TUNE UP 2 Q MOTOR

Transform the 2-stroke power from the engine is actually very simple when you know the basic techniques of 2-stroke engine. Most of the errors is to choose a less appropriate combination of engine components so that the engine actually ran worse than The standard, have experienced? Because modifying the 2-stroke engines require not only a big budget in funding but also the modification strategy. Like the quote graham bell on the first page of the book TWO-STROKE PERFORMANCE TUNING essay, modifications and workmanship that is too excessive (Bore up, ported too wide / high) can be painful because it is far from expectations. But the simple craftsmanship, careful, and deferring to the extreme recent modification could be the key performance 2-stroke engine.

PRINCIPLE 2 DOES NOT WORK
Although the 2-stroke engine looks more simple than 4 stroke engines, with very few components, only the piston within the cylinder, but the real 2-stroke engines are very complex in the calculation: The main advantage of motion dynamics of gas in the engine to generate power. There are different phases that are very influential in the crankcase and cylinder block in at the same time, so that machine 2 is not able to work more efficiently (just enough 360-degree crankshaft rotation, compared with 720 degrees of crankshaft rotation by engine 4 stroke) is what causes the explosion 2-stroke engine power than the 4 stroke stung. The secret power of the engine 2-stroke is the primary and secondary compression settings in the machine.
This is why we often recommend in rat rider if you want to send the machine to work with all engines or motors should be packaged and gentlemen, because not enough just to block or head modification alone. Let us observe the workings of 2-stroke engines in the gas dynamics:
1) Beginning of the piston is at top dead point (TDC, zero degrees crankshaft), sparks begin to crack and spread the gas in the combustion chamber and push the piston down as the initial step of business. The driving force is pressing the gas piston into the crankcase to cause petal open. Compression on the crankshaft is necessary to generate suction force on the reed valve, moreover assisted membrane such as v-Force reed valve with a lot so even though the compression is low fresh gas mixture can be easily entered. At an angle of 90 degrees crankshaft, and pistons are in the maximum negative acceleration, the exhaust port is open as a sign of the end of the business step. Hot gas is wasted by itself out into the exhaust. Compression on the crankshaft begins to weaken when ported to transfer began to open. The pressure in the cylinder should be reduced lower than the pressure in the crankcase with the aim that unburned gas can out of the transfer ports during the flushing.
2) Transfer ports open about 120 degrees before lower dead point (TMB). Flushing begins. This means that fresh gas out of the port transfer and fuse to form a cycle. Gas will move upwards toward the back of the cylinder and rotates continue rinsing residual combustion gases from the power stroke. It is important that the rest of the combustion gases must be removed completely, to open the room for a mixture of fresh air into the combustion chamber. That is the key to making big power on two-stroke engine. More and more capable of fresh gas in the compression on the dome of the combustion = more power is created!
Now the fresh gas also wasted until the header at the exhaust. But the fresh gas is not going to get away with it because the compression pressure wave has a reflection of the design of the exhaust pipe tip is good, to bring back a package of fresh gas into the cylinder before the piston closes the port hole. This is the uniqueness of SUPER CHARGE effect on 2-stroke engine. From here see the importance of 2-stroke exhaust design, calculations done to reduce the trial n error is needed. The main advantage of 2-stroke engines is that they are able to burn more air / fuel than the engine capacity is calculated through the calculation. An example: 125 cc 4-stroke engine is probably only able to burn a mixture of 110 cc of air / fuel in the cylinder, with 88% efficiency of the manufacturer (probably lower than that) while the 2-stroke 125 cc engine might burn a standard 180cc air mix- fuel inside the cylinder. Being able to see the difference? Can make a picture of how to design the engine 4 is not able to fight for 2-stroke motorcycle engine.

STRUGGLE UNLIMITER CDI: CDI Rextor, BRT CDI, XP 202, CDI Cheetah

OTOMOTIFNET - Having previously tested the optimization of the fuel with various fuel pengirit products designed by Martin Hendry, ST. This time Otonetters, community members at the Forum OTOMOTIFNET.COM again fly the flag Otoneters Indepnedent Tester with a testing programmable CDI for Honda Supra X125.
Once selected four brands in this testing is BRT, Rextor, XP202 and Cheetah Power. Requirement is the selling price of each CDI diiukutkan in this comparison should not exceed USD 500 thousand. Price is most ideal for the daily needs of a match or just plug & play on the motor with the standard spec.
CDI Testing lasted long enough from late February to early April. The length of time because there are four testing variables were tested separately. That is, the peak rpm to find out who had the highest limiter. Then there is the acceleration test using measuring instrument Racelogic.
Followed by conducting tests of fuel consumption and final test of power and torque with a dyno test. The purpose of this test in several separate stages, not to find who is the best among the four CDI. But more work to map out which one best fits the needs of consumers. Given each CDI has a different character to each other.
Consumer motivation in selecting the CDI also vary. There is replacing the CDI just because looking great power but have also accelerated the bike just wants more and ngacir or even want the more economical fuel consumption. So, let's follow the summary of four of this testing process.
Testing was conducted on a Honda Supra X125 loan from PT Astra Honda Motor (AHM) in a completely new conditions and standards without any alteration. Also selected to undergo all three tester circuit testing. Two of the members OTOMOTIFNET.com Forum (Star Prado and Spidlova) and one representative of the editorial OTOMOTIFNET.com (Popo).

In all this testing is used curve which has been recommended by each manufacturer CDI. BRT curve gives a chance to ask click on the position of number 8 which means that ignition timing be set at 35 degrees before top dead point. Rextor choose the curve is placed at position number 0. Medium Cheetah Power advised to use the first curve. And because they do not have a choice XP202 curve then straight plug.
Housed in a garage Automotive Service Station (OSS), the measurements done with rpm meter BRT brand. Pegged engine temperature 70 degrees Celsius with a tolerance of 5 degrees Celsius. Each CDI can turn lauched two to three times. The result when the gas in engine speed (rpm) the highest, all CDI is able to make the engine scream more than 12,000 rpm. Comparing with the standard CDI only play on numbers 9000 rpm.

CDI Standard = 9841 rpm
BRT CDI Neo Click = 12 930 rpm
Cheetah Power CDI CP 400 = 12 700 rpm
CDI XP = 12,400 rpm
CDI Rextor = 12,280 rpm

Located in front of the office OTOMOTIFNET.com acceleration testing started at 11 pm when the road is completely deserted. The length of the track about 300 meters, 200 meters for testing and 100 for the braking distance. The length of this track like a drag bike path length of 201 meters in length.
The condition of the engine remains the standard without any alteration. And all the tester (Star Pradipta, Spidlova and Popo) had a chance 2 times running for each CDI. Results below draws record the best time for 100m and 200m. The times during testing is measured by measuring instrument Racelogic.
Standard CDI
Spidlova
Distance (m) Time (s)
0-100 10.0
0-200 14.7
Pradipta Stars
0-100 11.7
0-200 16.7
Popo
0-100 09.0
0-200 14.1
BRT CDI Neo Click
Spidlova
Distance (m) Time (s)
0-100 10.3
0-200 15.1
Pradipta Stars
0-100 09.4
0-200 14.2
Popo
0-100 08.5
0-200 13.3
Cheetah Power CP 400 CDI
Spidlova
Distance (m) Time (s)
0-100 08.1
0-200 12.9
Pradipta Stars
0-100 09.6
0-200 14.6
Popo
0-100 09.3
0-200 14.4
CDI XP
Spidlova
Distance (m) Time (s)
0-100 09.5
0-200 14.4
Pradipta Stars
0-100 09.7
0-200 14.6
Popo
0-100 09.1
0-200 14.0
CDI Rextor
Spidlova
Distance (m) Time (s)
0-100 10.6
0-200 15.4
Pradipta Stars
0-100 09.6
0-200 14.5
Popo
0-100 09.2
0-200 14.1

Measurement of fuel consumption is done by using a burette (measuring cup), how pengetesannya to see who the fastest spend 100ml of gasoline. Put simply from the results can be seen, which quickly drains means is that the old wasteful abisnya means economical.
When testing the motor is at rest with engine temperature pegged at approximately 70 degrees Celsius. And the spin machine is made statically at 5000rpm. Measurements were taken with 3 stopwatch held by Arseen lupines, Nanda, and David. The average results obtained are as follows:

CDI Standard: 1 minute 16 seconds
BRT CDI Neo Click: 1 minute 25 seconds (11.84% savings)
Cheetah Power CDI CP 400: 1 minute 22 seconds (7.89% savings)
CDI XP: 1 minute 15 seconds (more extravagant 1.31%)
CDI Rextor: 1 minute 17 seconds (1.31% savings)

Last test was done at Dyno Dynamics dynamometer branded service station owned by the Equator region Jl Scouts, East Jakarta. Dyno testing done without any alteration to the motor. Even setting the wind and gasoline in the carburetor is made uniform even though mutually exchange CDI. Tests carried out 2 times, with a standard nozzle and the nozzle which has gone up one step from standard. Size 35/75 to 38/78.
CDI also continue to use option click / curves equal to 3 the previous test. In this testing machine set at a uniform temperature at 90 degrees Celsius before the machine gassed. Thanks to the blower is mounted near the engine block cylinder temperature during testing can be stabilized dikisaran 100-110 degrees Celsius. And each CDI had a chance 5 times the run. The result is astonishing.

The first session without jeting
Standard CDI Max Power: 8 dk
CDI XP Max Power: 7.8 hp
Rextor CDI Max Power: 7.9 hp
Cheetah Power CDI Max Power: 7.3 hp
BRT CDI Max Power: 7.7 hp

The second session with jeting
Standard CDI Max Power: 7.4 hp
CDI XP Max Power: 6.1 hp
Rextor CDI Max Power: 7.5 hp
Cheetah Power CDI Max Power: 6.8 hp
BRT CDI Max Power: 7.3 hp

 

 

SETTING THE WAY MOTOR CARBURETOR

Motorcycle Carburetor SettingThe main task of the carburetor is to mix Fuel (BB) Air (O2). About his range with a ratio of BB: O2 adl 1: 13-15. Anyway gmn how I'll get the engine supply mix that much.
Why use range, whereas the theory of ideal combustion buku2 it 1:14?Jwbannya adl Because of machinery & environments affect mixture settings BB: O2.
For example:Higher compression engines hotter MEAN MEAN need more supply BB let the machine do not breached.Humidity (moisture) environment higher MEANS BB contaminated water mixture, mix MEANS getting poorer, more hrs MEANS gasoline.Low environmental temperature MEAN MEAN working temperature down gasoline engines must be reduced for the working temperature of the engine so ideal.Bobokan exhaust (free flow) higher rpm MEAN MEAN MEAN need the engine temperature increases the higher BB.And many more parameters that must diperhatiin including inlet design on the block who b'pengaruh dg setting nozzle as the dealer BB.That theory basically.
Setting karbu:Karbu PNY 2 spuyer:One main jet (tuk NSR std size 130) reply meyalurkan play BB at about half throttle or more roundsOne fruit of the pilot jet (NSR std size 45) who plays BB distribute gas from round 0 degrees until full, cm effect of this jet pilots could be said not very significant at full throttle engine rpm N-me-high.Another thing which affects the setting include:
Venturi size karbuNeedles skepticismStelan windPower jet.Venturi karbu bigger the more air that needs through nozzle allows for greater good spy pilot or main jet mixture can be fitted.
Then, when we raise ato spuyer2 shrink again?
Previously hrs gejala2 know first time machine and mostly lack of BB BB:

1. "Ngempos" are symptoms such as loss of engine power due to shortage of distinguished BB
2. "Mberebet" adl symptoms distinguished the engine actually feels like a restrained power cm solid and sometimes accompanied by the sound clash of metal settingannya if too wet.
Kl NGEMPOS mean machine takes BB, BB kl brebet most machines.
CasesWell here kasus2 krn yg common jet pilot issues:Motor kl am hard to live krn ngempos opened so gas continues to die ya mean naekin jet pilot.Motor dah tiba2 road but often lose power during low speed rotation N gas means naekin pilot jetMotor over heat as the road often means asking naek slow jet pilotMotor brebet in lap down but good on the put on the pilot jet is too big.Motor not use the choke kl N can directly start the morning(This is not normal jg) means the pilot hrs down.
In conclusion, there kl ngempos symptoms, high temperatures are relatively low diputaran who then asked naek pilot jet, N kl there brebet symptoms in low-jg put down the pilot hrs.
Then tuk kasus2 mainjet:Mtr brought kebut2an so until then finish the round on the road so ngempos coupled pelan2 asep ngebul MEANS temperature increases dramatically at high speed main jet requested ride MEANSBreath motor on lap top is too long mean mainjet requested ride.Mtr ngelitik whereas the other normal engine temperature MEAN VERY HIGH when the lap top requested MEANS main jet ride.Motor brebet in the put on the main jet just means asking downetc.In conclusion, if mtr brebet in the put on the main jet means hrs down, if mtr high temperature in the lap of the main jet is asked to rise.

Note:Each nozzle shall be no change in size wind settingsDo not be based on the temperature indicator on the dashboard tuk krn setting guidelines would not fit, it takes a strong jockey who feelingnya dah.Sometimes detonation can not be treated with naekin spuyer if detonasinya already severe. This means that there are abnormalities in other engine components.

Simak

Baca secara fonetik

SETTING FOR SOKBREKER SKUTIK RACING

Want to share in the scooter race? Do not just performance machine that must be addressed. Handling besutan also be important. "Because if it is baseball taken into account, it will greatly affect the concentration of the driver," said Mariasan pocket, national racer who now 'menukangi' JP Racing scooter racing team.
Talking about the handling, then the focus of concern on the part sokbreker (front and rear). How does the character fit shock absorber devices, create bulldoze small Sentul circuit? Consider the following.
Sokbreker Home
What made the manufacturer for the quasi-front, of course for driving comfort and not for racing purposes. Therefore make use of extreme racing at the track, there should be an adjustment. "What is clear quasi must be set to effect his swing harder. So when worn corners bulldoze more stable, "said driver this svelte berpostur seeded class.

At Yamaha Mio and Suzuki Spin adjustments used by adding a special oil into the tube tomorrow. Number of additional fluid is inserted about 30-50 cc. "That's for each tube, yes," explained Aldhie, from Bike.rider Shop on Jl. Kalimalang, Jaktim. Oh yes for the oil that comes into the front of the tube sokbreker either the left or right fitting size, it would be good when adding all the new oil change tomorrow (Fig.1). For how to change the oil when baseball is different from the standard oil change tomorrow.
In addition to adding the oil, there are also ways you can do. Lowering the bar high tomorrow, is also able to create effects such quasi swing so much harder (Fig.2). "At the most pretentious bar 15 mm lower. The trick to loosen the stem binder bolt pretentious, then push self up, "said this white man.
Make Honda Vario but can use the same trick with Mio and Spin, there are also other tricks which can be used. Replacing a quasi-standard with a Honda Karisma, will make the next quasi Vario harder. "Although baseball as much as when used as the standard, replace oil as well as of innate charisma still have to be increased," said Marko, call Mariasan pocket.

Rear sokbreker
Louder than the factory default should also be applied to make the application on the stern. If the condition of quasi-back is too soft, then when hitting the corner made by a lot of swing.
"Conversely, if too loud, turn out the gas when opened traction tires with asphalt path will be reduced. As a result mounts can twist out tracks, "said Marko. So to overcome this problem, the solution could be to use quasi-back aftermarket with violence as that can be set. (Fig.3). So when drivers feel a rebound tomorrow too hard, then swing as can be softened.
"It would be pretentious yahud when select the violence as a rebound in the pipe or flute can be tuned as desired drivers," said the man weighs 51 kg. Make adjustments violence as, the setting played right then swing as it would be hard. Thus even when you set the rebound on the pipe flute. Rotated right means membaut rebound harder (Fig.4).
Problem quasi aftermarket price for scooter racing, at accessory shops banderolnya $ 500 thousand to Rp 1.5 million.

4 NO MOTOR SETTING

To increase the power or engine power standard commonly referred to tune up, needs to be put the changes on several things:

   1. Increase / raise the compression ratio.
   2. IN or EX ported fix to fuel revenue to be smooth and good.
   3. Changing the duration, Elevator Noken as.
   4. Changing the ignition (if the race is allowed).
   5. Change the ratio with Close Ratio.
   6. Setting the carburetor.
COMPRESSION
Increasing the compression ratio (Compretion Ratio = CR) is a way of beginning to be taken by the mechanics to increase engine power. However, to increase the compression ratio to consider several factors, among others:

   1. Fuel used.
   2. Quality piston used.
Through increased COMPRESSION:

   1. Replacing the piston with model racing.
   2. Closer deck clearance.
   3. Head lathe.
   4. Weld Head.
   5. Lathe Block and Piston.
HOW TO REDUCE COMPRESSION:

   1. Merimer dome on the head.
   2. Deepening coakan valve on the piston.
   3. Piston lathe.
ADVANTAGES OF USING HIGH COMPRESSION:

   1. Increased engine power.
   2. Final gear becomes heavy.
   3. Power engine feels from the round bottom to top.
LOSSES USING HIGH COMPRESSION:

   1. Machine becomes hot quickly.
   2. Engine break into a big and rough.
   3. If the compression is not precise calculations, frequent detonation.
To calculate the compression ratio (CR) from one machine, we need to know the cylinder volume will be done.
EXAMPLES OF MACHINE JUPITER Z O / S 100
Bore or D: 52 mm = 5.2 cm
Stroke 54 mm = 5.4 cm
= 0.785 x 5.22 x 5.42
= 114.62 cc
≈ 115 cc
EXAMPLES OF JUPITER Z O / S 100
The volume of the combustion chamber through the spark plug was measured with a burette is 14.55 c
So the combustion chamber volume 14.55 cc - 0.7 cc = 13.85
(0.7 cc is Volume Space Busi)
How to determine how many cc of the contents of the combustion chamber that we must use the compression ratio we have set.
Suppose we want a compression ratio of 1: 14 what is the volume of space fuel?
That means if we want a compression ratio of 1: 14, the content must be 8.84 cc combustion chamber.
Ported
The purpose of changing the port is an attempt to enhance or improve volumetric efficiency by optimizing the flow of gas into the combustion chamber.
There are 3 factors that determine the amount of power on a machine:
1. Engine efficiency
namely how a boost in the piston torque generated by the fly wheel.
2. Thermal efficiency (heat)
ie how much fuel to be burned / heated in the cylinder to push the piston down to the TMB efficiently.
3. Volumetric Efficiency
which makes the channel / the right size for optimal gas pump.