Billet cylinder head

Re: Husa 650fe 2004

asparp said:

Hi,
I am not sure this is the best place for this post

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Use the wanted section in the classifieds section on the top left of the front page. Posting a wanted add in the middle of DrC's legendary Billet Cylinder Head Post is very bad. 8O

Re: Husa 650fe 2004

Davo said:

asparp said:

Hi,
I am not sure this is the best place for this post

Click to expand...

Use the wanted section in the classifieds section on the top left of the front page. Posting a wanted add in the middle of DrC's legendary Billet Cylinder Head Post is very bad. 8O

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thats a bit harsh Davo? the guy wants to know what is wrong with his bike?

agree though that this thread has been hijacked by this and asparp you should have started a fresh 'new topic'.

regards

Taffy

Hello friends!
Maybe "asparp" wants to solve this with me quoting a billet cylinder head with DOHC and EFI?

Let me "reclaim" the thread with informing you that this seasons first training is up for Monday. Then we'll se if:
1. the mechanical bits are holding up
2. the power band is working in track conditions
3. the blob on the seat has forgot how to drive
4. the blob on the seat is in so bad physical shape that the visor will be a non-see-through already on the second lap
5. the marshalls meauring noise level will hand-cuff me

Good luck Dr C be sure to get it on video! :bounce:

Cheers spanner

1. Yes, nothing went "BANG"!
2. The dB-killers and the new FPR turned the fuel map upside down... :?
3. Daddy had a real good time and remembered most of it. After a needed fork service, it will be super!
4. Bad shape, but not too bad.
5. That was close! The rules say max 95dB on drive by. That is tough! I had 100dB. I will have to choke the exhausts so much that I will not have much use for the extra top power. Hm... Calls for an innovative exhaust design.

I just know Simon would love to help you there ......

regards

Taffy

Is that a fact?

"Simon says.." - "Dr_C welds"

I was thinking of placing a reflection box at the end of the primaries (appr. 520-560mm from exhaust valve seat) and then lead out the exhausts from that box (1-2 pipes/mufflers). What do you say about that, Simon?

Not sure about Simon, but I'd agree this is a good solution if that's your correct primary length for your pipe diameter, cam timing, peak torque engine speed and combustion temperature...

I'd make the box as big as possible and it'll need to be quite strong too to withstand the pressure pulses. The ideal solution is a sphere if you can find space, with tangential outlets and radial inlets. Make the outlets as big as you can find mufflers in the same diameter.

After that, it's down to muffler design or cheating with an exhaust throttle valve...

Have fun. And do have a word with that Simon bloke, will you? He's such a bossy fellow: do this, do that, do the other... Jeez!

Cheers... Paul

Hello !!

Any news from this project ???? , have you made some more test and mods to get a torque curve more constant , i have some ideas if you like , i make the same job on the KTM 690 engine, and i know how it's hard to get results .

Cheers guys!
For some reason it is not quite as fun to share bad news... Although this was meant as a trial/test season, it has been very challenging. Head gaskets, head bolts, fuel pressure regulator, main bearings, flywheel, battery, short cirquiting, highsider and loss of power, has been some of the trouble topics this year. The mechanical side of the new cylinder head has been working as planned, but the auxillary systems have put me to the test. The loss of power seems to have been caused by a less good quality fuel hose inside the tank (from the pump). A small leakage has limited the fuel pressure, making the engine run way too lean. An incorrect reading from the oxygen sensor throwed me a curve in the failure diagnostics. Now the pressure is where it should be (4,5bar) and finally the bike screams as it did on the dyno in the first run. With all other issues sorted, hopefully I will hit the dyno again this week, before going to the final races this weekend. I would really like to see what it can do, once it is performing all right!

@fdracing: All hints are welcomed! What do you have in mind? Unfortunately I have struggled just to get it running, and spent no time on optimizing (also in the meantime built me a racing bus). If the time allows, I will test different exhaust lengths this week. I can "slide" a joint on the primaries, so it is not very difficult to test.

Dr_C said:

Cheers guys!

Head gaskets, head bolts

(also in the meantime built me a racing bus).

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HGs as an issue doesn't surprise me which is quite sad really :cry:

any pics of your bus Dr C ? firecrackers and beer loosing their fun factor?

bushmechanic said:

HGs as an issue doesn't surprise me which is quite sad really :cry:

any pics of your bus Dr C ? firecrackers and beer loosing their fun factor?

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For the right hand side I need pin bolts and nuts for the cylinder head. I tried to use a threaded pin of 10.9 material, but it was too flexible. As the HG lost contact pressure, it didn't stay in place (note compression ratio 1:14,5). I bought 12.8 bolts and machined them as stock bolts with waist. Nuts still out of 10.9 quality. When assembling the engine, I allways use new HG, from now on. No problem since then.

Well, off-topic to say the least. But since you ask, Bushie:



It's a Iveco Daily 50C from 2004, fully equipped as a modern mobile home BUT with a large storage space! You need to flirt a little with the rest of the family... Beers and firecrackers doesn't impress the misses so much.

:cheers:

nice pic Dr-C, the helmet reminds me of someone ... "some say he used also rides in the Nordic supermono cup"

Wow! 8O

cool bus Dr_C. 8)

fdracing said:

Hello !!

Any news from this project ???? , have you made some more test and mods to get a torque curve more constant , i have some ideas if you like , i make the same job on the KTM 690 engine, and i know how it's hard to get results .

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Bienvenue Fabrice

un coucou au frenchie :wink:

as you said Dr C, there is a lot to gain working on the exhaust , length , diameter , conical tube , etc..

it appears that ( for my engines !! ) ,the more your comp ratio in high , the more the exhaust has influence ..

14.5/1 , what a nice comp ratio !! , you'll have tremendous inlet closing retard ??

This makes sense together more you increase the compression ratio and exhaust affects the behavior of the engine!

as i understud you'r running an iwp 189 injector at 4.5 bars, ( witch gives you about 600 cc/min ) dont you think it's a bit lean for , i think 100 cv expected engine ??

i have used these injectors in the past , at the same pressure , then i decide to run 2 smaller injectors ,at lower pressure .

this marelli injectors doesnt like spraying over 3 bars , the closing and opening time for this product is very reliable at 3 bars , over that pressure you can have some suprises :?

i switch to keihin multi-hole injectors from that time , and the problem still the same , very reliable at 3 bars , a lot less over 4 bars .
actually i run two 420 cc/min injectors at 3 bars and my results are quite good in terms of repeatability :wink: , i run them at 50 % , that's maybe the reason :wink:

fdracing said:

as i understud you'r running an iwp 189 injector at 4.5 bars, ( witch gives you about 600 cc/min ) dont you think it's a bit lean for , i think 100 cv expected engine ??

i have used these injectors in the past , at the same pressure , then i decide to run 2 smaller injectors ,at lower pressure .

this marelli injectors doesnt like spraying over 3 bars , the closing and opening time for this product is very reliable at 3 bars , over that pressure you can have some suprises :?

i switch to keihin multi-hole injectors from that time , and the problem still the same , very reliable at 3 bars , a lot less over 4 bars .
actually i run two 420 cc/min injectors at 3 bars and my results are quite good in terms of repeatability :wink: , i run them at 50 % , that's maybe the reason :wink:

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I do not remember the exact type, but it was specified to 490cc per minute at 3,0 bar (12 holes). I thought that if this injector is enough for half a Ducati 1198 with appr. 170-180 RWHP, it would hopefully cope with my project. It also worked just fine at the dyno.

I believe the fluctuating voltage is the reason why it suffers from fuel starvation on top revs. Here is "evidence" from the logging. The yellow curve is revs and the purple the voltage. Even when holding it flat at 6k, the voltage fluctuates from 11,5 to 13,4 V. Not good.



Today I megged the generator stator (with 1000V) and it was short cirquited to the core/ground at some point on the winding! It has reduced the output power dramatically! I need to get it rewound, then we'll see!