Two stroke engines fascinate me. They are so simple and fun that I've always enjoyed tinkering with them.

Build a "Tuned" Pipe for a 2-stroke

There are many ways to boost the power, one of which is by installing a "tuned" pipe. The way a two stroke motor works causes them to be fairly noisy and a bit inefficient. A tuned pipe has a set of cones- Divergent meaning the cone gets bigger and Convergent meaning the cone gets smaller that are built to cause "echoes" or pressure waves to reflect back, which if done properly can increase the power of the engine.

Check out this link, it will make a little more sense.

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That's a very loose explanation, but there you go. I've always wanted to build an expansion chamber This is where P.

This Piece Of Junk was and is my first motorcycle Somehow, this one snuck home.

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I dug it out of storage a few years ago and began this process, so follow along as I make mistakes and learn a thing or two about building your own expansion chamber! Please note, this is NOT the only way to do this. I think there is an easier way- done by cutting out two sheets in the correct shape, welding the edges, and the pumping ultra high pressure water in to "expand" the pipe, but I didn't have the tools at the time to do it like that. This is just how I did it Did you use this instructable in your classroom?

Add a Teacher Note to share how you incorporated it into your lesson. This is NOT an easy quick project. It requires a lot of big, expensive tools. I'm lucky enough to have access to a shop that has everything I needed.

There are alternate ways to make pipes, which I will discuss at the end of this instructable. You never know! Tools: -Safety equipment- safety glasses, ear plugs, gloves, etc. Great program. I tried a few free ones, but the first attempt at making a pipe from those didnt work so well In my case, that was advrider. I'm not going to go into great detail, but you can't just build a pipe and throw it on there expecting it to work well.

You have to know a lot of things about your engine- port size and location, port timing, desired application, etc. You will have to figure out all of this information. Here is a VERY basic rundown of what you need to do: Before you can start at all, you have to know your port timing.Crankcase and Cylinder porting is probably the most controversial subject among Performance 2-Stroke engine builders.

The laws of physics have not changed and the mathematical formulas are readily available. The computer is one of the tools we use to compare engines and determine the changes required to improve performance.

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The exhaust port designed by the computer is mapped out on a plastic template. Other cylinder mods are incorporated into the template. The template provides consistency between cylinders in one engine, and other engines.

What’s The Difference Between 2-Stroke & 4-Stroke Engines?

The template insures a perfectly symmetrical exhaust port. The template also provides a reference if port work needs to be matched later. The cylinder is marked, and the cuts are made to the cylinder.

The exhaust port is smoothed, sanded, then polished, and the exhaust flange matched. Port work involves matching all the mating surfaces and gaskets from the carb boot thru to the exhaust flange.

Increasing the airflow thru the engine provides the most useable gains in Torque and HP. Port work is not Black Magic! Port work IS; tedious, precision work, to perfect air flow!! We will work with your engine to achieve your goals. Then design specific engine mods for your riding, racing, and elevation. A squish test is required before the engine is disassembled.

A compression test is recommended as a reference for comparison. With the engine apart, the parts can be measured, to determine the work required. Accurate and precise measurements of widths, heights, and corner radius, are required for the software inputs.

Precise inputs in the computer give reliable outputs. Crankcase Reed: Remove the reed cage and see if cylinder sleeve blocks airflow?Same goes for the companies that offer exhaust systems. There are at least a dozen that have been in business for a very long time, and they offer a wide variety of products fitting both modern bikes and vintage models.

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The Pro Circuit Works Pipe is a performance-oriented expansion chamber developed with direct ties to factory race teams and an in-house dyno team. Pro Circuit hand-welds and then pounds the seams on every works pipe to target both increased torque and additional power. The Works pipe features an unplated, oiled metal finish for its most popular two-stroke exhaust system.

It features reinforced mounting brackets for durability and offers unparalleled performance and power for every two-stroke application. Increased horsepower and torque gains will quickly be noticed across the entire rpm range.

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The unplated, oiled metal finish requires some maintenance but really gives your bike that works look. Devoid of paint or any platingthe Factory Fatty is shaped after hours of dyno time and field testing with racing teams. It is then molded into an exhaust system that both broadens the power and gives the power the character that each individual machine demands. Each system features hand-pounded seams for smooth flow transitions. The nickel-plated finish enhances durability, and it can be used with an FMF or stock silencer.

The FMF Gnarly pipe is designed for the off-roader looking for a tough system. It improves the power curve where the rider needs it, offering a stronger flow of bottom power.

The Platinum pipe is equipped with the same performance gains as the Works pipe but targets riding in extreme weather conditions. It is constructed of AKDQ high-quality carbon steel and includes a nickel-plated finish to reduce pipe maintenance and to help protect the chamber against the elements. The Platinum pipe also features hand-welded and pounded seams and reinforced mounting brackets and stingers for increased durability.

The Platinum 2 pipe is platinum-plated to protect it and has been designed to offer a stronger power gain in the low to midrange, where the off-roader needs increased tractability.

They target broad useable power with their Pro-Flo chamber. Nickel-plated and equipped with a thicker skin, the Armored Enduro exhaust is strong and fights to ward off the hits and smashes that occur when riding off-road. It has a CNC-machined manifold, power gains over stock and has been tested on the World Enduro circuit. The Scalvini expansion is a true cone pipe that can trace its DNA back to the works pipes used by factory two-strokes and is built in Italy.

Scalvini hand-builds each pipe to mirror the bottom performance of stock with a harder mid hit and a stronger pull on top. Each system comes with an ID tag and features a CNC-machined exhaust flange and double-wall mounting brackets for strength.

The MX2 Cone Look pipe is a stamped unit with welding lines added that are reminiscent of the old works pipes.Carburetors can be the most crucial and unfortunately, the most confusing element to a great running motorcycle. Through many years of research and experience, Dicks Racing knows how to modify and tune your carburetor to reach its maxiumum level of performance.

KX500cc Non Stop Braaps! 0,5 Litres 2-Stroke means Superior Power and Torque

No worries, Dicks Racing has a ton of experience with these carbs also. Stage 1 - Our exclusive Torque Wing eliminates turbulence which increases air speed is installed, slide is modified, a Yamaha needle is utilized, and float level is altered. Our method results in a broader range of power throughout the RPM curve. In essence, a 36mm carb can have the advantages of a 39mm without the downside, which is loss of low end velocity.

Can be externaly adjusted with the turn of a knob which is convenient when changing elevation or temperatures.

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If you have something other than a KTM 2-stroke, don't feel left out, we have got you covered. These mods work with ALL 2-Stroke carbs. You can expect improved throttle response and power delivery in addition to more torque.

If you want more power out of your thumper, you have come to the right place. From head porting and valve work, to cams and compression ratio alterations, we have got it covered. Other than the piston, the moving parts in the head are the highest wearing items. If you want more power, now would be the time to consider head porting while the head is apart.

When that time comes, do not gamble on who does the work. Trust the experts at Dick's Racing for all your engine needs. The reputation we have for building the fastest, most reliable motors is legendary. Decades of experience, testing and proven race results speak for themselves. We offer 2 types of 2- Stroke head mods for use with 91 octane fuel, race fuel, or a mixture of both.

Type 1 is our standard head mod that alters the compression ratio to match the fuel you will be using. Carburetor Modifications - Service Details. The torque wing eliminates turbulence which increases torque and low end response. Mods are seperated into 4 stages. We also carry exhaust systems from Arrow and FMF.

Check out the specialty parts section for Big Bore Kits that you can install or have us do it for you.

Send us yours and we can eliminate it resulting in smoother power with more torque. Or you can go to the specialty parts section and install it yourself. Call Services include: split cases and reassembly rebuild head new valves, machine valve seats, new seals rebuild crank replace rod, bearing, pin, and true replace seals and bearings. The options are many. From five star rated high flow carb mods and cylinder porting, to cylinder head machining, piston anti-sieze mods and case matching. When you want more 2-stroke power, look no further than Dick's Racing.Portal Forums Photo Gallery.

I'm having a hard time understanding power vs torque, flat riding vs climbing, performance of my 2 stroke YZ vs my 4 stroke XR Can you help? Yes, each is doing what it's made for, but why?

HP figures for both are perhaps hp higher than I've seen in dyno results, but it seems like the relative figures are about right. Clearly this isn't just a 2 stroke vs 4 stroke issue either, but a tuning issue also. My trials bikes Scorpa brand use the YZ 2 stroke engine, but tuned in such a way that accelleration is low while climbing "grunt" is very high.

Can you explain the theory of what is going on here? How does your 2 stroke climb hills vs your 4 stroke? Does adding a flywheel weight help the 2 stroke in climbing? That is a good question. I am curious to hear what the answer to this is also. Think in the way of the torque curve vs how much there is actually there in numbers. When climbing a hill on a YZ, if you lose momentum, and the little pinger is now operating at 2, less RPM - it may be producing 15 less HP and torque.

It's got more to do with how good that power is. I've got an '03 CR - probably the most infamous of all for the lack of a powerband. S the xr's power tq was made at a lower rpm and much flatter curve as well Good explainations. So you could look at torque as twisting power or how much force it takes to stop or slow a spinning engine regardless of rpm. Horsepower is more of a factor of power and rpm. So if a 2 stroke can't maintain it's rpm under load it looses hp rapidly while the 4 stroke maintains more hp because it's built more off of torque than rpm.

It is not really a function of RPM on either bike. It is a fucntion of design. I am not saying 4 stroke verses two stroke either. A two stroke can be designed to put out power like a tractor like the XR. It won't rev as high have as of a Peak hp either.

Look at a Trials bike. Look at the torque verses horse power curve. Compare the Peak horsepower output of a Trials bike as compared to a MX bike.

Big difference. Still a two smoke.One topic that keeps popping up concerning outboards is the comparison between Two Stroke Vs. Four Stroke Outboards. So much is being said about both types of engines, that it is worthwhile to take a closer look at the more delicate points of these two different types of outboards to get a better understanding of each one. Here, we bring out the advantages and disadvantages of two-stroke Vs.

2 stroke torque

People tend to make generalizations about these two types of outboards. A common belief is that a fourstroke outboard has more power than the two-stroke variety.

2 stroke torque

Hence a four-stroke outboard should be the preferred choice. To begin with, this is a misconception as the reverse is true.

2 stroke torque

Secondly, several factors decide which of the two types of outboards will be suitable. A lot depends on the specific needs of the user when choosing between two-stroke vs. However, to get a clearer idea of which of these two types of outboards would be more suitable, you need to understand the difference between the two.

There are two categories of internal combustion engines, spark ignition SI and compression ignition CI. While the spark of the spark plug burns the fuel in an SI engine, CI engines work on the principle of fuel which burns due to high-pressure compression. There are four stages to the functioning of an internal combustion engine — suction, compression, expansion, and exhaust. The injection of the fuel and the release of burnt gases is controlled by valves which open and closed through rotating camshafts.

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When the fuel burns, it creates a high pressure in the cylinder head which pushes the piston and moves the crankshaft. This process is a repetitive action, and as the crankshaft is attached to the other moving parts of the engine, it causes them to move.

With outboard engines, the fundamental principle of the engine remains the same. However, depending on how the fuel burns, we classify the engine as a two-stroke outboard or four-stroke outboard. A two stroke engine produces the suction and compression strokes of the piston in a single action. In the same way, the expansion and exhaust strokes also occur.This is a common question that our readers ask, especially those who are curious about how things work.

Each engine type has their own advantages and disadvantages that will be clear by the time you finish this article. There answer is that either can be the best solution, depending on what the engine is used for.

Smaller engines that run at a high RPM revolutions per minute tend be 2-stroke. Larger engines with a greater torque requirement at a lower RPM are usually 4-stroke.

So the 2-stroke vs 4-stroke debate centers mostly around the application for which the engine is used. This article is going answer the question in more detail. We need to start by understanding what an engine stroke or cycle is.

An engine works by means of a piston that moves up and down in a cylinder. This movement is caused by an explosion. Gas engines use an electric spark to ignite the fuel, generating heat which expands, causing movement of the surrounding air. In order for this explosion to force the piston downward, it needs to happen in a complete vacuum. The piston needs to be completely sealed from the environment. During this process, the piston needs to take in air and fuel, ignite the fuel, then release the exhaust gasses, so that the cycle can begin over again.

This is repeated thousands of time per minute. At RPM, this cycle happens times per minute. So it requires precise timing. This is the basic principle for any gas engine. The difference between a 4-stroke and 2-stroke engine is the way in which the compression, spark and exhaust combine their actions to achieve this. A 4-stroke engine separates each step of the combustion and exhaust process into four individual steps, or strokes. In order for fuel to enter the combustion chamber, just before the piston reaches TDC, a valve or valves open to allow a fuel and air mixture to be supplied from the carburetor or fuel injection system.

Once enough fuel has entered the chamber, this valve closes to create a vacuum. This valve then closes, sealing the cylinder and forming a vacuum. This is followed by spark, generated by the spark plug. This in turn causes the explosion that forces the piston to move down.

A second exhaust valve then opens to allow the burnt gasses to escape. At this time the vacuum is broken causing a decompression in the cylinder and the momentum of the crankshaft pushes the piston back to the TDC top position, ready to start the whole process over again. The cycle of a 4-stroke engine can be simplified into the following 4 steps:. Stroke 3 : Combustion or Ignition. This simplifies things and the engine accomplishes the full cycle in only two strokes.

Instead of valves, a 2-stroke engine has intake and exhaust ports. These are simply openings in the side of the cylinder that coincide with a pre-calculated position of the piston.

So this means that the movement of the piston is used to seal or open these ports. The intake port is situated just below the TDC position.

When the piston moves up from the BDC position, this port is open and allows the fuel mixture to enter the combustion chamber. When the piston moves past the port, the side wall of the piston blocks the opening. At the same time the spark plug ignites the fuel. The compression results from the piston closing the intake port, combined with simultaneous combustion.


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