Billet cylinder head

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you'r absolutely right Dr C , the voltage sould be very stable , +/- 0.1 v .

i am happy for you to have found the problem , you'll get the result your looking for soon :wink:

back to the IWP 189 it give's 490cc/min at 3 bars, so 600 cc/min at 4.5 bars , at this pressure it will give's you an max 100 cv crank :wink:

your testing on the dyno and on the track will tell us :wink: '
 
Hi friends!
Thought I'd just give you some proof of my existance... I got the stator rewound by Steve Hardaker (good job, Steve!). I tried it out, but the voltage was still low and fluctuating! :?: With only a few possibilities left, I replaced the magnets in the flywheel. Now the voltage jumped up ! :cheers: But still the voltage was fluctuating when checking it through the TunerStudio software. Then I measured it with my 10€ multimeter and found it dead steady at 14,38-14,40V! I have contacted DIY Autotune, where i purchased the Microsquirt box and sensors, to explain/correct the fluctuating voltage measurement. Just to make sure this doesn't affect the performance in any way. Babysteps forward. Patience is a virtue, but sometimes it feels like a curse. :wink:
 
Dr_C said:
Hi friends!
With only a few possibilities left, I replaced the magnets in the flywheel. Now the voltage jumped up ! :cheers:
Click to expand...

maybe you can PM me with some advice on this please Mats? This may become an important service to the community soon enough as they aren't making any more...

regards

Taffy
 
@Taffy: I'm on it. No promises though.
@Spanner: Good to know, thanks! Right now the stator/flywheel/rectifier are excluded from further troubleshooting.
 
Smorgasbord said:
If anyone wondered whot an Apfelbeck type head is, here is a good link.
http://drmania.free.fr/apfel.htm
Click to expand...
It was an interesting layout at the time. We had a BMR750 (with diametrical placed intake/exhaust valves) in our series in the late 90:s. It was very competitive, when it wasn't breaking down. To be able to cope with the higher BMEP and piston average speed, BMR developed a twin crank design aswell. The history tells us that neither of these designs were picked up in F1 or Superbike for that matter. I think the complexity (cost, reliability) wasn't good enough to balance the gain in performance. My current design offers 85 RWHP on 644cc where the BMR had perhaps 90 RWHP with 750cc. So I guess development of the traditional design made this exotic design obsolete.

But what a fun project it was! :cheers:
 
And it did not stay for long in F2 either, the complex valve train for the radial valve arrangement is supposed to have been notoriously unreliable, making it impossible to over the season draw any advantage of the power gained at all.

I have always wondered why they did not run parallel valves instead of radial, in a roof top combustion chamber instead of hemispherical, but kept the other Apfelbeck characteristics; over head intakes and diametrically opposite valve pairs. That would not be much more complex than any common 4 valve head of today. And you would not have to face making any expensive conical cams or complex rocker arrangements. But maybe they just had to have hemispherical combustion chambers?, in those days maybe hemis were the ****, so they just wouldn't have gotten any funding had they insisted on roof top chambers?

If nothing else I think that diametrically opposite valve pairs will allow larger intake valves, and natural swirl, if that is what you want.

The load sharing between the two cams when breaking open the exhaust valves at load is maybe not really a practical advantage, even if it is a beautiful thought, just as the double crankshafts were.
 
Smorgasbord said:
I have always wondered why they did not run parallel valves instead of radial, in a roof top combustion chamber instead of hemispherical, but kept the other Apfelbeck characteristics; over head intakes and diametrically opposite valve pairs.
Click to expand...
I may be on thin ice here, but I can speculate: Any gas swirl will have problem to survive TDC. A roof top head helps a normal "standing" swirl to survive TDC, but it will kill a "horisontal" swirl more definite. A hemispheric design will perhaps support the "horisontal" swirl more efficiently...

Change of subject! I will borrow an oscilloscope this weekend to find out where/if the voltage is as fluctuating as the measuement in the Micrsosquirt EFI tells through Tuner Studio.
 
yes dr c more updates on how your bike is working out and a few more of your interesting vids lol.

geez we do ask a lot on here!!!!
 
sickd said:
yes dr c more updates on how your bike is working out and a few more of your interesting vids lol.

geez we do ask a lot on here!!!!
Click to expand...
Oh, I'm just enjoying your interest!
Our 10 year old son finally (yes he nagged about 1,5 year) pursuaded me to get him a dirt bike. a "love" needing KX 85 is now in the garage, competing with all other projects about my time.. :D

The voltage is really "noisy". The oscilloscope shows a 14,4VDC (already at 2000rpm) base level with a 1,4VAC high frequent noise. Hm.. will introducing a capacitor (what size?) cure this symptom, or do I need to find the primary cause? Don't I ask a lot too?

I though of making a video with me showing/telling about all problems that I have found and overcome along the way.Wonder how long videos Youtube will accept? :D
 
That's a great first bike. Are you going to fit a throttle stop, or resrict it so it won't jump out from under him?

I hope you can get the bike sorted out soon and can get some track time in before the races start.
Do you have another trackbike for keeping up with training?
 
Idle said:
That's a great first bike. Are you going to fit a throttle stop, or resrict it so it won't jump out from under him?

I hope you can get the bike sorted out soon and can get some track time in before the races start.
Do you have another trackbike for keeping up with training?
Click to expand...

He is very cautious* and calm, so I don't see the need for an extra throttle stop. The natural stop will do just fine! :D

I have been instructed to get me a 12VDC noise filter, so that's what I'll do. One that will manage 10A.

Unfortunately I have no other track bike, but that would have been good for practise. A 2007 R6 would do fx. Did I mention that on the few laps I have done with this Husaberg DOHC, I pulled down the straight even with the supersport 600:s! :p I could see the other pilots were so frustrated about that, so they just had to outbrake me in the first corner, missing the line totally so I could pass! Very fun indeed! :D

* from his dad, of course.
 
fdracing said:
any news here :wink:
Click to expand...
I could write a whole book about this project... After this winter, the engine wouldn't rev over appr. 8000rpm. It seems like there is noise from either injector or ignition, that is messing with the TPS signal. When the TPS is lost and comes back on (milliseconds), the acceleration pump function in the ECU is activated. The acc. pump function is however deactivated in the software!!! It inriches the mixture and it stopps revving. That is the current theory. I have replaced EVERY possible component without any luck, installed capacitors to avoid noise, folded alu-foil around the cables... Last Saturday I gave up and transported the bike to a local Megasquirt guru. He has built appr. 300 megasquirt systems. I wasn't aware of him until a month ago, and he lives 25km from home! He will remove the Microsquirt ECU and replace it with a MS3-system together with new wiring. He will do all programming and finalize it with mapping it up at the Dyno. So right now I'm painting my new set of fairings and waiting for Tuesday-Wednesday next week, when delivery is scheduled. The next race is 4-5 of August. :?:
 
How has it gone when racing or have you had to give it a miss Mats?

regards

Taffy
 
Taffy said:
How has it gone when racing or have you had to give it a miss Mats?

regards

Taffy
Click to expand...
As the injection/ignition hasn't worked properly, I found it pointless to attend any races. I have done my fair share of "field service"! It is very frustrating to know the potential, but not getting the final touch!

We'll see next week. Fingers, toes crossed, please!
 
Now all wiring and the Microsquirt EFI has been replaced! Instead of the VR-sensor triggering off the fly-wheel, I*m triggering off the cam chain sprocket with a Hall-sensor. Getting rid of the VR-sensor (close to the generator) has stabilized the 12 volt supply. We have installed a Megasquirt I EFI, which has larger distancies between the components, that also reduced noice in the system. When all this was done, we could see that the TPS was malfunctioning. At around 60-80% it suddenly dropped to 0% and then came back again. This would certainly f*ck up the mapping and driving! The Ducati 1098-1198 throttle bodies have non replaceable TPS's! So you would actually need to purchase the whole package with 2 throttle bodies and the support frame for the round sum of 1800 USD. 8O I could not get hold of a new TPS with this short notice, so I had to pass this round as well. :(

BUT! Now it is revving happily to 9900rpm if I want to make the crank look like a banana! So what´s happening now then? I'm upgrading the MS I to a MS III, which first of all provides the possibility to log everything on a SD-card! I have purchased 2 LiPo 4s packs 5200mAh each, to run total loss with. This will stabilize the power supply (no more generator) to the lambda sensor, enough (hopefully) to make it work properly. With logging possibility and a reliable lambda, I hope to be able to do some of the mapping myself in track conditions. I hve found a universal TPS (100 USD) that I can fit if I modify the throttle body some.

It is looking more promising now than it has for almost a year... :wink:
 
Brilliant!! I always look forward to reading about your exploits. There just aren't enough
Husaberg mad scientists left :D
 

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