PZ-Tuning, its also a german simson tuner and he has developed a cylinderhead with inserts so he can easily experiment with geometry of the head to make more power
I agree with you that the materials around that big bearing in the crank will distort with usage. The proper way to correct this is to use a chain on each side of the motorcycle. An output shaft on both sides of the engine, so that the crankshaft would be two headed or balanced.
Love the videos. My one recommendation is to first set yourself with a reliable dyno that you can use to measure your progress with. I love your passion and wacky ideas but would also love for you to be able to see if you are making gains. Keep it up.
Hi Alex, about CRANKSHAFT ISSUE: considering the relatively high radial load applied by the CVT at some distance from the main bearing, the induced web bending is something to be considered due to alternative deformation, specially at high RPM. The combination of the alternative bending and the resisting torque (and the increased friction) at high RPM can produce twisting between webs. I highly recommend you install a bearing in the crankshaft end in order to avoid the bending deformation due to CVT
The least expensive is to buy offbrand carbs and reuse parts from genuine ones you already have. Oh by the way, FINALLY you are on a more winning path! :) Keep it up!
A Waterbreak is not very different to a torque converter of an automatic transmission. Maybe going to the scrap yard getting such a thing could be a short cut.
Use a couple alternators on a dyno similar to Robot Cantina's diesel experiments, the power output can give an estimate of the power outout. The numbers cant compare to hp accurately, but will give accurate and reliable numbers to show progress! By showing wattage at given engine speed. With only a tachometer and power meter, volts, amps, watts= power, 750watts =1 hp, with losses in efficiency, its likely 1000-1400 watts, because the average alternator is only 60% efficient+/- a few watts, newer May be slightly more efficient , a permanent magnet generator could be more efficient, 80-90% you Dyno equipment can still be used, showing the actual hp, and this systen can be used constantly. Simulating long runs . Modify the field coil uding a dc motor control of variable power supply to regulate output. Making the load however you need it. With hesting coils boiling water burning iff the power! Maybe this can help!
was that a sleeve valve on the simulation? might be useful to look in to the sleeve valve mechanism used in the Napier Sabre engine. that was a 4 stroke but im sure some lessons could still be learned from it, was a very capable engine from way back, think it was the first engine to make over 1hp per cubic inch(?) and the use of sleeve valves was critical in achieving that goal I believe.
0:23 I don't know if it's scripted, but it's golden anyway. "I need to approach this in a new way" then proceed to repeatedly click on a Windows dll error
Awesome!!! I'm excited!!! Also, your Bonneville video awakened some part of my childhood love of the cars that race there. Now I want to go. I would die in August. (Too Hot) LOL!!!
I just had a crazy idea. What if pipe was made out of shape memory alloy? This way it could literally shapeshift and adjust itself depending on exhaust gas temperature. I know manufacturing such thing would not be easy but it could used be used in many interesting ways.
Even if no record, Bonneville seems to make you come swinging out of your corner. The inspiration alone is probably worth it. When you win its a race when you don't its a muse in
I know how you could have a stable fuel pressure for the lektron carb. Use a fuel pump on the tank outlet, pump to the carb but also up to an exit up in upper part in the tank.
Could I just offer my thoughts. Can you rember all the problems you've had with using carburetors that are way to large going right back to the SPX project all those years ago. Make the induction tract smaller so it can be enlarged by hand. Mount the new engine to a sturdy frame with no flex along with the PTO pump you already have with manual ball valve with a long handle. Heavy duty PTO pumps are available at breakers yards as well. This will give 100% load control! The 90 mm con rod crank was very hard to find even in Spain! Why not use a off the shelf crank assembly which is available! I wish I had a AM6 engine unit, I can only but dream.
When you do clean it only lasts like 5 mins cause then you're like oh I can work on this now. Then there's stuff everywhere again. I also don't like if anyone touches my mess cause I still know where everything is and it messes with my head.
@@rapturedreamvision7205 That's why I have a "Biohazard Fee" for the dirty folks too. I took the old Poser Mobile commercial and mad it law. "Fees son, fees."
Hi Alex, it's amazing how actually experiencing Land Speed Racing on a Salt Flat focuses the mind lol. There is a 50cc2 stroke bike down here in Australia that runs Nitro/Methanol, and it uses an Amal Carb with great success. I personally run Lectrons on my RGV/Aprillia engines, but I run Race Petrol/Gasoline and they are great. Have you ever been in contact with Lectron about supplying a suitable carb for your project. As always I'm looking forward to the next instalment in your Journey. Onward and Upward Pete
As i mentioned before: You must get up in temperature, Flash point of gasoline -25*C, methanol +9*C, nitrometane +35*C. Unless you cant get things to burn (rapidly) nothing is going to hapend (no watercooling). The exhaust system need to be perfect and as smooth as a midwiifes bum on the inside, no angular bends or pimples at the joints and absolutely no leakages and dangle. It's a precission instrument.
KISS: Keep It Simple Stupid keep up the good work. glad to see you back at it. have you considered a CIS injection system like VW used? could run it completely off of airflow and a simple controller to adjust fuel flow. would act like a carb but would eliminate some of the issues with a carb
Awesome we have plans. As you have time sorting out your dyno's use that cheap Chinese kit bike for testing and getting a frame together for testing various engines transmissions is smart. Super interested in the FOS. Keep more than one engine ready optomized for different fuels, and how about running one just gasoline but water and alcohol injection like turbo engines. Keep a separate Nitro engine it kills stuff. Fitting something wild in the RS50 would also make great content. Although your not obligated to do anything I say.
When running on methanol, there is reduced need for active cooling. Dunno how much nitromethane would affect it though. Probably worth using a low pressure pump to alleviate the fueling issues, maybe something like the last carbureted sportbikes used (ex. first gen R1s) and time to ditch that crank, it moves out of alignment a little too easily! If it is possible a longer rod would help with rotational stresses and slightly slow down the angular velocity close to both dead centers (TDC/BDC) And rotary valve reinforcement! Bonneville is where experiments prove themselves, but for the meantime, the experiments have to be proven first. No pressure!
finally it's going to be awesome :-) looking forward to the lessons. May I ask a question? I've been on the 2-stroke for a few months now. Maybe you have a few minutes to look at the cylinders from CP Industries Inc for the Banshee and evaluate how they perform in terms of porting etc. That would be mega nice and would help me a lot with my project preview for me and for winter. I would like to have your knowledge about 2-strokes as a neighbour. Many greetings from Germany.
It's funny, I've been thinking about whether you should make a new engine. so glad you made a more normal engine. yes, it's not quite your own. but I believe it can make good hp
If you try to run on PWK with PowerJet, the PowerJet can be feed by a separte Nitro / Methanol tank. It's furgal design. By the way, have you thought about fitting direct injection ?
just wondering why still sticking to variators? all the highest performance production 50cc 2 strokes have/had gearboxes. I'm pretty sure there's less losses than with a belt, plus you can make sure to be in first gear to get the engine going into the powerband. then with a short gear ratio box you can go up he gears staying in the powerband. ultimately, its much easier / more meaningful for dyno testing. you can pick your gear for dyno run, more control and easier to trouble shoot issues. variator will always change ratio depending on the speed, rpm, load
Take a straight tube, and put 2 pistons in it. One is launched forward to slam into the back of the second one. A charge is compressed between them to HCCI. Both are on a mechanical diode so that they move forward only, and never backwards. The second one doesn’t move forward because in a circle geometry it is connected to the output shaft of the engine, which has to move the car. But in this linear form, it would, of course, just simply move forward, and the charge would not be compressed. I so desperately, wanna move onto the next stage of the engine design, but I have to repeat myself several times in an order to be completely thorough. So, now imagine that instead of just two pistons in a straight tube, there are several. Now you can see that the momentum of the first piston is passed into the second piston, and so on, and so on, and the speed of the final piston is exponentially fast. The first one hits the second one, and it is going twice as fast as the first one, the third one is going even faster, and the fourth and the fifth and so on. This is very important to understand because instead of a straight tube, we will ultimately be using only 4 Pistons that travel in a circle geometry, torus, or donut shape, And it will be equal to a free spinning wheel. It is beyond words and infinitely difficult to explain how the pistons and their arms are assembled into the "one piece" donut shaped housing, so I will explain this once we are face to face. It is meta-genius in a time that viable solutions are mandate. This may seem counterintuitive at first because it will seem like the Pistons have to stop and start over and over, but this is not what is happening. Yes, they are stopping and starting, but there is an air spring between them…, which "is" the charge. It is important that you grasp this, but the momentum of the preceding set of pistons is "fully." Passed on to the succeeding set of pistons, which are connected to the output shaft. In a crankshaft engine, the connecting rod eventually breaks with higher RPMs. In a crankshaft engine it is impossible to achieve HCCI because HCCI would have to occur at top dead center, and none of the combustion’s force would be turned into torque. It would merely try to compress the connecting rod. we literally have to drop the entire concept of a crankshaft. I call it direct torque when a piston travels directly around the output shaft. There are no oblique crankshaft angles to contend with. So, let’s proceed to the actual working design where the pistons travel in a circle. Imagine two pistons across from each other, following each other around in a circle pattern. There is an arm between the two, and the output shaft is in the center of that arm. So, imagine a rubber mallet, and at the end of the wooden handle, it butts up to the end of another 2 headed rubber mallet hammer. One stick handle with a 2 headed piston on each end. The middle of the wooden handle that runs between the 2 rubber mallet heads has the perpendicular output shaft connected to it. Everything is made of metal, and not rubber or wood. This merely describes the shape of the components. So, inside of a hollow donut shaped housing, the first set of pistons, slams into the back of the other set of pistons compressing a charge to HCCI. both sets are on a mechanical diode, so they move one direction, but not the other. You will "not" figure out how the valves work, so don’t waste your time trying. I will have to reveal that when we are face to face. They are completely self actuated, and don’t require mechanical linkage. No valve trains. They are gas operated by trapping a very small portion of the combustion’s force, and as the piston travels along it’s stroke, internal pressure decreases, and the trapped portion of pressure overrides the pressure in the cylinder, and pushes the valve open at precisely the right time. It is done this way because under different engine loads and varying RPMs the pressures, of course deviate. It may sound complicated, but it is extremely simple, and like I say, I would have to show you when we are face-to-face. Now, we have to stop and consider that a hydrogen combustion is 10 times faster than the propagating flame of a gasoline combustion. This engine design is capable of 30 or 40,000 RPMs before it can fly apart due to centripetal force. it will reach these RPMs almost instantly because of the exponential gain in RPMs that I mentioned in the beginning of this presentation. The forward momentum of the preceding piston is passed on to the succeeding set. The shape of this engine is very compact, and just so happens to be the shape of a wheel hub, and therefore fits inside the wheels of a car. I have also designed an infinitely variable, constantly variable, "direct drive" built in transmission that is no bigger than the planetary gear set in an ordinary automatic transmission. This transmission can go from full forward under total engine load to full reverse under total engine load with no damage whatsoever, just by the slide of a shifter. It is unique because you can spool the engine instantly up to 40,000 RPMs, and then engage it to the wheels with no damage to any of the components. It doesn’t have a driveshaft so the frame of the vehicle doesn’t have to be so beefy. Also, The gyroscopic effect will throw the front end of the car downward upon acceleration instead of lifting the front of the vehicle. This gives supreme traction when you want it, and you can break the tires loose at any point when desired for control of the vehicle. Center of balance is lower and far more equally distributed. There is an engine in each wheel of the car for four-wheel-drive if so desired. If it were to run on gasoline it would get 200 miles to a gallon, but hydrogen is free with my approach. The vehicle would be able to accelerate, brake, and corner, faster than the human operator. Now, batteries suck… We all know this. So, to make a car perfectly efficient, we don’t use regenerative breaking that is currently deployed that merely retrieve only 13% because they are trying to recharge batteries which certainly not instant. In the front wheels of the car are electric motors. If the vehicle is going 60 miles an hour and you put on the brakes, the electric motors, capture the energy for stopping the vehicle and put it in super capacitors, not batteries. This will re-launch the vehicle back up to 60 miles an hour for free. That is just an example. If you are going 40 miles an hour and have to stop at a light, the energy is captured, and stored in super capacitors to retrieve 90% to re-launched the vehicle back up to 40 miles an hour no matter how heavy the vehicle is it doesn’t matter if it’s a train, it will do the same. This way, the engines only come on to maintain vehicle speed for absolute efficiency. The vehicle that these engines are in would be able to accelerate, break, and corner faster than the human operator. The cars would be super super light, and super powerful, and super efficient. The way the transmissions work is that they are only a planetary gear set whose annulus is slowed down for higher ratios. It is slowed down by magnets passing wires. That means it generates enormous amounts of electricity to go from neutral to a one for one ration at gradual increments. Where is the electricity sent? To the front electric wheel motors. So, if the back tires break traction, they instantly slow down automatically to grip again. The design is supreme, and can’t be improved upon. Again, hydrogen combustion is 10 times faster than a gasoline combustion, and speed is turned into torque for greater efficiency. My engines don’t need seals so there’s no touching parts except for the bearings that support the weight of the vehicle. They are no load bearings other than the weight of the vehicle. It takes time for gases to escape through a crack, and because these engines are high RPMs, they don’t need seals. They don’t need water to cool them, they don’t need oil to lubricate them. The design is supreme, and hydrogen combustion is the future. There are several ways to get free, hydrogen, and like I mentioned before, it would be ideal to get the hydrogen from electricity from hollow spherical sonic fusion reactor powerplants that I have designed, but that is at least a decade off if I were controlling it. So, a truly easy way to get limitless amounts of free hydrogen would be to choose a spot along the oceanic ridge where tectonic plates separate. Magma is right on the ocean floor so a pipe made of zirconium dioxide would not have to dip into the magma very far for sea water to enter the pipe from the bottom of the ocean with 40,000 psi, and enter the pipe that dips into the lava, and then head straight up for the surface of the ocean. The water would pick up 5000°F continuously, and never reach the surface of the ocean because it would burst into hypersonic steam where it may spin a Pelton turbine far "above" the surface, and create enormous amounts of electricity for electrolysis for a seemingly endless supply of hydrogen fuel for free 😊to be stored on metal hydrides such as that of Plasma Kinetics, so that tritium is made as a free byproduct to be used in fission, and soon, fusion reactors as fuel for even more free renewable energy. Contact me to make it happen. STYX
We talked about three or four years ago, when I had it all 3-D model. I have sent you a design that fits into the wheel hub of a motorcycle. That one operated like a two-stroke engine. The one I’m sending you now has valves in it. It’s a far better design. It’s the final design of all engines. True supremacy that cannot be improved upon what else are you doing, Alex? Now you’re taking proven technologies, and showing that you can improve upon them. Why not just go all of the way, one final time, and build an engine that will retrieve immediate recognition, and global fame, and write your name on the bright wall of life forever. It is a true contribution to all of mankind and civilization. I kind of believe that you might be the only one that can even understand it. Take a hard look, and nowhere on the Internet will you ever find another true HCCI design. There are others claiming it, but they are sparked assisted. That is not, I repeat, not, HCCI. THIS IS THE ONLY DESIGN TO DEPLOY ACTUAL TRUE HCCI! Don’t mess this opportunity to shock the world, make your family stand up and applaud, and all the RUclipsrs in the world never be able to outdo this engineering feat. Bam…! Remember that? Show ‘em how it’s done. Run with, and don’t forget me when you arrive. In case you are wondering… Where does the enormous amounts of electricity generated by the transmissions go upon acceleration of the vehicle go? it goes to the front electric wheel motors. The same motors that charge super capacitors to 90% upon regenerative breaking. This way, should the front tires come off the ground, the rear wheels, slow down, and get traction 100% of the time. Not to mention you have all wheel drive when you include the front electric wheel motors. Just build a small one of these engines, put it in a motorcycle, and put an electric front wheel motor in the motorcycle. Electric front wheel motors, already exist, so all you gotta do is build the hydrogen engine, and contact Paul Smith at plasma, kinetics, and BAM! The world will stand up and listen to you… and me too of course. I hope you have the good sense to pursue this while you can. Love you bro, peace out…STYX.
Current regenerative breaking only retrieves 13% because they’re trying to charge batteries which don’t instantly charge. Super capacitors will retrieve and deliver 90% of the energy and regenerative breaking. Plus, they don’t cost nearly what batteries do they don’t explode, and they last forever. Not to mention they’re a whole lot lighter. honest to God supremacy. It is impossible to improve upon this approach.
If you can pick up a 240v generator with a knackered engine. Power the generator from the bike drive and load the generator with resistive heaters. That will give you a petty consistent and measurable power output.
incogni.com/2stroke - 60% off for everyone who passes through the link!
Just an idea, but perhaps since you are clearheaded now and haven't gone into the rabbit holes yet maybe write down your roadplan? Not just write it down, but paint in on your wall;)
I am like you, I am in it for the process and love the detours but I do wish I could stick to the middle a bit more and only take the detours when I know they'd make sense.
I think aero will make or break your conventional engine run.
Hi guy, sorry i don't speak english, I am french. Je viens de tomber par hasard sur ta vidéo et j'ai regardé ta vidéo de Bonneville. Si tu veux battre un record de vitesse change ton variateur et ta poulie d'embrayage. C'est des modèles basique de 103 SPX. Maintenant en France la mobylette (moped) revient à la mode pour les jeunes de 35 à 70 ans donc il y a des passionnés qui conçoive et fabrique des pièces haut de gamme pour les mobylettes. On trouve des poulies d'embrayage faite sur mesure (inspiré de la chaligne) avec beaucoup plus d'accroche et qui transmettra la puissance du moteur à la roue (après il faut le budget, ça coûte une couille). Ton variateur a une plage de 100mm il y a d'autres modèles beaucoup mieux en plage de 100mm ou 115mm, le Doppler er3 c'est un modèle pour débutant en compétition avec un bon rapport qualité/prix. Si tu es intéressé je peux t'envoyer les liens des sites qui vendes ces pièces. Il y a aussi un Français qui vie en Californie qui avais une chaine youtube sur la mobylette, il réparait et préparait les mobylettes. Il vient d'arrêter sont activité fin juin il me semble, il lui reste peut être quelques pièces de compétition.
@2STROKESTUFFING I guy, sorry i don't speak English. I am French. Je viens par hasard de tomber sur ta vidéo et j'ai regardé la vidéo de Bonneville. Si tu veux battre un record de vitesse, il faut que tu changes ton variateur et ta poulie d'embrayage. C'est des modèles basique de 103 SPX. Maintenant en France la mobylette (moped) revient à la mode pour les jeunes de 35 à 70 ans. Et il y a des passionnés qui conçoive et fabrique des pièces haut de gamme pour les mobylettes Peugeot ou MBK (il faut le budget ça coûte une couille). On trouve des poulies d'embrayage haut de gamme (inspiré de la chaligne) faite sur mesure avec une accroche qui transmettra bien mieux la puissance à la roue que la poulie d'origine SPX. Ton variateur Doppler ER3 c'est un modèle pour débutant en compétition avec un bon rapport/qualité prix mais il y a beaucoup mieux en variateur en plage de 100mm ou 115mm. Il y a un Français qui vie en Californie qui avait une chaine youtube sur la mobylette, il avait un garage pour les réparer et les préparer, il vient juste d'arrêter sont activité fin juin 2024. Je peux t'envoyer le lien de sa chaine, il lui reste peut être des pièces de compétition. Autrement si tu es intéressé je peux de donner les liens des vendeurs de pièces en France.
@2STROKESTUFFING I guy, sorry i don't speak English. I am French. Je viens par hasard de tomber sur ta vidéo et j'ai regardé la vidéo de Bonneville. Si tu veux battre un record de vitesse, il faut que tu changes ton variateur et ta poulie d'embrayage. C'est des modèles basique de 103 SPX. Maintenant en France la mobylette (moped) revient à la mode pour les jeunes de 35 à 70 ans. Et il y a des passionnés qui conçoive et fabrique des pièces haut de gamme pour les mobylettes Peugeot ou MBK (il faut le budget ça coûte une couille). On trouve des poulies d'embrayage haut de gamme (inspiré de la chaligne) faite sur mesure avec une accroche qui transmettra bien mieux la puissance à la roue que la poulie d'origine SPX. Ton variateur Doppler ER3 c'est un modèle pour débutant en compétition avec un bon rapport/qualité prix mais il y a beaucoup mieux en variateur en plage de 100mm ou 115mm. Il y a un Français qui vie en Californie qui avait une chaine youtube sur la mobylette, il avait un garage pour les réparer et les préparer, il vient juste d'arrêter sont activité fin juin 2024. Je peux t'envoyer le lien de sa chaine, il lui reste peut être des pièces de compétition. Autrement si tu es intéressé je peux te passer les liens des vendeurs de pièces en France.
May I say that you are looking and sounding very relaxed, good to see!
I can’t compete with your engineering and practical development skills but it is and has always been a blast watching you work.
Cheers
Small tip: when using a cad simulation it always helps me a lot by drawing a degree wheel behind rotating parts to visualize angles of rotation.
A quick google says its possible to to buy here in sweden, you have to apply for it though and prove that its for motorsport use(over 16% nitro). Or call the top fuel teams and see if they can help :)
Looks like someone got inspired from what they saw on the salt flats!
Lots of inspiring stuff there, no upside-down single variated two strokes unfortunately. Well except for mine.
I sound like a one string banjo…Plink, plink, plink, but if you use hydrogen gas, and my engine design, which is so much simpler than all of that apparatus, RPMs are controlled by how much hydrogen gas you feed the engine you don’t need carburetors, and expansion chambers, and "nitro methane", and all of that plumbers nightmare stuff. I’m telling you,, well, you probably deduced that part, but, if you build a simple toroidal engine the way that I’ve described, you’ll just simply be on top of everything and everybody forever. You’ll make it look like everyone else just a bunch of flailing babies, as you come riding in on top of the wave, doing a hang 10, juggling, and singing like a mega rock star on dope. Man…, that’s just good tv…BAM!
@@2STROKESTUFFINGthat is either a badge of honor, or there is a reason for the lack of that engine.
I'm guessing its the latter, sorry bro.
@@YourFriendlyHoodVampire No need to be sorry.
Exciting times indeed.
You have a noticeably stronger sense of direction after the Bonneville 2024 trip. Getting back to basics and attacking one variable at a time might not tickle the itch to solve complex problems, but knowing how close you were to the record has got to be seriously inspiring. Can't wait to see what comes next, and no matter how it goes I'm here for the ride!
Looks like experience gained, lessons learned, conclusions picked up, battle plan ready, things in motion… fingers crossed man 👍🏻
Just a thought; If you're gonna cast a whole new crankcase and cylinder, why not put in holes for injectors in the crankcase or the transfer ports and do away with the carbs altogether and run efi instead? A MaxxECU mini would do the trick with a 12-1 trigger wheel at those RPM speeds. And you can also control ignition timing as well really easily. If you're planning on using a fuel pump anyway for some extra atomizer and solve those issues with power consumption, i'd say EFI would not be such a bad idea.
Mini has so little I/O available for various relays, speed sensors etc.
@@HSuomi Sure, but i'd reckon still more than enough for one cylinder. And it would basically only need trigger input, coolant temp, and intake temp to work. The rest of the inputs and outputs could be distributed as one would see fit.
@@ritter_cracker i was considering mini for my slider clutch project to log speed from different axels but its not enough. Then more expensive model is too overkill.
@@ritter_cracker sure its good for just engine control. Separate datalogger would be more suitable
You definitly have to throw away all the ancient carbs and finaly start with fuel injection.Guaranteerd no more foaming and the right fuel mix at all rpm. Also dump the suspender drive which drains at least 2hp of power on an already small amount.
yep fuel injection is the future, way better burning plus hopefully more power
You probably right.. but aren’t the records(speed) not all done with carbs? Also is there something out there that can handle the rpm of a 50cc?
Efi is not that easy for a two stroke.. what he really tries to achieve is that one engine makes very much power, and the cause will most likely be a exceptional good resonance charging of the engine, as far as i understand.
The Problem is to bring the afr to spec at this specific point/band with this spezific dynamic charge of the engine, that you dont know and that you may even miss.
So correct me if im wrong.
And please dont get me wrong, on 4 strokes i never buy a carburated motorcycle anymore, for many years already.
Good thing about the carbs is, they adapt a good amount on change of flow at its own.
I guess thats the point why he sticks to carbs for such engines.
I would sponsor one ecu for him! 🚀😁
@@pb223
Direct injection and swirl pot side injection / ignition are way more developed now.
Oil mist intake and direct injection would work... but also don't seem to be the aim.
I like this guys building things as he seems to have an idea of how he wants to get there :)
ALRIGHTY BROTHER!!! Definitely exiting times!!! Honing in. Focus and intent. The Bonneville infection has taken hold, as if the Speed of Cheese torch has been passed on. Rock it/Rocket! 🤘🏻🐒💨
Quick suggestion regarding your unconventional model: Just make an opposed piston engine with extra large ports. The pistons works to seal the ports, less parts, less leakage, and you can choose your compression and timing by changing said ports or the offset angle of the opposing side instead of having separate parts sliding inside one another.
Another benefit is that you get half the piston-velocity for any given displacement; You have two cylinders being pushed half the distance. This compounds really well for small bore/stroke ratios to make really high-revving engines.
verrr interestin
glad to see you back and full of ideas
Ska bli kul att följa 👍
I like the new direction & energy! Looking forward to this mate.
So, just my unsolicited opinion, you build 3 engines, one to test, experiment and dyno, one do the records with and perhaps one spare. You’ll improve consistency and reliability to get better results in Bonneville. I know the costs will be pressing, but your runs will be way more effective, since tinkering is a waste of time being there.
Also, in the grander scheme of things, two more castings may not actually end up as a huge post on the budget.
Nah that makes no sense, sorry. He can't build the spare and records engines until his other one is dialed..
I'm getting three cylinders cast👍
What he should do is just pay Ducati to build his engine for him. With limited #s....like 3-5,000 units. Then, send them out to everyone to open source the project.
That would work even better than doing all of the design, cast, build, tune processes, then just 3 in his garage.
@@nathanchalecki4842 Sounded like his new roadmap is to do next year's Bonneville with less free jazz. As in less/no experimental, so at least two engines would be sound. Then after that, (way more) experimental.
Nice to see you back with renewed energy and a strategy to get the record go well Alex
Thank you for the madness
12:32 Most American RUclipsrs say that they filmed in Mexico when they were breaking motor vehicle laws.😂
being here in the uk 🇬🇧 this is incredible watching alex design and build his way threw the problems thats involved on the way i remember riding a RD125 years ago and when it hit the power band it was crazy quick scary for a light bike and trying to get the same power out of 50cc is blowing my mind 😊😂
testdelayer.blogspot.com/2024/03/record-mundial-argentino-210-kmh-con.html
Look at this mate😉👍
WOOOOO0OOOOO, YEAH BABY! That's what I've been waiting for! That's what i's all about!
I see that the only doubt you have concerns the carburetor. I had several problems with the pwk, and made the change to a dell'orto 30 vhsh. I am currently doing very well, the results are consistent, and the carburetion can be done fine. Then again, they were also used on kz125 karts, give it a thought.
Greetings from Switzerland 😁
I also threw away the PWK for Dellorto VHSB👍
Känner mig alltid välkommen 🙏 till ditt garage Alex ❤
Back to the laboratory!!🤘🤘🤘💯Build,break,fix, repeat....2strokelyfe
Looking forward to the continuation.
Awesome good to see you in your shop full od enthusiasm again. Seems like you have many things you are wanting to do. I find for myself that if l create a list of all these things l am able to mame a precedence diagram which helps me prioritise the work l need to do first and what other activities can take place simultaniously. Good luck.
Hey Alex,
i've been thinking a long time to comment, because maybe you've already thought long and deep about this, but back in the days i put together a decent Minarelli that made 24hp just by tuning it myself on the street.
To get a constant stream of fuel on a carb (28mm Oko D-slide) that was actually in a bit of a too steep angle to work properly on gravity and a floater, i used a fuelpump from a Gilera Runner (125 2stroke).
Just a little pulsepump wich circulated over the fueltank and branched of to the carb.
This worked actually really good. Never had problems with a too steep carb and a solid steel inlet (no foaming).
Love your commitment and additude dude, keep it up!
Greetings from The Netherlands
I'm gonna say the same thing as a couple of other people in here and suggest going to some sort of fuel injection. Watching you play musical carbs to trade one issue with one carb for another over years was rough.
The tech definitely exists to put together a reliable injection system these days.
Awesome 👌 this is exciting. Hope it works perfectly for you bro.
Man, it is good to see you SO inspired!!
Really excited for what's to come, keep up the great work!
First: Great work and compliments for dedication.
Over the years i kept working on my personal projects and tried some of your ideas, sometimes they didn't work, sometimes they was game changing. Mixed with my own thoughts now i have some special small 2 stroke engines that make people talk.
I see motivation and humility in you, keep going trying to revolutionize but keep in mind what others alredy did!!
I enjoy watching your videos. I would highly recommend you consider attending the Bonneville Motorcycle Speed Trials (previously called BUB) instead of Speed Week. BMST is a motorcycle only meet and you can do AMA national records or FIM world records. Last week of August. This year was amazing! If you did go then I would enjoy meeting you. I’m another two stroke guy.
Why not get a small hydraulic pump and mount that to the crankshaft through a gearset to match the rpm's and route the oilflow through a proportional valve into a large oilcooler.
This way you could create any condition for the engine by simply controlling the opening of the valve.
A system like this will have no issue's running hours on end and it will heat up your garage as well in the winter as a bonus.
Very easy to build and it will last for decades.
You could mount the sensor to the pump to counteract the rotation of the housing of the pump, Make a bracket so the pump can rotate around its own inputshaft so you will have very acurate torque measurements.
To easy. It has to be something that fails 😂
I'm looking forward to your sleeve valve design.
Reminds me of WWII aircraft engines like the Bristol Centaurus and the Napier Sabre. Side note, I believe both of those required forced induction.
Norwegian Bonneville racers, now that must be a pretty exclusive club. With self constructed engine, even rarer. Not bad! 👍
Try angling the carb mounting face down, so it's in line eith the inlet tract and the air doesn't have to curve up. Used in old go kart engines such as the rotax DSF-L, DSE-L, Parilla TT-49 and other ones I can't name.
I can send you pics if you want
Alex, my advice to you would be keeping it KISS, as you are seeming to focus on now. Forget about turning the twostroke world upside down. It will only cause you headaches. You have gathered a lot of knowledge and contacts. Rome was not build in a day. Aim for all those many small improvements. One at a time. Keep focused and do not let all the ideas in your mind wander away. I repeat myself: KISS.
That's the plan now for this engine. Normal everything! Except for nitromethane injection, maybe.
Keep
It
Simple
Stupid
👌
Awesome plans!
Let go going to good to see it ripping
pwk carbs are awesome! you can do lots of work to them to really get them humming.
An Opposing Sleeve valve engine is an incredible thought!
KTM makes great small cc 2 strokes. Get a KTM 50cc cylinder, piston and head. Modify or use their technology.
Hello. Nice to see a "normal project" for us to follow to the salt flats ❤ regarding the nitro metane: one nice email to the goverment that you are going for the record... maybe they would grant you acces to the chemicals you need. Best of luck from Slovenia 💪
Hi Alex
Fantastic pip.2 👍🏻.
While you were getting ready for Bonneville l said to myself l have to support this guy 👌🏻
I bought 2 of your T's .
To say l am delighted with them is an understatement.
I got the Bonneville 2024 and a blue"easy is not worth nothing".
Thank you Alex thank you
Just as an idea for the future. Look up PZ-Tuning, its also a german simson tuner and he has developed a cylinderhead with inserts so he can easily experiment with geometry of the head to make more power
good to see you again ....welcome back
Thanks for your work.
I agree with you that the materials around that big bearing in the crank will distort with usage. The proper way to correct this is to use a chain on each side of the motorcycle. An output shaft on both sides of the engine, so that the crankshaft would be two headed or balanced.
Bonneville seems to have lit a fire under your gerbil...
Love the videos. My one recommendation is to first set yourself with a reliable dyno that you can use to measure your progress with. I love your passion and wacky ideas but would also love for you to be able to see if you are making gains. Keep it up.
Try this out. Two cylinder horizontally opposed and 25cc each,fire at the same time.
Hi Alex, about CRANKSHAFT ISSUE: considering the relatively high radial load applied by the CVT at some distance from the main bearing, the induced web bending is something to be considered due to alternative deformation, specially at high RPM. The combination of the alternative bending and the resisting torque (and the increased friction) at high RPM can produce twisting between webs. I highly recommend you install a bearing in the crankshaft end in order to avoid the bending deformation due to CVT
fun to see you get at it agian
The least expensive is to buy offbrand carbs and reuse parts from genuine ones you already have.
Oh by the way, FINALLY you are on a more winning path! :)
Keep it up!
A Waterbreak is not very different to a torque converter of an automatic transmission. Maybe going to the scrap yard getting such a thing could be a short cut.
A hydraulic oil tank and a hydraulic pump is easy to find and make a hydraulic brake from.
Use a couple alternators on a dyno similar to Robot Cantina's diesel experiments, the power output can give an estimate of the power outout. The numbers cant compare to hp accurately, but will give accurate and reliable numbers to show progress! By showing wattage at given engine speed. With only a tachometer and power meter, volts, amps, watts= power, 750watts =1 hp, with losses in efficiency, its likely 1000-1400 watts, because the average alternator is only 60% efficient+/- a few watts, newer May be slightly more efficient , a permanent magnet generator could be more efficient, 80-90% you Dyno equipment can still be used, showing the actual hp, and this systen can be used constantly. Simulating long runs . Modify the field coil uding a dc motor control of variable power supply to regulate output. Making the load however you need it. With hesting coils boiling water burning iff the power! Maybe this can help!
Solid cylinder no cooling for nitro methanol !!
Don't give up doing what you do experimental wise! Just do them a bit at a time or one at a time to test efficacy...
Good luck! :D
was that a sleeve valve on the simulation? might be useful to look in to the sleeve valve mechanism used in the Napier Sabre engine. that was a 4 stroke but im sure some lessons could still be learned from it, was a very capable engine from way back, think it was the first engine to make over 1hp per cubic inch(?) and the use of sleeve valves was critical in achieving that goal I believe.
0:23 I don't know if it's scripted, but it's golden anyway. "I need to approach this in a new way" then proceed to repeatedly click on a Windows dll error
Awesome!!! I'm excited!!! Also, your Bonneville video awakened some part of my childhood love of the cars that race there. Now I want to go. I would die in August. (Too Hot) LOL!!!
I just had a crazy idea. What if pipe was made out of shape memory alloy? This way it could literally shapeshift and adjust itself depending on exhaust gas temperature. I know manufacturing such thing would not be easy but it could used be used in many interesting ways.
back to the roots keep it simple!
Even if no record, Bonneville seems to make you come swinging out of your corner. The inspiration alone is probably worth it. When you win its a race when you don't its a muse in
Have you heard of or checked out the sleeve valve designs like in the Napier Saber engines? With a crank powered blower, those things can scream.
I know how you could have a stable fuel pressure for the lektron carb.
Use a fuel pump on the tank outlet, pump to the carb but also up to an exit up in upper part in the tank.
The height difference from the carb to the fuel exit in tank will be the pressure.
Good stuff 👍
Totally love the whole Brute Force motor concept!
I know, its just one wabbutz thoughts, but I had to say it, just because.
Could I just offer my thoughts.
Can you rember all the problems you've had with using carburetors that are way to large going right back to the SPX project all those years ago. Make the induction tract smaller so it can be enlarged by hand.
Mount the new engine to a sturdy frame with no flex along with the PTO pump you already have with manual ball valve with a long handle. Heavy duty PTO pumps are available at breakers yards as well. This will give 100% load control!
The 90 mm con rod crank was very hard to find even in Spain! Why not use a off the shelf crank assembly which is available!
I wish I had a AM6 engine unit, I can only but dream.
A clean shop is a sign of a dirty mind. So I've heard because I've never had a clean shop. :)
When you do clean it only lasts like 5 mins cause then you're like oh I can work on this now. Then there's stuff everywhere again. I also don't like if anyone touches my mess cause I still know where everything is and it messes with my head.
@@JJayzX Oh yeah, I know exactly what you mean my friend. It's really only messy to outsiders. We know where everything is.
Me: All comments about MY mess will result in a 29% price increase.
Them: Why tho?
Me: Its why my work is so great.
@@SlinkyD You should charge them extra on general principles
@@rapturedreamvision7205 That's why I have a "Biohazard Fee" for the dirty folks too. I took the old Poser Mobile commercial and mad it law.
"Fees son, fees."
Hi Alex, it's amazing how actually experiencing Land Speed Racing on a Salt Flat focuses the mind lol.
There is a 50cc2 stroke bike down here in Australia that runs Nitro/Methanol, and it uses an Amal Carb with great success.
I personally run Lectrons on my RGV/Aprillia engines, but I run Race Petrol/Gasoline and they are great.
Have you ever been in contact with Lectron about supplying a suitable carb for your project.
As always I'm looking forward to the next instalment in your Journey.
Onward and Upward
Pete
Go fuel injected , it'll eliminate the foaming in the carb. Cheers
As i mentioned before: You must get up in temperature, Flash point of gasoline -25*C, methanol +9*C, nitrometane +35*C. Unless you cant get things to burn (rapidly) nothing is going to hapend (no watercooling).
The exhaust system need to be perfect and as smooth as a midwiifes bum on the inside, no angular bends or pimples at the joints and absolutely no leakages and dangle. It's a precission instrument.
KISS:
Keep
It
Simple
Stupid
keep up the good work. glad to see you back at it.
have you considered a CIS injection system like VW used? could run it completely off of airflow and a simple controller to adjust fuel flow. would act like a carb but would eliminate some of the issues with a carb
Awesome we have plans.
As you have time sorting out your dyno's use that cheap Chinese kit bike for testing and getting a frame together for testing various engines transmissions is smart.
Super interested in the FOS.
Keep more than one engine ready optomized for different fuels, and how about running one just gasoline but water and alcohol injection like turbo engines. Keep a separate Nitro engine it kills stuff.
Fitting something wild in the RS50 would also make great content.
Although your not obligated to do anything I say.
And the old Alex is back!
Exciting times ahead…
When running on methanol, there is reduced need for active cooling. Dunno how much nitromethane would affect it though. Probably worth using a low pressure pump to alleviate the fueling issues, maybe something like the last carbureted sportbikes used (ex. first gen R1s) and time to ditch that crank, it moves out of alignment a little too easily! If it is possible a longer rod would help with rotational stresses and slightly slow down the angular velocity close to both dead centers (TDC/BDC) And rotary valve reinforcement! Bonneville is where experiments prove themselves, but for the meantime, the experiments have to be proven first. No pressure!
they have a pwk air-striker with a built in power jet you can tweak.
Never give up. 👍
finally it's going to be awesome :-) looking forward to the lessons. May I ask a question? I've been on the 2-stroke for a few months now. Maybe you have a few minutes to look at the cylinders from CP Industries Inc for the Banshee and evaluate how they perform in terms of porting etc. That would be mega nice and would help me a lot with my project preview for me and for winter. I would like to have your knowledge about 2-strokes as a neighbour. Many greetings from Germany.
It's funny, I've been thinking about whether you should make a new engine. so glad you made a more normal engine. yes, it's not quite your own. but I believe it can make good hp
Just read: the land speedrecord on 50cc is a smashing 233km/h
To echo what many have said, no more carbs !! Fuel injection FTW !!!!
If you try to run on PWK with PowerJet, the PowerJet can be feed by a separte Nitro / Methanol tank. It's furgal design.
By the way, have you thought about fitting direct injection ?
okee no bullshit now, go for it !
Have you checked out XTING carbs? They are Lectron like but better. I have one in my KLR650 and it's amazing. Game changer! 👍👍
just wondering why still sticking to variators? all the highest performance production 50cc 2 strokes have/had gearboxes. I'm pretty sure there's less losses than with a belt, plus you can make sure to be in first gear to get the engine going into the powerband. then with a short gear ratio box you can go up he gears staying in the powerband. ultimately, its much easier / more meaningful for dyno testing. you can pick your gear for dyno run, more control and easier to trouble shoot issues. variator will always change ratio depending on the speed, rpm, load
Look into making a water dynomometer.
1:48 nice :)
I can't tell if that's a sleeve valve or an opposed piston engine in the CAD model. Either way I'm excited to see where you go with it!
You should get an sc2 smart carb!
Take a straight tube, and put 2 pistons in it. One is launched forward to slam into the back of the second one. A charge is compressed between them to HCCI. Both are on a mechanical diode so that they move forward only, and never backwards. The second one doesn’t move forward because in a circle geometry it is connected to the output shaft of the engine, which has to move the car. But in this linear form, it would, of course, just simply move forward, and the charge would not be compressed. I so desperately, wanna move onto the next stage of the engine design, but I have to repeat myself several times in an order to be completely thorough.
So, now imagine that instead of just two pistons in a straight tube, there are several. Now you can see that the momentum of the first piston is passed into the second piston, and so on, and so on, and the speed of the final piston is exponentially fast. The first one hits the second one, and it is going twice as fast as the first one, the third one is going even faster, and the fourth and the fifth and so on. This is very important to understand because instead of a straight tube, we will ultimately be using only 4 Pistons that travel in a circle geometry, torus, or donut shape, And it will be equal to a free spinning wheel. It is beyond words and infinitely difficult to explain how the pistons and their arms are assembled into the "one piece" donut shaped housing, so I will explain this once we are face to face. It is meta-genius in a time that viable solutions are mandate.
This may seem counterintuitive at first because it will seem like the Pistons have to stop and start over and over, but this is not what is happening. Yes, they are stopping and starting, but there is an air spring between them…, which "is" the charge. It is important that you grasp this, but the momentum of the preceding set of pistons is "fully." Passed on to the succeeding set of pistons, which are connected to the output shaft. In a crankshaft engine, the connecting rod eventually breaks with higher RPMs. In a crankshaft engine it is impossible to achieve HCCI because HCCI would have to occur at top dead center, and none of the combustion’s force would be turned into torque. It would merely try to compress the connecting rod. we literally have to drop the entire concept of a crankshaft.
I call it direct torque when a piston travels directly around the output shaft. There are no oblique crankshaft angles to contend with. So, let’s proceed to the actual working design where the pistons travel in a circle.
Imagine two pistons across from each other, following each other around in a circle pattern. There is an arm between the two, and the output shaft is in the center of that arm. So, imagine a rubber mallet, and at the end of the wooden handle, it butts up to the end of another 2 headed rubber mallet hammer. One stick handle with a 2 headed piston on each end. The middle of the wooden handle that runs between the 2 rubber mallet heads has the perpendicular output shaft connected to it. Everything is made of metal, and not rubber or wood. This merely describes the shape of the components.
So, inside of a hollow donut shaped housing, the first set of pistons, slams into the back of the other set of pistons compressing a charge to HCCI. both sets are on a mechanical diode, so they move one direction, but not the other. You will "not" figure out how the valves work, so don’t waste your time trying. I will have to reveal that when we are face to face. They are completely self actuated, and don’t require mechanical linkage. No valve trains. They are gas operated by trapping a very small portion of the combustion’s force, and as the piston travels along it’s stroke, internal pressure decreases, and the trapped portion of pressure overrides the pressure in the cylinder, and pushes the valve open at precisely the right time. It is done this way because under different engine loads and varying RPMs the pressures, of course deviate.
It may sound complicated, but it is extremely simple, and like I say, I would have to show you when we are face-to-face. Now, we have to stop and consider that a hydrogen combustion is 10 times faster than the propagating flame of a gasoline combustion. This engine design is capable of 30 or 40,000 RPMs before it can fly apart due to centripetal force. it will reach these RPMs almost instantly because of the exponential gain in RPMs that I mentioned in the beginning of this presentation. The forward momentum of the preceding piston is passed on to the succeeding set. The shape of this engine is very compact, and just so happens to be the shape of a wheel hub, and therefore fits inside the wheels of a car. I have also designed an infinitely variable, constantly variable, "direct drive" built in transmission that is no bigger than the planetary gear set in an ordinary automatic transmission.
This transmission can go from full forward under total engine load to full reverse under total engine load with no damage whatsoever, just by the slide of a shifter. It is unique because you can spool the engine instantly up to 40,000 RPMs, and then engage it to the wheels with no damage to any of the components. It doesn’t have a driveshaft so the frame of the vehicle doesn’t have to be so beefy. Also, The gyroscopic effect will throw the front end of the car downward upon acceleration instead of lifting the front of the vehicle. This gives supreme traction when you want it, and you can break the tires loose at any point when desired for control of the vehicle. Center of balance is lower and far more equally distributed. There is an engine in each wheel of the car for four-wheel-drive if so desired. If it were to run on gasoline it would get 200 miles to a gallon, but hydrogen is free with my approach.
The vehicle would be able to accelerate, brake, and corner, faster than the human operator. Now, batteries suck… We all know this. So, to make a car perfectly efficient, we don’t use regenerative breaking that is currently deployed that merely retrieve only 13% because they are trying to recharge batteries which certainly not instant. In the front wheels of the car are electric motors. If the vehicle is going 60 miles an hour and you put on the brakes, the electric motors, capture the energy for stopping the vehicle and put it in super capacitors, not batteries. This will re-launch the vehicle back up to 60 miles an hour for free. That is just an example. If you are going 40 miles an hour and have to stop at a light, the energy is captured, and stored in super capacitors to retrieve 90% to re-launched the vehicle back up to 40 miles an hour no matter how heavy the vehicle is it doesn’t matter if it’s a train, it will do the same. This way, the engines only come on to maintain vehicle speed for absolute efficiency. The vehicle that these engines are in would be able to accelerate, break, and corner faster than the human operator. The cars would be super super light, and super powerful, and super efficient. The way the transmissions work is that they are only a planetary gear set whose annulus is slowed down for higher ratios. It is slowed down by magnets passing wires. That means it generates enormous amounts of electricity to go from neutral to a one for one ration at gradual increments. Where is the electricity sent? To the front electric wheel motors. So, if the back tires break traction, they instantly slow down automatically to grip again. The design is supreme, and can’t be improved upon.
Again, hydrogen combustion is 10 times faster than a gasoline combustion, and speed is turned into torque for greater efficiency. My engines don’t need seals so there’s no touching parts except for the bearings that support the weight of the vehicle. They are no load bearings other than the weight of the vehicle. It takes time for gases to escape through a crack, and because these engines are high RPMs, they don’t need seals. They don’t need water to cool them, they don’t need oil to lubricate them. The design is supreme, and hydrogen combustion is the future.
There are several ways to get free, hydrogen, and like I mentioned before, it would be ideal to get the hydrogen from electricity from hollow spherical sonic fusion reactor powerplants that I have designed, but that is at least a decade off if I were controlling it. So, a truly easy way to get limitless amounts of free hydrogen would be to choose a spot along the oceanic ridge where tectonic plates separate. Magma is right on the ocean floor so a pipe made of zirconium dioxide would not have to dip into the magma very far for sea water to enter the pipe from the bottom of the ocean with 40,000 psi, and enter the pipe that dips into the lava, and then head straight up for the surface of the ocean. The water would pick up 5000°F continuously, and never reach the surface of the ocean because it would burst into hypersonic steam where it may spin a Pelton turbine far "above" the surface, and create enormous amounts of electricity for electrolysis for a seemingly endless supply of hydrogen fuel for free 😊to be stored on metal hydrides such as that of Plasma Kinetics, so that tritium is made as a free byproduct to be used in fission, and soon, fusion reactors as fuel for even more free renewable energy. Contact me to make it happen. STYX
We talked about three or four years ago, when I had it all 3-D model. I have sent you a design that fits into the wheel hub of a motorcycle. That one operated like a two-stroke engine. The one I’m sending you now has valves in it. It’s a far better design. It’s the final design of all engines. True supremacy that cannot be improved upon what else are you doing, Alex? Now you’re taking proven technologies, and showing that you can improve upon them. Why not just go all of the way, one final time, and build an engine that will retrieve immediate recognition, and global fame, and write your name on the bright wall of life forever. It is a true contribution to all of mankind and civilization. I kind of believe that you might be the only one that can even understand it. Take a hard look, and nowhere on the Internet will you ever find another true HCCI design. There are others claiming it, but they are sparked assisted. That is not, I repeat, not, HCCI. THIS IS THE ONLY DESIGN TO DEPLOY ACTUAL TRUE HCCI! Don’t mess this opportunity to shock the world, make your family stand up and applaud, and all the RUclipsrs in the world never be able to outdo this engineering feat. Bam…! Remember that? Show ‘em how it’s done. Run with, and don’t forget me when you arrive. In case you are wondering… Where does the enormous amounts of electricity generated by the transmissions go upon acceleration of the vehicle go? it goes to the front electric wheel motors. The same motors that charge super capacitors to 90% upon regenerative breaking. This way, should the front tires come off the ground, the rear wheels, slow down, and get traction 100% of the time. Not to mention you have all wheel drive when you include the front electric wheel motors. Just build a small one of these engines, put it in a motorcycle, and put an electric front wheel motor in the motorcycle. Electric front wheel motors, already exist, so all you gotta do is build the hydrogen engine, and contact Paul Smith at plasma, kinetics, and BAM! The world will stand up and listen to you… and me too of course. I hope you have the good sense to pursue this while you can. Love you bro, peace out…STYX.
Current regenerative breaking only retrieves 13% because they’re trying to charge batteries which don’t instantly charge. Super capacitors will retrieve and deliver 90% of the energy and regenerative breaking. Plus, they don’t cost nearly what batteries do they don’t explode, and they last forever. Not to mention they’re a whole lot lighter. honest to God supremacy. It is impossible to improve upon this approach.
Your not getting all NORMAL on us now are ya ALEX???. LOL
Looks promising and looking forward to what comes next mate 👍 😁
Do an opposed piston. Or napier deltic!
Welcome to Fantasy Island
If you can pick up a 240v generator with a knackered engine. Power the generator from the bike drive and load the generator with resistive heaters. That will give you a petty consistent and measurable power output.
You are making More Work, More Mental Stress, for yourself.!
Give yourself a break.!
Write down all your ideas...
Good luck.👍
Have you thought about just doing away with the Carb all together and doing EFI instead?