By A. Graham Bell
Surely, the advantage which has so much contributed to the frequent use and sundry software of the two-stroke engine is its mechanical simplicity. Tuning specialist A. Graham Bell takes readers during the quite a few adjustments that may be made to a two-stroke and its parts with a purpose to derive greatest useable energy and mechanical reliability. either the most recent advances in two-stroke tuning and outdated standbys are lined for all parts of operation, from ignition, carburetion, cylinders, and valves via exhaust structures and dyno tuning. Updates to this multiplied version contain new images, line diagrams and explanatory charts.
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Additional resources for Two-Stroke Performance Tuning in Theory and Practice
The main concern here is that the inlet duration is of sufficient length to ensure complete crankcase filling at the rpm where maximum horsepower is desired. If we want peak power at 14,000rpm then the 54 Fig. 25 Effect on power curve of changing rotary valve closing angle. Port and Cylinder Scavenging duration will be around 235°, but if we want peak power at ll,500rpm the duration will be close to 220°. 4 sets out the rotary valve timing for a number of go-kart and bike engines. All of the l00cc kart engines have fixed gearing.
The secondary transfers and the boost port may beneficially use durations longer than shown. 43 Two Stroke Performance Tuning a high pressure stream would not erupt from the back port and head right out of the exhaust. Today those theories have been forgotten. The majority of engines come from the manufacturers with all the transfer ports at the same height. However, this does not mean that staggered porting does not work. Most tuners recognise that it does; but the transfers are staggered in reverse to the old school of thought.
3 will give good power at the speeds indicated. The shorter duration will improve mid-range pulling power and the longer duration for each speed will enable the engine to produce more power at rpm in excess of maximum hp revs. Motocross and enduro engines such as the RM and PE series Suzukis, with crankcase type reed valves, would normally want inlet durations 15° and 25° shorter respectively. 3, as mid-range power is not so important. 2 ' Because of the bad effect long inlet periods have on mid-range power, it is always preferable to first enlarge the inlet port and see if that change gives the required improvement in high rpm power.