The brass thing in the nozzle is called an impingement pintle I believe. There are some really good videos on drag cars switching from gas to nitro, you might be able to get a better understanding of what to expect during the switch from them.
@@MrJermbob This is annoying... He can get Enderle or Hilborn MFI parts and plumb it up! Pump, bypass, barrel valve, they got all that stuff already. No sense spending time/resources on hand made stuff..
@@craigpierce7996I think he enjoys the experimentation process the most. I’m guilty of not seeing the forest for the trees as well, maybe he will take a step back and set it up with some off the shelf stuff to remove some variability from the cylinder experiment. To prove the cylinder concept finally.
Riding the rs125 home from work, a coffee, a j and a 2 stroke stuffing vid, perfect evening! *Also i know your a 50cc guy, but id love to see what u could squeeze out of a rotax 122!
In 2000 we were getting 38 HP out of the Rotax 122B RS125 engine, that's with Stan Steve's stage 3 porting/head JR or Arrow system, bigger reed block and carb from a KTM300, Wizco piston and the squish set properly, but we found for the street the KTM300 mxc/emc ported engine would fit in the RS or MITO frames and last a very long time.
@@hardergamer To think that Alex could make more power than the achievement of those guys would be disrespectful to the work they did huh. Sounds like that must have been a beautiful engine. 38hp wow.
@@MrJermbob not really?!. Aprilia stopped development in the mid 2000's in favour of the RSA. It's never seen a modern variant. I'm sure with modern ecu's, fuel injection and fuels, 50+ bhp is more than possible.
@@cavemancrewbmx7050 What would fuel injection and modern ecus do to achieve that ? They would have had the optimal air fuel ratio and the correct ignition timing back then ?
Adding nitromethane to get a leaner mixture would be the right way of thinking if the amount of fuel relative to the amount of air would be a constant, like adding nitro to the carbs float chamber. But its not constant if you inject the nitromethane into the intake air. All you are doing is supplementing some air with nitrmethane, which means running stupid rich. Even nitro combustion needs some oxygen from the intake air, but it is all consumed by the petrol combustion. If you add nitromethane, you must lean down on the petrol.
@@MC-Racing He thinks wrong more frequently, not listening to good advices, and spirals down more and more on the wrong path. Then gets tired of trying and give up.
I came to say exactly the same thing. If he was replacing gas with nitro then he would indeed be leaning out but adding nitro to an already correct mixture can only make it richer meaning he has to add more air or reduce the gas.
Inject nitromethane AND nitro oxide - Nitromethane for the fuel and add additional oxygen in the form of Nitros oxide!!! Jet it to a 30 shot of NOS and job done (assume it doesn't grenade!)
I'm glad I stumbled across your channel. As happy now as I was on that first day, years ago. Yours is the channel I always check first out of the very many that I follow, and the only one that I watch everything that gets posted. Thank you for all your effort, I am grateful.
To do your new cylinders from castings, you needed to reference them from the cylinder with a soft arbor mounted in the chuck of your lathe. There is a very precise method of doing this using a soft [usually brass, or copper] but solid [the inside diameter of the cylinder, [100% solid, not a pipe] chucked and zeroed in the lathe, with the center in place, and a large fine thread retainer nut to hold it tightly onto a shoulder that keeps the cylinder off the chuck on both ends. Then one simply faces both ends in the exact same alignment so that they are both totally parallel and square to the bore. Only then can you be sure that the final dress of the cylinder will continue to be precisely squared and centered to the needed axis.
Hey Alex, I hope you are going OK. While I admire your attempts to re invent the wheel, I am worried you are overthinking basic things and shifting your Goals again. I have posted this observation and advice before about your Fuelling. This is based on my own 2 Stroke Land Speed experience (on Racing Petrol/Fuel) and a friend who runs a 2 stroke Nitro Land Speed Bike. As far as fuelling a Land Speed Engine you need to Keep It Simple. It needs to start, idle, Run Wide Open Throttle. ( you'll only need Half Throttle if you ride the Bike back to the Pits ). There is no point in having a Complex system, Injection or otherwise, that is no power gain there. A friend runs a very successful 50cc Land Speed 2 Stroke Bike in Australia (and at Bonneville) that runs Nitro/Methanol Fuel. They simply use an Amal GP style Carb jetted to suit and it works really really well. I thought maybe you could approach Amal or maybe Lectron (as they make Methanol carbs) to supply you with a suitable Carb. Your Fuel type (Not the Fuel System) and your New Cylinders + the Right Pipe is where you'll get the extra Power you're chasing. (existing Records are held using Aftermarket off the shelf cylinders) Maybe take some time out again to re focus? Take Care Mate Pete
I agree. I feel like he spends a lot of time trying to reinvent basic things that everyone else has already figured out. I am guilty of that too, many times over. It's frustrating to watch, though, it seems like he has blinders on and just wants to bash through things himself so he learns his way. At the end of each video I'm left feeling like he could have just made 1 incremental change on an already successful motor system and possibly made a power record instead of spending a week modifying a carb to do something nobody has ever wanted a carb to do for example. Just speaking of fueling systems, there have already been carbs and EFI that cover any condition you could possibly imagine and fuel it perfectly for decades, yet here we are fumbling around with what seems like the 10th custom fueling system. Gah! Frustrating to watch! Maybe put a megasquirt system on it with the right size injector and call the fueling system done!? and move on to little changes in porting!? No!? alright then... *sigh*
@@mjodr I just hope Alex is going ok,. Looks like we both want to see it run with the new cylinders. It also looks as if you like EFI. So do I, on the right Engine and in the appropriate application, say a turbocharged Hayabusa Land Speed Bike. However, as I said, based on my information, understanding and experience (in Drag Racing and Land Speed) for this application: 2 Stroke, Nitromethane/Methanol Mix Fuel, goal of Max Peak Power in a Land Speed Racing application (not on off like Road Racing) EFI is just another unnecessary complication that adds no power. It also adds extra components that can fail on a Salt Lake. I'm telling you, that's a hard lesson to learn. 😭 My observation is also what my friends, who know 2 Stroke Nitro tuning, said to me when I was exploring alternatives to the Leaded Race Fuel I was running (no longer Legal in Australia). Lets hope Alex get things back on track soon. Cheers Pete
@@AutonomousMotorsport-px3vt I hear you loud and clear. I am still a big fan of carbs and all my current vehicles run them and I understand them well. I am finally a fan of EFI realizing what it can do in extreme situations especially if you are a really good programmer + tuner. And I can still completely respect carbs in the same application. Sometimes, however, I want 2-9 sensors telling me what current conditions are and just automatically adjusting everything perfectly for it, lol. I like hearing your story, too. Cheers mate
It's great to see you back working on PiP2, that's where my heart lies! In previous comment's I mentioned using 100x100x5mm mild steel box section to make a test bed beam at waste height which won't bend like the alloy beam section used previously. Could I suggest ordering some material to allow it's construction while Blixtens Racing work their magic? What about getting that tool mark welded up at the same time. Could I repeat myself when I suggested using a PTO oil pump as a full / variable load which you already have. This could be located very close to the engine unit on the steel beam along with the engine coolant radiator. The PTO reduction gearing also could be calculated. This will give " Total Control "over loading the engine by using a simple ball valve with a long handle!
So adding nitro after the carb is different from premixing it as your jet still flows x amount of cc per min and is constant with the nozzle your making the volume go up but the air hasn't changed making it richer which is why premixing it will make it leaner as the total amount of fuel flow is different
Yeah, it seems obvious that in one situation you're flowing premix only through the carby jets and in the other, you're flowing gas through the carb jets and adding a whole additional jet for nitro; total delivery is wildly different
Recommended Reading: 'Jennings: Two-Stroke Tuner's Handbook' Have you considered the expansion chamber configuration will have completely different tuning characteristics when going from gasoline to nitro-methane? Think about the increased volume, temps, and velocity that properly burning nitro would induce compared to gas or even methanol. Could your mixture in cylinder at burn time be so diluted with exhaust, etc that it is causing "running lean" symptoms? Also suggest focus... We are watching you learn cad cam, basic machining principals, attempted engineering of various electronic and mechanical systems, troubleshooting all of them simultaneously, while you're attempting to do the same on an engine. For example, why not take an existing high performance 2 stroke combination, and just figure out the expansion chamber requirements for nitro? Pick one thing at a time and master it before moving onto the next my friend. As someone with around 20 years as an aerospace machinist/programmer and around 8 as an automotive engine machinist, I think you just have too many variables all at once. That said I do find your vids very interesting and somewhat frustrating to watch at the same time.
As previously stated mixing the nitro methanol with the gasoline in tank displaces said gasoline with a fuel that has a different stoic. You end up with a fuel that has a different stoic ratio similar to E85. Adding more fuel without the addition of oxygen causes a rich condition.
Adding nitro to gas tank leans it out because it displaces gas which 14.7:1 with nitro of 1.7:1 and they flow through the restriction of the main jet still. Adding it to the case without that metering device will always be rich because it already has enough fuel to use all the air the motor pumps. For just adding to the case to work the nitro would have to carry all the oxygen needed to burn and you could run the motor on it will no air inlet at all, just inject fuel and exhaust the burnt gases. To add to the case you need to restrict the gas flow to make the carb run lean to leave some air for the nitro to use, and getting that balanced without efi would be tough. You could run the motor on methanol and lean for short times to not overheat as it cools really well anyways and leave oxygen for the nitro when injecting, but there will be a limit on how lean so a limit on how much nitro can be added.
The black shit in the fuel is buna-n from the hose, aka o-ring rubber. They add it to 2 stroke oil, so you're probably fine if it doesn't condense anywhere. nitromethane is one hell of a solvent.
I believe that is because they are forcing absolute crap tons of it into the cylinder and with supercharging until it's almost hydrolocking. This motor isn't at that point, yet. Couldn't hurt having an excess of spark, though.
Adding nitro by injection will richen the mixture. The issue is not where it is mixed, but rather that the fuel metering happens in the carb to the correct mixture and then nitro is added on top of that.
Nitro in tank leans mixture because it take space in carb jets, your nitro go different path, all jetting is still used by gas from tank, so it will not lean mixture.
I thought of something that might be interesting for you, I remember you were having issues with the supercharger being able to get past the low RPMs to get into boost to make power. I found an electric centrifical turbo kit. Makes 5psi of boost, able to hold that in a small engine all the way to redline, 5kw electric motor, has a throttle switch or potentiometer input, 4 minutes of full load run time, has its own battery. It's called torqamp, I believe that it is based in Europe somewhere. You might be able to get sponsorship for it. I thought that could give you boost without mechanical loading on the engine to get it started. Only problems would be the compressor size is huge and the size of the battery box, it's made for cars
Alex nitromethane will ignite by compression and it is it's own oxidizer. I would try to keep it out of the crankcase because it will need to burn off all of the fuel before you can slow down. Top fuel dragsters produce about 12000 horse power and burn about 15 gallons of fuel in less than 4 seconds. They also use a blower to force the air you may need that in the future.
In a carb the amount of fuel depends on how much air is passing through the carb (oversimplyfing for ease of discussion). So if you mix in the tank, the same volume of fuel is delivered regardless of the composition of the fuel (petrol, or petrol and NM). If you add the NM after the carb, the volume of fuel given by the carb is unaffected so you just add to it. Another way of thinking about it is of your carb gives 2 units of fuel for one unit of air, if you mix at the tank you could get one unit of petrol and one unit of NM which would make the mix leaner. But if you inject after the carb, you still get your 2 units of petrol and add 1 unit of NM on top of it which makes it richer.
I asked ChatGPT a question on your behalf :) If an expansion chamber has been designed for a two stroke running on regular gasoline, would the same expansion chamber be suitable for the same engine running on nitromethane? ChatGPT said: No, the same expansion chamber would likely not be suitable for an engine running on nitromethane, even if it's the same engine design. The reason lies in the vastly different combustion characteristics of gasoline and nitromethane, which directly affect the design and tuning of the exhaust system, including the expansion chamber. Key Differences Between Gasoline and Nitromethane Energy Density: Gasoline has a higher energy density per unit of weight, but nitromethane allows for more oxygen to be packed into the cylinder due to its chemical structure. This enables much richer air-fuel mixtures, significantly increasing the power output. Burning Speed: Nitromethane burns more slowly compared to gasoline. This affects the timing of the pressure wave and the exhaust flow, which are critical for expansion chamber tuning. Exhaust Gas Characteristics: Nitromethane produces more exhaust gas volume and at higher temperatures, which can alter the pressure wave dynamics inside the chamber. Engine RPM Range: Engines running on nitromethane may operate at different optimal RPM ranges due to the fuel's power delivery characteristics. Expansion chambers are highly tuned to specific RPM ranges, so the shift in the engine’s powerband would necessitate a redesign. Impact on the Expansion Chamber Resonance Timing: Expansion chambers work by reflecting pressure waves to optimize the scavenging of exhaust gases and cylinder filling at a specific RPM range. Nitromethane's slower burn and higher gas volume will shift the timing of these waves, making the original design inefficient. Volume and Geometry: The increased exhaust gas volume from nitromethane combustion may require a larger or differently shaped chamber to handle the additional pressure and heat effectively. Temperature Management: Nitromethane combustion generates more heat, which could lead to overheating or structural issues if the chamber is not designed to dissipate the extra thermal energy. Backpressure and Scavenging: The higher exhaust gas flow could alter backpressure levels, negatively impacting the scavenging process and overall engine performance. What Needs to Be Adjusted? Chamber Dimensions: The chamber length, diameter, and cone angles may need to be recalculated to match the pressure wave timing for nitromethane combustion. Tuned RPM Range: If nitromethane shifts the engine's optimal RPM range, the chamber must be adjusted to resonate at the new frequency. Thermal Considerations: Materials and coatings may need to be upgraded to handle the higher temperatures. Pipe Stinger: The stinger (exit pipe) may need resizing to maintain proper backpressure and avoid excessive heat build-up. Conclusion Using the same expansion chamber designed for gasoline with nitromethane will likely result in suboptimal performance or even potential damage to the engine due to the different combustion characteristics. A retuned or redesigned chamber, accounting for nitromethane's unique properties, is necessary to achieve optimal performance and reliability.
Danke Ihnen für diese sehr ausgereifte Anfrage an ChatGPT der internen Fähigkeit ChatItAsMotorGPT. Respekt ChatGPT. Weiter so. Sie könnten eine weitere Frage an ChatGPT formulieren, da Sie dessen Vertrauen sicher genießen. Das Material, welches die Expansionskammer im Inneren bildet, hat eine eigene Schallgeschwindigkeit. Diese ist um ein Vielfaches schneller als die des Gases in der Kammer. Da die Gasmasse bei Benzinbetrieb eine andere ist als bei Nitromethanbetrieb, gibt es auch Unterschiede in der Lage der maximalen Schallschnelligkeit zur Höhe der maximalen Schalldrücke. Da die Gaskonstante bei ca. e^(1/e) = 1,444667... liegt, gibt es eine ideale Transformationsposition zwischen Schallschnelligkeit und Schalldruck des G sowie in der Metallhülle, welche das Gas führt. Es wird also auf des Abgasführungsmetalls exakt ankommen. Ein Metall, das sich an beide möglichen Brenngas optimal anpassen kann, ist metallurgisch gegeben. Das sogenannte Memorymetall Eisen-Titan. Welcheotopie zu welchem Isoeutekt für das Differential von Benzin zu Nitromethan ideal sein könnte, wäre die Frage, die an ChatGPT gestellt werden sollte. 9,125GROLK the Question ChatGPT
16:20 , why not tap the head bolt holes . Then bolt a plate to the cylinder. Clamping the plate down , then everything on the cylinder base can be accessed!
Do you have any videos on what to do if you have fuel starvation problems on carbs, like fuel delivery, vibrations, etc.? Yes, I know, tuning, but on my genuine (I hope) VM20 carb for example, I'm using a really big jet and it still lean bogs up top, in a cycle. Which is strange.
Ive seen short clip of someone using fueltech ft550 on drag bike single cylinder.. Primary runnin on carb and then use ft550 as fuel injection adding fuelling to the engine.. Fuelteh might love to join and your partner/sponsors as well🎉
Your air fuel mixture talk confused me. When you add nitro to the tank you displace gasoline so you are reducing the gasoline that the carb injects. You need to consider the combined stoichiometric ratio. So gas is 14.7 and nitro is 1.7 but you run fuel rich as some fuel isn’t burnt and is used to cool etc. so if you had a perfect running carb setup with say 12.5:1 fuel mixture if you mixed half/half nitro in the tank it would be way lean because you would actually want to run around 3:1 not 12.5:1. Now if you inject nitro on top of a working 12.5 gas carb setup all you will do is make it run too rich. It will never run too lean thats not really possible because the gas setup is fuel rich and you are adding more fuel. If you want this to work you would need to run a lean main jet and run the risk of running the engine very lean if the nitro injection stopped. I ran methanol injection pre turbo on a relatively high compression gas motor like 20 years ago to stop pre-detonation and cool the intake air and had to tune the fuel mixtures leaner to counter the added methanol fuel. On a 1/4 mile run I blew the methanol line off so the engine ran lean and I melted a piston.
The lean thing from nitro wont happen because your not running a mix through the same original jet. In fact a mix of nitro and methanol is more dense and needs a smaller jet under 30 percent mix
If the injector is constant open when you activate the nitro pump and the pump is giving the same volume you have the same amount of fuel exiting the injector regardless if you have 1bar or 3bar pressure.. The pressure is for insuring correct spray pattern not the amount of fluid exiting the injector.. You need to regulate the flow not the pressure…
You are leaning out the mixture of fuel/air if you mix fuel with nitro before it gets dosed in the air stream by the carburetor. This is because you are *replacing* regular fuel with nitro, which needs less oxygen to burn, so you will have too much oxygen left in the the combustion chamber. If you *add* nitro to the air/fuel mixture that was ideal before, you now are short on oxygen to burn the nitro, making the resulting mixture too rich. Adding and replacing are not the same, so your reasoning is flawed. I suggest you find a way to inject both fuel and nitro independently and make these two systems base their dosage on both the air going in and the amount of "the other" fuel that is being injected. If you are using a programmable ECU that can control two injectors, you could possibly do something like "inject regular fuel unless the RPM is above X and the throttle position is above Y", maybe have it ramp up/down gradually. Yes, this is complex and has many things that can go wrong, but I can't come up with a less complex system that will allow you to have a good control over the dosage of multiple fuels simultaneously. Maybe one of the "major" automotive standalone programmable ECU manufacturers wants to sponsor you? They have experience with multiple injectors per cylinder and for the highest drag racing classes, they start and "idle" the engine on different fuels than during the actual run, so they should know that as well.
Hi. You should machine a groove under your vise, that matches on the grooves on yur milling machine table. Then you do not have to every time set vise to level, when you remove it and take it again back to use. Just be carefull to machine that groove righ at 90 degrees, or how every you it want to do. I mean, just take care to make it just like what you was thinking. One mistake and nice vice might be carbage..
Hi there, I am an elderly 2stroke head but seeing your various setup (much appreciated) I was wondering what might be you Kg/Hp ration on theres engins ?? Say: Some setup are rather volumionous / likely heavy and 15Hp ++ have been achieved before ...
If you give it a shot of nitrous oxide with the nitromethane, you would have plenty of O2 and probably make big power. Basically a wet shot of nitrous.
Bro you should try a methanol injection nozzle That's what I run in my turbocharged mustang with off a really nice spray pattern and there's all different sizes
Now that's what AI generated music is for! Can't wait for "Lets see how it behaves" I know it's boring, but you might want to invest some time in some jigs for machining those cylinders, if you bored the cylinder undersize you could use a steel plate with a turned locating peg as a fixture plate. it'd be a lot more secure, take less setup time per op and be much more repeatable. Simply boring (undersize) in the first setup would help keep everything lined up for when you flip it too.
Does where the nitro gets injected matter? By this i mean before or after the carb. If it's injected in front of the carb I'm thinking it'll HAVE to displace an equal volume of air affecting mixture. If injected after the carb I'd have to assume it wouldn't affect the afr anywhere near as much. Then again it might have no effect. I'm just guessing her.
I really think you would benefit from being able to measure EGT and LAMBA. This would help you judge lean and rich. Nitro drag cars load the engines heavily. The more they are loaded, the more nitro can be consumed. At the end of a run when the engine is at higher rpms and less loaded, the fuel system leans the mixture out. If they don't the engine goes rich because the mechanical pump provides too much fuel because it's a positive displacement pump and more rpms equals more volume/fuel. You really aren't loading the engine very hard so it may not be able to utilize a large volume of nitro. And top fuel engines have super powerful ignition systems and dual sparkplug to light off the mixture, not sure how you're going to equal that or the fact that the plugs basically turn into glow plugs at the end of a run and ignite the mixture. You would benefit from talking to someone running an unblown engine on nitro. There are a few guys like that in the top alcohol drag racing class.
Ok…. As a faithful subscriber for over 5 years, I feel I have the right to state that I see almost zero progress from where we were over 5 years ago. Don’t get me wrong, I do enjoy the content… but how much can we stretch out content on a 50cc two stroke ? I seriously want to see you go to the salt flats and lay down a blistering number, but I’m not sure how much longer I can hang on to this Oak Island version of a motorcycle show…
@@josephschaefer9163 Rotary valve or rotary as in wankel? Rob Dahm has got you covered on the never ending Oak Island of rotary content. Endless episodes of unboxing new parts, talking about theory and then showing 3 bolts getting torqued with a torque wrench. I unsubbed a few years ago lol
Man, I think doing any fuel system besides a carburetor will just make things really difficult. I understand that nitromethane isn't the best for anything besides wide open throttle, but if there way a way to have gas and nitro flow through a carb I think it would be so much easier. I am a huge fan of carbs because they just work, they work off the Bernoulli principle, the engine pulls automatically, and all you have to do is tweak the size of the hole your fuel can go through. What if there was a dual fuel carburetor? One with two main jets and one pilot. The pilot and the first jet would run off one fuel (gas) and when the throttle was increased, the second jet would open. That way you only have to tune for idle and part throttle on gas, then WOT on nitro, but you don't need a second injector, valves, a motor, a pump, or anything crazy like that.
Mikuni BN carbs have a low and high speed jet, one for idle and one for about 1/4 throttle and up. The low speed jet feeds idle sprayer holes which are not in a Bernoulli type barrel but on the sidewall, as soon as the carb opens up, low speed circuit gets less suction and the barrel takes over. If that kind of carb was reconfigured for 2 fuels….?
By the way, BN’s have a membrane+spring instead of a float, so foaming should not be an issue. Only issue is getting one small enough. Maybe take the smallest BN and sleeve it?
@@gritzlor Interesting... I wonder how you would convert it? Drill into the low speed jet and feed it straight from a tank link the speedway carb? Also What adjusts the crossover, if its even possible?
@ The crossover seems to work on the differential pressure between the circuits so that would become a bit mute unless the two fuels were somehow fed via check valves and by common pressure, while the low speed circuit sees more vacuum than the high speed, a check valve prevents air from backpurging reverse into the high speed and that way into their common source, lack of air speed prevents the high speed venturi from pulling out fuel. As soon as the throttle valve opens up enough for it to create enough vacuum it starts flowing and gradually takes over. There are some diagrams online you can find if you search for Mikuni Super BN38 or BN40. These are OEM in 2 stroke Jet skis since the 90’s, thats how I came across them.
@@gritzlor Hmm. To use a check valve, it sounds like you would have to pull air pressure from the high speed venturi or the pressure drop in the float thing of the nitro when it starts moving.
kette hat durchhang ! das ist kein ordnungsgemäßes einmessen der antriebsarbeit im bezug zur antriebsleistung - mach DINorm dann funktioniert alles 😁 ( kettenrollen sind ansprechverzögert und für den darauffolgenden umlauf abfallverzögert da hilft kein genau'stens ausgewähltes elastizitätzmodul zur herstellung der (gesamt.-) kette - so wird die vollendung von ein kubic is ein pferd'chen nix ✌️🍀
I'm beginning to think it's time to rename the channel to 2 Stroke Suffering 😂
I am rooting for you.
No pain, no gain.
He will never run out of content
or 2 The Stroke Sobbing Show , where metal ,gears and tears bring new life
or 2 Stroke Addiction Anonymous ~ thank you for sharing
My Norwegian father had a saying, "You can always tell a Norwegian, but not much!". I guess that's how I became a know it all.
The brass thing in the nozzle is called an impingement pintle I believe. There are some really good videos on drag cars switching from gas to nitro, you might be able to get a better understanding of what to expect during the switch from them.
I've heard that term.. I think it's also referred to as a chatter valve.
Yeah nitro is well known and documented. So many people to talk to about doing it properly the first time. Annoying.
@@MrJermbob This is annoying... He can get Enderle or Hilborn MFI parts and plumb it up! Pump, bypass, barrel valve, they got all that stuff already. No sense spending time/resources on hand made stuff..
@@craigpierce7996I think he enjoys the experimentation process the most. I’m guilty of not seeing the forest for the trees as well, maybe he will take a step back and set it up with some off the shelf stuff to remove some variability from the cylinder experiment. To prove the cylinder concept finally.
@@craigpierce7996 Yeah super annoying watching him suffer and spend years getting not far.
Lyrics on the death metal music flying straigth over the head of most people, hilarious🤣👌🏻
Riding the rs125 home from work, a coffee, a j and a 2 stroke stuffing vid, perfect evening!
*Also i know your a 50cc guy, but id love to see what u could squeeze out of a rotax 122!
Nothing more than they already do.
In 2000 we were getting 38 HP out of the Rotax 122B RS125 engine, that's with Stan Steve's stage 3 porting/head JR or Arrow system, bigger reed block and carb from a KTM300, Wizco piston and the squish set properly, but we found for the street the KTM300 mxc/emc ported engine would fit in the RS or MITO frames and last a very long time.
@@hardergamer To think that Alex could make more power than the achievement of those guys would be disrespectful to the work they did huh. Sounds like that must have been a beautiful engine. 38hp wow.
@@MrJermbob not really?!. Aprilia stopped development in the mid 2000's in favour of the RSA. It's never seen a modern variant.
I'm sure with modern ecu's, fuel injection and fuels, 50+ bhp is more than possible.
@@cavemancrewbmx7050 What would fuel injection and modern ecus do to achieve that ? They would have had the optimal air fuel ratio and the correct ignition timing back then ?
Adding nitromethane to get a leaner mixture would be the right way of thinking if the amount of fuel relative to the amount of air would be a constant, like adding nitro to the carbs float chamber. But its not constant if you inject the nitromethane into the intake air. All you are doing is supplementing some air with nitrmethane, which means running stupid rich. Even nitro combustion needs some oxygen from the intake air, but it is all consumed by the petrol combustion. If you add nitromethane, you must lean down on the petrol.
exactly.. I said the same thing last video. :-) he needs to lean out the petrol when injecting nitro :-)
@@MC-Racing He thinks wrong more frequently, not listening to good advices, and spirals down more and more on the wrong path. Then gets tired of trying and give up.
I came to say exactly the same thing. If he was replacing gas with nitro then he would indeed be leaning out but adding nitro to an already correct mixture can only make it richer meaning he has to add more air or reduce the gas.
He needs dual carbs, one for gasoline and one for the nitromethane, each tuned to proper stoichiometric air-fuel ratio for the fuel it is delivering.
Inject nitromethane AND nitro oxide - Nitromethane for the fuel and add additional oxygen in the form of Nitros oxide!!! Jet it to a 30 shot of NOS and job done (assume it doesn't grenade!)
I'm glad I stumbled across your channel. As happy now as I was on that first day, years ago. Yours is the channel I always check first out of the
very many that I follow, and the only one that I watch everything that gets posted.
Thank you for all your effort, I am grateful.
To do your new cylinders from castings, you needed to reference them from the cylinder with a soft arbor mounted in the chuck of your lathe.
There is a very precise method of doing this using a soft [usually brass, or copper] but solid [the inside diameter of the cylinder, [100% solid, not a pipe] chucked and zeroed in the lathe, with the center in place, and a large fine thread retainer nut to hold it tightly onto a shoulder that keeps the cylinder off the chuck on both ends.
Then one simply faces both ends in the exact same alignment so that they are both totally parallel and square to the bore.
Only then can you be sure that the final dress of the cylinder will continue to be precisely squared and centered to the needed axis.
Jesus Alex, every time I see your milling machine come into shot I cover my eyes, you really do have a "love hate" relationship with that thing! 😁
Can’t wait to see some landspeed records out of one of your engines! These things take time so stay resilient!
ruclips.net/video/Df8XVdKbiLA/видео.htmlsi=5Iu0CW7wIP2it6Rz
The bar set it a lot higher than people think for 50cc
@@FouldsMouldsLtd Agreed, but I believe there are lots of different 50cc classes. But ATM a FS!E would go quicker than Moped Dick!
I'm enjoying the more aggressive music, 🤘🤘🤘🤘
And i like that the vocals fit whats on the Screen !
No mercy, let the shavings fly!
@@Braxialis Didnt notice first, tbh. I just enjoyed it... AI metal really isnt that bad.
@@jobertvangool9961 I HATE WHEN IT CLOGS!!!
"ITS FINE FOR AN EXHAUST FLAAAAAAAAANGE!!" 😂😂😂
@11.03 almost the imperial march tunes from the mill.
was thinking it myself
I wasn't the only one!!! 🖤
Hey Alex, I hope you are going OK.
While I admire your attempts to re invent the wheel, I am worried you are overthinking basic things and shifting your Goals again.
I have posted this observation and advice before about your Fuelling.
This is based on my own 2 Stroke Land Speed experience (on Racing Petrol/Fuel) and a friend who runs a 2 stroke Nitro Land Speed Bike.
As far as fuelling a Land Speed Engine you need to Keep It Simple.
It needs to start, idle, Run Wide Open Throttle. ( you'll only need Half Throttle if you ride the Bike back to the Pits ).
There is no point in having a Complex system, Injection or otherwise, that is no power gain there.
A friend runs a very successful 50cc Land Speed 2 Stroke Bike in Australia (and at Bonneville) that runs Nitro/Methanol Fuel.
They simply use an Amal GP style Carb jetted to suit and it works really really well.
I thought maybe you could approach Amal or maybe Lectron (as they make Methanol carbs) to supply you with a suitable Carb.
Your Fuel type (Not the Fuel System) and your New Cylinders + the Right Pipe is where you'll get the extra Power you're chasing. (existing Records are held using Aftermarket off the shelf cylinders)
Maybe take some time out again to re focus?
Take Care Mate
Pete
I agree. I feel like he spends a lot of time trying to reinvent basic things that everyone else has already figured out. I am guilty of that too, many times over. It's frustrating to watch, though, it seems like he has blinders on and just wants to bash through things himself so he learns his way. At the end of each video I'm left feeling like he could have just made 1 incremental change on an already successful motor system and possibly made a power record instead of spending a week modifying a carb to do something nobody has ever wanted a carb to do for example. Just speaking of fueling systems, there have already been carbs and EFI that cover any condition you could possibly imagine and fuel it perfectly for decades, yet here we are fumbling around with what seems like the 10th custom fueling system. Gah! Frustrating to watch! Maybe put a megasquirt system on it with the right size injector and call the fueling system done!? and move on to little changes in porting!? No!? alright then... *sigh*
@@mjodr I just hope Alex is going ok,.
Looks like we both want to see it run with the new cylinders. It also looks as if you like EFI. So do I, on the right Engine and in the appropriate application, say a turbocharged Hayabusa Land Speed Bike.
However, as I said, based on my information, understanding and experience (in Drag Racing and Land Speed) for this application: 2 Stroke, Nitromethane/Methanol Mix Fuel, goal of Max Peak Power in a Land Speed Racing application (not on off like Road Racing) EFI is just another unnecessary complication that adds no power. It also adds extra components that can fail on a Salt Lake. I'm telling you, that's a hard lesson to learn. 😭
My observation is also what my friends, who know 2 Stroke Nitro tuning, said to me when I was exploring alternatives to the Leaded Race Fuel I was running (no longer Legal in Australia).
Lets hope Alex get things back on track soon.
Cheers
Pete
@@AutonomousMotorsport-px3vt I hear you loud and clear. I am still a big fan of carbs and all my current vehicles run them and I understand them well. I am finally a fan of EFI realizing what it can do in extreme situations especially if you are a really good programmer + tuner. And I can still completely respect carbs in the same application. Sometimes, however, I want 2-9 sensors telling me what current conditions are and just automatically adjusting everything perfectly for it, lol. I like hearing your story, too. Cheers mate
always a good day when you post
That milling machine has been useful, I remember the days of getting it working, it's been a long and enjoyable road. A.I exhaust flange Rock on !
It's great to see you back working on PiP2, that's where my heart lies!
In previous comment's I mentioned using 100x100x5mm mild steel box section to make a test bed beam at waste height which won't bend like the alloy beam section used previously. Could I suggest ordering some material to allow it's construction while Blixtens Racing work their magic? What about getting that tool mark welded up at the same time.
Could I repeat myself when I suggested using a PTO oil pump as a full / variable load which you already have. This could be located very close to the engine unit on the steel beam along with the engine coolant radiator. The PTO reduction gearing also could be calculated. This will give " Total Control "over loading the engine by using a simple ball valve with a long handle!
I have heard that nitro burns alot slower and needs more advanced ignition timing to make use of the fuel.
Another person who knows what he's talking about.
So adding nitro after the carb is different from premixing it as your jet still flows x amount of cc per min and is constant with the nozzle your making the volume go up but the air hasn't changed making it richer which is why premixing it will make it leaner as the total amount of fuel flow is different
Yeah, it seems obvious that in one situation you're flowing premix only through the carby jets and in the other, you're flowing gas through the carb jets and adding a whole additional jet for nitro; total delivery is wildly different
This man has balls of aluminum. I run a cnc plasma cutter and thought that made me catch my breath. Alex, you’re a rockstar.
Recommended Reading: 'Jennings: Two-Stroke Tuner's Handbook'
Have you considered the expansion chamber configuration will have completely different tuning characteristics when going from gasoline to nitro-methane?
Think about the increased volume, temps, and velocity that properly burning nitro would induce compared to gas or even methanol. Could your mixture in cylinder at burn time be so diluted with exhaust, etc that it is causing "running lean" symptoms?
Also suggest focus... We are watching you learn cad cam, basic machining principals, attempted engineering of various electronic and mechanical systems, troubleshooting all of them simultaneously, while you're attempting to do the same on an engine.
For example, why not take an existing high performance 2 stroke combination, and just figure out the expansion chamber requirements for nitro?
Pick one thing at a time and master it before moving onto the next my friend.
As someone with around 20 years as an aerospace machinist/programmer and around 8 as an automotive engine machinist, I think you just have too many variables all at once.
That said I do find your vids very interesting and somewhat frustrating to watch at the same time.
Excellent, enjoying the new music too
As previously stated mixing the nitro methanol with the gasoline in tank displaces said gasoline with a fuel that has a different stoic. You end up with a fuel that has a different stoic ratio similar to E85. Adding more fuel without the addition of oxygen causes a rich condition.
Adding nitro to gas tank leans it out because it displaces gas which 14.7:1 with nitro of 1.7:1 and they flow through the restriction of the main jet still. Adding it to the case without that metering device will always be rich because it already has enough fuel to use all the air the motor pumps. For just adding to the case to work the nitro would have to carry all the oxygen needed to burn and you could run the motor on it will no air inlet at all, just inject fuel and exhaust the burnt gases.
To add to the case you need to restrict the gas flow to make the carb run lean to leave some air for the nitro to use, and getting that balanced without efi would be tough. You could run the motor on methanol and lean for short times to not overheat as it cools really well anyways and leave oxygen for the nitro when injecting, but there will be a limit on how lean so a limit on how much nitro can be added.
The black shit in the fuel is buna-n from the hose, aka o-ring rubber. They add it to 2 stroke oil, so you're probably fine if it doesn't condense anywhere. nitromethane is one hell of a solvent.
I think the "band name" for the metal music you're creating should be under the "2Stroke Suffering" name. :D
Great video as always! Thanks for the content!
Simtunol advertisement in the background?! Jan must be really proud 👍.
I think I said this already in an older comment, but I will say it again. Great video quality, and perfect for watching on an Xperia 21:9 4k screen.
Top fuel dragsters use 2 high current magnetos to light the nitro. Your spark is insufficient.
I believe that is because they are forcing absolute crap tons of it into the cylinder and with supercharging until it's almost hydrolocking. This motor isn't at that point, yet. Couldn't hurt having an excess of spark, though.
@@mjodrthe cylinder is about 5 percent full of fuel. It takes about 20 cycles or so to hydrolock
If you're air fuel mixture is good on gas adding nitro will require a 1 to 1 ratio of nitro to air to work properly.
Hey! This man knows what he's talking about.
Loving The Metal Music for the metalworking well done!!!!!
Adding nitro by injection will richen the mixture. The issue is not where it is mixed, but rather that the fuel metering happens in the carb to the correct mixture and then nitro is added on top of that.
Nitro in tank leans mixture because it take space in carb jets, your nitro go different path, all jetting is still used by gas from tank, so it will not lean mixture.
Dude the metal is amazing killing it!
Haha Excellent!
I never thought I'd hear death-metal on this channel 🤩
More metal please!
"2-Stroke Suffering" That made me laugh! Love it! 😆
Its amazing you even got anything, seeing as you did the whole operation totally backwards...
I thought of something that might be interesting for you, I remember you were having issues with the supercharger being able to get past the low RPMs to get into boost to make power. I found an electric centrifical turbo kit. Makes 5psi of boost, able to hold that in a small engine all the way to redline, 5kw electric motor, has a throttle switch or potentiometer input, 4 minutes of full load run time, has its own battery. It's called torqamp, I believe that it is based in Europe somewhere. You might be able to get sponsorship for it. I thought that could give you boost without mechanical loading on the engine to get it started. Only problems would be the compressor size is huge and the size of the battery box, it's made for cars
I pressed 'Like' at 12:00, you know why!
the Music in this edit is awesome
@@MrJermbobit's is AI crap. Did you hear the words? It's death metal singing about exactly what he just said.👎
@@jasonbirch1182 Yeah 100% AI shit. Hes going to loose subscribers even more now.
Alex nitromethane will ignite by compression and it is it's own oxidizer. I would try to keep it out of the crankcase because it will need to burn off all of the fuel before you can slow down. Top fuel dragsters produce about 12000 horse power and burn about 15 gallons of fuel in less than 4 seconds. They also use a blower to force the air you may need that in the future.
Love it. We can call this machined casting is the °IP2 version
In a carb the amount of fuel depends on how much air is passing through the carb (oversimplyfing for ease of discussion). So if you mix in the tank, the same volume of fuel is delivered regardless of the composition of the fuel (petrol, or petrol and NM). If you add the NM after the carb, the volume of fuel given by the carb is unaffected so you just add to it.
Another way of thinking about it is of your carb gives 2 units of fuel for one unit of air, if you mix at the tank you could get one unit of petrol and one unit of NM which would make the mix leaner. But if you inject after the carb, you still get your 2 units of petrol and add 1 unit of NM on top of it which makes it richer.
Where did that heavy metal "exhaust flaaaaaaaange" come from 😂😂😂
On the road to nowhere.
Nice watching some homemachining again 🤟
You need way more nitro. It should be spitting it out the exhaust almost hydrolocking.
Have you looked at direct injection? This way you can add boost without fuel going out the exhaust.
Anyone know where to get the nozzles he uses? I want something like that for an other project (water injection....)
I asked ChatGPT a question on your behalf :)
If an expansion chamber has been designed for a two stroke running on regular gasoline, would the same expansion chamber be suitable for the same engine running on nitromethane?
ChatGPT said:
No, the same expansion chamber would likely not be suitable for an engine running on nitromethane, even if it's the same engine design. The reason lies in the vastly different combustion characteristics of gasoline and nitromethane, which directly affect the design and tuning of the exhaust system, including the expansion chamber.
Key Differences Between Gasoline and Nitromethane
Energy Density:
Gasoline has a higher energy density per unit of weight, but nitromethane allows for more oxygen to be packed into the cylinder due to its chemical structure. This enables much richer air-fuel mixtures, significantly increasing the power output.
Burning Speed:
Nitromethane burns more slowly compared to gasoline. This affects the timing of the pressure wave and the exhaust flow, which are critical for expansion chamber tuning.
Exhaust Gas Characteristics:
Nitromethane produces more exhaust gas volume and at higher temperatures, which can alter the pressure wave dynamics inside the chamber.
Engine RPM Range:
Engines running on nitromethane may operate at different optimal RPM ranges due to the fuel's power delivery characteristics. Expansion chambers are highly tuned to specific RPM ranges, so the shift in the engine’s powerband would necessitate a redesign.
Impact on the Expansion Chamber
Resonance Timing:
Expansion chambers work by reflecting pressure waves to optimize the scavenging of exhaust gases and cylinder filling at a specific RPM range. Nitromethane's slower burn and higher gas volume will shift the timing of these waves, making the original design inefficient.
Volume and Geometry:
The increased exhaust gas volume from nitromethane combustion may require a larger or differently shaped chamber to handle the additional pressure and heat effectively.
Temperature Management:
Nitromethane combustion generates more heat, which could lead to overheating or structural issues if the chamber is not designed to dissipate the extra thermal energy.
Backpressure and Scavenging:
The higher exhaust gas flow could alter backpressure levels, negatively impacting the scavenging process and overall engine performance.
What Needs to Be Adjusted?
Chamber Dimensions:
The chamber length, diameter, and cone angles may need to be recalculated to match the pressure wave timing for nitromethane combustion.
Tuned RPM Range:
If nitromethane shifts the engine's optimal RPM range, the chamber must be adjusted to resonate at the new frequency.
Thermal Considerations:
Materials and coatings may need to be upgraded to handle the higher temperatures.
Pipe Stinger:
The stinger (exit pipe) may need resizing to maintain proper backpressure and avoid excessive heat build-up.
Conclusion
Using the same expansion chamber designed for gasoline with nitromethane will likely result in suboptimal performance or even potential damage to the engine due to the different combustion characteristics. A retuned or redesigned chamber, accounting for nitromethane's unique properties, is necessary to achieve optimal performance and reliability.
Danke Ihnen für diese sehr ausgereifte Anfrage an ChatGPT der internen Fähigkeit ChatItAsMotorGPT.
Respekt ChatGPT.
Weiter so.
Sie könnten eine weitere Frage an ChatGPT formulieren, da Sie dessen Vertrauen sicher genießen.
Das Material, welches die Expansionskammer im Inneren bildet, hat eine eigene Schallgeschwindigkeit. Diese ist um ein Vielfaches schneller als die des Gases in der Kammer. Da die Gasmasse bei Benzinbetrieb eine andere ist als bei Nitromethanbetrieb, gibt es auch Unterschiede in der Lage der maximalen Schallschnelligkeit zur Höhe der maximalen Schalldrücke. Da die Gaskonstante bei ca. e^(1/e) = 1,444667... liegt, gibt es eine ideale Transformationsposition zwischen Schallschnelligkeit und Schalldruck des G sowie in der Metallhülle, welche das Gas führt. Es wird also auf des Abgasführungsmetalls exakt ankommen. Ein Metall, das sich an beide möglichen Brenngas optimal anpassen kann, ist metallurgisch gegeben. Das sogenannte Memorymetall Eisen-Titan. Welcheotopie zu welchem Isoeutekt für das Differential von Benzin zu Nitromethan ideal sein könnte, wäre die Frage, die an ChatGPT gestellt werden sollte.
9,125GROLK the Question ChatGPT
Yeah, but this isn't fact, it's based on human input..
16:20 , why not tap the head bolt holes . Then bolt a plate to the cylinder. Clamping the plate down , then everything on the cylinder base can be accessed!
I wish you would use a stop like a pin on the pedestal drill, I winch every time you drill, hold the piece by hand
Sound like somebody discovered suno
Do you have any videos on what to do if you have fuel starvation problems on carbs, like fuel delivery, vibrations, etc.? Yes, I know, tuning, but on my genuine (I hope) VM20 carb for example, I'm using a really big jet and it still lean bogs up top, in a cycle. Which is strange.
Ive seen short clip of someone using fueltech ft550 on drag bike single cylinder..
Primary runnin on carb and then use ft550 as fuel injection adding fuelling to the engine..
Fuelteh might love to join and your partner/sponsors as well🎉
Inject the nitro through the crankcase before the combustion chamber? Enjoy the content! Always keeps me thinking!
Look up “THUNDER JET”. I have 2 installed. 1st set to 3,000 rpm and 2nd set to 4,500rpm.
If you drilled the 4 mounting holes during first operation then when you flipped part you would have had good way to set up
Oh man...I'm looking forward to get my prototype zylinder from zalewatec 😍
Hope it will be a success 😅
The music is comedy perfection 👌
I would weld up the mess up from the mill and re machine it
Have a look into propane or better still MAPP gas. Used in racing to stop knock with the water content.
you have to run teflon braided fuel line ot run nitro as it does eat rubber.
Measure twice, cut once. 😁
That tool length offset issue is something I'd do.
Your air fuel mixture talk confused me. When you add nitro to the tank you displace gasoline so you are reducing the gasoline that the carb injects. You need to consider the combined stoichiometric ratio. So gas is 14.7 and nitro is 1.7 but you run fuel rich as some fuel isn’t burnt and is used to cool etc. so if you had a perfect running carb setup with say 12.5:1 fuel mixture if you mixed half/half nitro in the tank it would be way lean because you would actually want to run around 3:1 not 12.5:1. Now if you inject nitro on top of a working 12.5 gas carb setup all you will do is make it run too rich. It will never run too lean thats not really possible because the gas setup is fuel rich and you are adding more fuel. If you want this to work you would need to run a lean main jet and run the risk of running the engine very lean if the nitro injection stopped. I ran methanol injection pre turbo on a relatively high compression gas motor like 20 years ago to stop pre-detonation and cool the intake air and had to tune the fuel mixtures leaner to counter the added methanol fuel. On a 1/4 mile run I blew the methanol line off so the engine ran lean and I melted a piston.
Use silicone or polyurethane tubing for nitromethane, second one especially for pressurised nitro
Add NOS during the spray. Just a little.
The lean thing from nitro wont happen because your not running a mix through the same original jet. In fact a mix of nitro and methanol is more dense and needs a smaller jet under 30 percent mix
What about a dual carb to one intake setup, one for fuel and one for nitro?
Have you tried line to line coatings on the piston I don't know if they do two stroke pistons
Come for the peppermint flavor and suffering, stay for the CNC action and ai metal!
If the injector is constant open when you activate the nitro pump and the pump is giving the same volume you have the same amount of fuel exiting the injector regardless if you have 1bar or 3bar pressure.. The pressure is for insuring correct spray pattern not the amount of fluid exiting the injector.. You need to regulate the flow not the pressure…
You are leaning out the mixture of fuel/air if you mix fuel with nitro before it gets dosed in the air stream by the carburetor.
This is because you are *replacing* regular fuel with nitro, which needs less oxygen to burn, so you will have too much oxygen left in the the combustion chamber.
If you *add* nitro to the air/fuel mixture that was ideal before, you now are short on oxygen to burn the nitro, making the resulting mixture too rich.
Adding and replacing are not the same, so your reasoning is flawed.
I suggest you find a way to inject both fuel and nitro independently and make these two systems base their dosage on both the air going in and the amount of "the other" fuel that is being injected. If you are using a programmable ECU that can control two injectors, you could possibly do something like "inject regular fuel unless the RPM is above X and the throttle position is above Y", maybe have it ramp up/down gradually. Yes, this is complex and has many things that can go wrong, but I can't come up with a less complex system that will allow you to have a good control over the dosage of multiple fuels simultaneously.
Maybe one of the "major" automotive standalone programmable ECU manufacturers wants to sponsor you? They have experience with multiple injectors per cylinder and for the highest drag racing classes, they start and "idle" the engine on different fuels than during the actual run, so they should know that as well.
Hi. You should machine a groove under your vise, that matches on the grooves on yur milling machine table. Then you do not have to every time set vise to level, when you remove it and take it again back to use. Just be carefull to machine that groove righ at 90 degrees, or how every you it want to do. I mean, just take care to make it just like what you was thinking. One mistake and nice vice might be carbage..
Hi there, I am an elderly 2stroke head
but seeing your various setup (much appreciated) I was wondering what might be you Kg/Hp ration on theres engins ?? Say: Some setup are rather volumionous / likely heavy and 15Hp ++ have been achieved before ...
Finally another 2SS video
Could the black stuff just be oil coming out of the fuel solution or somewhere else?
Nice video. in what program/site is the music done?
When I hit the powerball in the U.S., we are building a 500cc GP bike.
Yes! This always is the best way to relax, take some whiskey cola, and a nice J😮😮
hey, something to think about, would using NOX be simpler ?
glad to heaar you are not overlooking the chamfer this time
Maybe you could fill weld the first cylinder to fix it, then machine surface again. Oh do you heat treat you cylinder?
Nitro needs ALOT of spark energy.
If you give it a shot of nitrous oxide with the nitromethane, you would have plenty of O2 and probably make big power. Basically a wet shot of nitrous.
Bro you should try a methanol injection nozzle That's what I run in my turbocharged mustang with off a really nice spray pattern and there's all different sizes
Star wars theme song while probing the bore before machining lol
Finaly a New vid ❤❤❤
Now that's what AI generated music is for! Can't wait for "Lets see how it behaves"
I know it's boring, but you might want to invest some time in some jigs for machining those cylinders, if you bored the cylinder undersize you could use a steel plate with a turned locating peg as a fixture plate. it'd be a lot more secure, take less setup time per op and be much more repeatable. Simply boring (undersize) in the first setup would help keep everything lined up for when you flip it too.
No adding nitro to tank only runs you lean because it takes the place of the fuel that should be using that oxygen to burn.
Nitro doesn't eat the hoses. It's the methanol.
Does where the nitro gets injected matter? By this i mean before or after the carb. If it's injected in front of the carb I'm thinking it'll HAVE to displace an equal volume of air affecting mixture. If injected after the carb I'd have to assume it wouldn't affect the afr anywhere near as much. Then again it might have no effect. I'm just guessing her.
I really think you would benefit from being able to measure EGT and LAMBA. This would help you judge lean and rich. Nitro drag cars load the engines heavily. The more they are loaded, the more nitro can be consumed. At the end of a run when the engine is at higher rpms and less loaded, the fuel system leans the mixture out. If they don't the engine goes rich because the mechanical pump provides too much fuel because it's a positive displacement pump and more rpms equals more volume/fuel. You really aren't loading the engine very hard so it may not be able to utilize a large volume of nitro. And top fuel engines have super powerful ignition systems and dual sparkplug to light off the mixture, not sure how you're going to equal that or the fact that the plugs basically turn into glow plugs at the end of a run and ignite the mixture. You would benefit from talking to someone running an unblown engine on nitro. There are a few guys like that in the top alcohol drag racing class.
Nitro caries it's own oxygen
Ok…. As a faithful subscriber for over 5 years, I feel I have the right to state that I see almost zero progress from where we were over 5 years ago. Don’t get me wrong, I do enjoy the content… but how much can we stretch out content on a 50cc two stroke ? I seriously want to see you go to the salt flats and lay down a blistering number, but I’m not sure how much longer I can hang on to this Oak Island version of a motorcycle show…
Well said. Frustrating.
I've thought the same thing, but haven't started on my experimental rotary yet
@@josephschaefer9163 Rotary valve or rotary as in wankel? Rob Dahm has got you covered on the never ending Oak Island of rotary content. Endless episodes of unboxing new parts, talking about theory and then showing 3 bolts getting torqued with a torque wrench. I unsubbed a few years ago lol
Man, I think doing any fuel system besides a carburetor will just make things really difficult. I understand that nitromethane isn't the best for anything besides wide open throttle, but if there way a way to have gas and nitro flow through a carb I think it would be so much easier. I am a huge fan of carbs because they just work, they work off the Bernoulli principle, the engine pulls automatically, and all you have to do is tweak the size of the hole your fuel can go through. What if there was a dual fuel carburetor? One with two main jets and one pilot. The pilot and the first jet would run off one fuel (gas) and when the throttle was increased, the second jet would open. That way you only have to tune for idle and part throttle on gas, then WOT on nitro, but you don't need a second injector, valves, a motor, a pump, or anything crazy like that.
Mikuni BN carbs have a low and high speed jet, one for idle and one for about 1/4 throttle and up. The low speed jet feeds idle sprayer holes which are not in a Bernoulli type barrel but on the sidewall, as soon as the carb opens up, low speed circuit gets less suction and the barrel takes over. If that kind of carb was reconfigured for 2 fuels….?
By the way, BN’s have a membrane+spring instead of a float, so foaming should not be an issue. Only issue is getting one small enough. Maybe take the smallest BN and sleeve it?
@@gritzlor Interesting... I wonder how you would convert it? Drill into the low speed jet and feed it straight from a tank link the speedway carb? Also What adjusts the crossover, if its even possible?
@
The crossover seems to work on the differential pressure between the circuits so that would become a bit mute unless the two fuels were somehow fed via check valves and by common pressure, while the low speed circuit sees more vacuum than the high speed, a check valve prevents air from backpurging reverse into the high speed and that way into their common source, lack of air speed prevents the high speed venturi from pulling out fuel. As soon as the throttle valve opens up enough for it to create enough vacuum it starts flowing and gradually takes over. There are some diagrams online you can find if you search for Mikuni Super BN38 or BN40. These are OEM in 2 stroke Jet skis since the 90’s, thats how I came across them.
@@gritzlor Hmm. To use a check valve, it sounds like you would have to pull air pressure from the high speed venturi or the pressure drop in the float thing of the nitro when it starts moving.
kette hat durchhang ! das ist kein ordnungsgemäßes einmessen der antriebsarbeit im bezug zur antriebsleistung
- mach DINorm dann funktioniert alles 😁
( kettenrollen sind ansprechverzögert und für den darauffolgenden umlauf abfallverzögert da hilft kein genau'stens ausgewähltes elastizitätzmodul zur herstellung der (gesamt.-) kette
- so wird die vollendung von ein kubic is ein pferd'chen nix ✌️🍀
how did you do that metal music wth haha
You played a song nitro blues ? The singer please thank you 😊
There appears to be something strange going n in your nitro methane bottle.