Forcing 300cc into 50cc.

[@robertmckay694]

When you look into the camera you can see the madness…. So impressed with what you’re doing!!!😃

[@realryder2626]

There's a method to his madness. I've followed many youtube journeys, this is by far my favorite channel. 2t for life.

[@realryder2626]

Your editing, cinematography, the story... It has come so far. Your achievements speak volumes. One day my friend, you will be on the front page of yewchoobs.

[@gideon1483]

the engine sound is so much cleaner this time, I think the new ignition trigger position is a sucess

[@bavarianbarbarian2443]

Very impressive! Love your ingenuity! Every minute of your videos is pure joy for me. But please, consider using variable ignition timing. The higher ignition advances that work good in high rpm areas could very well work against your engine at low rpm. By that i mean that the center of combustion, or most of your combustion happening, could be before top dead center. You can already see this effect in your test data by looking at your curves at different ignition advances. Also, with high ignition advances you increase your risk of detonation without any gains from it. Its a lose-lose situation at the moment. Edit: Now that i have seen the end of the video, the better engine efficiency from less advanced timing would also help you drive your compressor at lower rpms with a more aggressive gear ratio.

[@peraz968]

I don't know abaut super charged 2 stroke engines, but normally on 2 stroke engines ignition timing goes something like this. At idle it is 0 or litle bit of minus. On low rpm it is allready pretty much on minus. on the midle of the rpm range it is so much on minus, as it can be. And then it goes back to zero while rpm rises. At the highest rpm advance is zero. I don't know why? Maybe because of the exhaust systems on 2 stroke engines I guess. On 4 stroke there is roughly saying more advance when there is more rpm. Or something like that. Ps. I hope the problem will be solwed! Good luck!

[@emmajacobs5575]

@@peraz968 on a 4 stroke super/turbocharged engine with a low ish CR, especially one with a long period cam, the ignition timing is more or less fixed at ~20° BTDC, though I have no idea about 2 strokes

[@Semparo]

I know nothing about most of what's going on here, but I've been watching you're videos for nearly a year now and still completely fascinated by this! Rootin for your success!

[@jaykoerner]

Air plus fuel go boom. Make fast, make happy, -caveman explanation

[@ASoftaaja]

20hp at around 10k is totally nuts.. And the fact that the engine concept works that well in itself. Would be interesting to know what the engine can produce on normal gas. I think you should try different port timing with more blowdown area. Traditional 2 stroke principle should work also here. Could help to bring torque to higher rpm.

[@MySuperhappyfuntime]

Always love a new 2 stroke stuffing video. Always entertaining and educational. Keep pushing the envelope!

[@christianpattison8238]

Really enjoying your content keep up the great work

[@stein_9443]

Loved the video mate, have you thought of using a burst panel on the crankcase to protect against backfire instead of the wastegate? The reason I suggest this is that any boost leaking out of the wastegate is wasted energy, the engine had to compress that air and any leakage is wasted HP. You would solely have to rely on the drive ratio to set the boost pressure though, and if you did have a backfire it would mean replacing the burst panel. Anyway, just a suggestion, loving the progress! keep up the good work!

[@photobillyexplores]

I'd agree, altho now thinking about it with no pressure in the crank case every backfire could mean new reeds... 🙈 I'd definitely be taking the waste gate out

[@CmdrFlemming]

You really are stuffing a 2 stroke here aren't you Mr. 2StrokeStuffing? - and i REALLY enjoy watchin' you conquering the problems towards more power. Thanks man!

[@anesthetized7053]

the filming and editing in this episode was phenomenal. the grind of getting used to a new camera is frustrating but the final product in my opinion is worth it

[@johnrichardson8048]

Dude! Your editing has come so far! I used to get bored and skip 10-20 seconds and wouldn’t miss anything. No I skip 10 seconds and I’ve missed too much and have to go back lol. Great job on your progress with everything, not just the motor, not just the fabrication, not just the camera angles, lenses, editing…..everything! Always looking forward to the next one 👍🏻

[@redbeard4671]

I haven’t commented in awhile, but I always give you a like. Just wanted to say that the editing quality and video consistency has been much appreciated

[@hondaracer7784]

The supercharger is getting asthmatic and restricting at the higher rpm as it can not flow enough. You need a bigger blower to give more flow for higher rpm.

[@Jacob-th7do]

I think the same

[@arnemagnus680]

AMR 500 is the way to go1

[@bryanphipps8654]

Big blower, spun at lower speed, less heat, more power,less parasitic loss

[@md4luckycharms]

add a turbo

[@petermay5187]

The progression of this engine is completely addictive! amazing work.

[@Charlieman.]

That might be your most complete video. Complete being both production values and 2 stroke innovation. Fantastic. Edge of our seats. Keep it going!!

[@java230]

Music/audio is awesome on this one! Fits the mood of every scene perfectly

[@radron14]

Hey Boss I’ve been following you on my smart TV but I can’t leave any comments on my TV, I’m subscribed and spent most of the day adding like’s too your vids and I bought the VPN under your link. I’m a senior certified Master Motorcycle Technician. I have some books too send you or the ISBN so you can check out more 2 stroke theory. I have been building 2 stroke race engines for over 40 years and had the first EFI 2 stroke in the USA back in 1994, back in my day it was port mapping with formula’s for CCV, BMEP,primary n secondary compression ratios, squish band area. I paid a lot of attention too your crank seal set up as my stroker engines built up so much primary compression the engine would blow the crank seals out but building so much primary compression made so much more torque. I had the first EFI 2 stoke in the country n probably the world. O2 sensor was useless due too the oil and I was building jetski engines with water injected into the exh, so I had too build a map that would not adjust but worked for my porting and first center bleed (bazooka pipe) exhaust. I broke the pillow block’s on my 785cc Kawasaki XIR engine at 138 hp on the water brake dyno so I’m sure it made more power the dyno could not handle it. The BF engine seems too labor and not rev freely. If it was me, I’d ditch the blower and stroke the crank and build an EFI for it. I know it’s experimental but building too much to fast will cause issues. Your combustion efficiency must be really low without an expansion chamber, I looked at the port mapping and doesn’t seem like there’s any room for a power valve. I can send you the books, lotta heavy technical reading but very helpful if you like, i’ll keep watching and hopefully you’ll get the PIP engine stroked, EFI and center bleed pipe and get some usable results. I can’t add pix or I’d show you my EFI set up with dual 50mm throttle body and how I set up the Hall effect sensor. Maybe we can swap emails and I can help you further.

[@TheRzMike]

Love every part of this build! And The camera work is truly impressive :D. Thank you for the great content.

[@opopopopop2174]

I have been following for half a year, great to see the process going so well. Thanks for nice videos, have a great day Emil from Denmak

[@oompah_your_dupa]

This is so much fun to follow along with you as you experiment with this concept. Thanks for sharing!

[@marksparks59]

Watching this project with great interest, and hope! Really enjoying the better video presentation and musical background.

[@superliegebeest544]

This is like a franknstein puzzle. So many variable settings, compressor, ignition timing, roterydisk timing. What else I forgot.

[@jamesswetland5019]

Look at your video at 13:47 to the right of your big exhaust pipe you can see a spark jumping. It’s very bright. Take a look.it’s on that blue part on the right.

[@Rudy97]

I usually dislike videos longer than 10 minutes but you manage to make longer videos still worth my time. Good job.

[@sparkie5571]

that trigger wheel and the overall dyno chart looks so much better. amazing work as always

[@Mr4x4toyidaho]

The sea shanty music is great. Love what you do. You have come along way . You are on the edge of greatness.

[@Antholography]

I love that despite this being years, you have never given up Easy is not worth anything!

[@yelyab1]

You look like you are having a good time. All engineers working in a commercial environment want to do what you are doing which is called “organic”. It’s considered old fashioned by some but for many boyish engineers it’s what they thought they were signing up for. Not in a big company. Pays good, rest rooms are clean.

[@Hnkka]

Very nice video you have made again! i enjoyed watching, the music and everything fits together

[@tejdz1337]

what if 2.2 : 1 is even too high of a gearing? maybe supercharger tries to spin so fast above 10k its producing too much resistance ? when you put the 1 : 1 it seemed to make over 1 bar of boost not far above idle, wich explains why it doesnt wanna rev with the supercharger working that hard at that low of an engine rpm. so maybe with 3 : 1 itll make slightly more power at maybe 12-13k rpm ? worth testing i think

[@Zesserie]

you might be on to something, about one bar seemed to be where it was "happy". with less drive you would still possibly have 1 bar at higher rpm(if it can flow amount of air) but with less parasitic loss(depending on tourqe curve of the enigne and where it wants to make power). Sure it chasing numbers at that point but isnt that what the project is about :D

[@photobillyexplores]

I'd agree, or at least find the sweet spot where the waste gate isn't needed

[@Zesserie]

I was thinking for a bit, if the blower has trouble feeding air, a change in port timings to shift the powerband down a bit would help if both the enigne and blower is not in their "optimal range". The blower has a theoretical upper limit of the amount air it can flow at a certain time depending on a bunch of factors. So either option is possible depending on where the engine wants to make power and how much air the blower can supply without going into the range of inefficiency.

[@Henning_S.]

I think 3:1 is a little too low, because if you do the math you end up with 1 bar pressure.( 300cc per revolution divided by 3 is 100cc, if you squeeze that in the 50cc engine you get 1 bar, maybe slightly higher because of the heat expansion) Something around 2.5:1 may work, it should result in 1.4bar (+a little more because of heat expansion, so maybe 1.6 or 1.7bar)

[@tejdz1337]

@@Henning_S. yeah but if it makes 1 bar at say 9000 rpm, that means if wastegate is set to 1 bar anything over 9000 rpm will have increasing parasitic loss, cuz blower just spins faster without making more boost.

[@Sam-ix9gd]

We used a curved backer plate on reeds we worked with. It reduces the stress concentration when the reed flexes. Didnt see your finished reed cage. Nice work so far

[@stovan]

If you mount a crankcase-pressure-sensor you will have an idea of the force on the reedvalves as boost increase... I have always tested reads like a trumpet, they must be able to make a sound, higher the better... Like your work :-)

[@2STROKESTUFFING]

Pressure transducer in the transfers after the reeds is in the plans.

[@ericschumacher5189]

@2STROKE STUFFING Hey Alex!!! Something to consider is the blower's efficiency is directly related to the power that it takes to drive....most ROOTS style blowers are more efficient below 1-BAR than above 1-BAR, therefore supercharger displacement and RPM is very important to getting low drive losses.....If the 50cc engine (once-optimized), cant deliver the power you're hoping for, at a pressure ratio of about 1-BAR and a maximum supercharger speed of about 8K-RPM, then it would be worth considering using a larger supercharger of the same type, so cooler /denser air is delivered at the same pressure ratio (with a higher mass flow rate)...…If a high pressure ratio is needed / desired though, to achieve high HP at low RPM's, then swapping the current supercharger for a TWIN-SCREW style would greatly improve efficiency at 1.5-2-BAR boost range, such as an EATON-M45......NOTE: while your working with the current hardware / tune, something to pay attention to is cross sectional area of the inlet to the supercharger......in many cases airflow / boost can be increased significantly by ONLY fitting a larger throttle body, at the same drive ratio, because the supercharger is cavitating much less. Keep up the great work!!! I'm looking forward to seeing 30-HP :)

[@thomasschafer-dorn3535]

ich kann's kaum erwarten, die 30ps zu sehen. und der sound is so geil... danke mann!

[@WRboXer]

Favorite grassroots ICE/motorsports channel on KZbin. Right on 🤙

[@robertgillin]

It’s really starting to come along now mate keep up the good work.

[@davidf.8497]

Even when you're speaking over that big hose, the soundtrack makes it sooo dramatic ;) Keep it up!

[@bernardmcnamara]

Notice the engine mount clamp getting a little lose up on the slide beem..

[@2STROKESTUFFING]

Thanks for the heads up! I wondered why the chain was gaining slop.

[@freddy7700]

My dear friend, your vids become better and better all the time... they are highly aprechiated. Thanx a bunch.

[@benhowe2087]

A roots supercharger is terrible at higher boost levels. The air rushes back into the chamber and then is pushed out. The force of the pressurized air slamming back into the rotor when the chamber opens creates heat. You can reach a point where the energy needed to create boost is as much as you are getting from the added pressure. There is allot of effort made by manufacturers to make the reverse flow more gradual. More vanes. Twisted vanes and slotted outlets. Ultimately a screw type charger is much more efficient. You might even try making your own compressor with a gear driven turbo compressor wheel. Much more efficient.

[@SB-fe4gt]

Pretty easy to calculate the spring constant...if you know the diameter of the wire, the overall length, how the ends are formed, and the number of coils. Just so you know how much you are increasing or decreasing the force.

[@MgBaggg]

That end threw me off, you look 10 years younger with less beard. Also loving the boost content (:

[@2STROKESTUFFING]

😁

[@LS-uv9gg]

The wonders of KZbin! In broad terms, is this channel strictly about "how much power can you get out of a small ICE 2-stroke engine via supercharging"? Is it all just for fun, or is there a specific goal to meet a required outcome, or...? I have always had a fond spot in my heart for 2-stroke motorcycles, having owned a couple Yamaha RD350LC's, and forced induction, with my 1982 CX500Turbo, and up until now strictly in a 50cc size engine, my top fav has always been a 4-stroke. Honda's 1965/66 RC116 GP race bike, an N/A DOHC 8 Valve twin, which put out about 16 horsepower @ 21,500 RPM. That has always seemed to be pretty cool for something done almost 60 years ago, but I had never even *thought* about a 2-stroke being turbo/supercharged! My mind boggles, holy crap! This is awesome to watch, thanks! :D

[@onecookieboy]

I really admire your commitment and tenacity. Keep up the good work, this is real progress.

[@guillo88]

great progress! love the music in this one! its like watching "cheff table" but for 2 strokes!

[@matthaigh5296]

Your CNC milling has improved hugely. Great episode

[@leon.690sm9]

maybe condensation cooling for the intake air? intercooler with water sprayed onto it while driving so it gets crazy cold ? might gain you a few horses idk just an idea

[@aneveningatthesaladbar6884]

I don't think I've ever been this excited for weekly releases of anything lol. Keep up the good work man!

[@markthompson9914]

Your getting there mate and we’re all rooting for ya chap 👍✌️🇬🇧

[@gentjim5007]

Good move going to the v force carbon reeds and plastic cage. Way less damage to internals if there's a catastrophic failure. They ve been the standard on high performance snowmobile 2 strokes for years. 440 cc champ sleds can run 11,000 rpm and 125 h.p. using them. Good work!

[@denpo]

With such a awesome setup you deserve a better throttle control, maybe a proper motorcycle accelerator or a lever like in dynos. My two cent, fantastic job as always.

[@BrotherLuke2008]

Impressive! The groundwork is paying off now, development is rapid!

[@bulgurculture]

Now we are talking! Good work!

[@GonzoDonzo]

Loving the progress since you went full time on YT. So much per video now.

[@smarouchoc7300]

I really, really like the aspect ratio change you made a few months back. When I'm on my widescreen monitor or on my TV, it just works. The colour change was a little jarring at first, but now, I anticipate not just the content, but the entire presentation. The 🎶 c in this episode is great!!!! Might be biased since I'm about to do Prates of Penzance in May, but sea shanty/pirate theme music is always welcome in my book 😁

[@crottemole]

Love your videos! You really are motivating me to start silly projects! One day ill turbo a vintage motorcycle! If i could find a house for sale at a remotely reasonable price that is.

[@dommoss4264]

The vids are getting slicker and more dramatic 🙌

[@justinfoster7291]

Sound track on point love the cylinder head shot need more of that view when she's breathing lol so many little things In this vid are sticking out like I can't explain its like watching a movie about my favorite things and I learn and entertain my brain I love it man best channel on the tube keep up the great work 👍

[@MrPeanutbutter100000]

Great production quality and choice of music! Keep up the great work

[@fjb6576]

Your graph on progress just went strait up, keep up the good work.

[@theafro]

I totally agree that it's at the bottom-end you'll get the biggest gains, as surely the whole concept involves getting away from peaky curves from an engine relying on resonance. but if you can get the bottom of the range making good torque, the top-end will come too (if the blower can supply the air).

[@2STROKESTUFFING]

👍

[@micha_l2698]

Your editing is amazing paired up with background music and all . Great work , love your vids

[@Aronteed]

A man following his dream, Gotta love it!

[@charade993]

At 1:1 the engine doesnt seem to have the torque to compress the air. You should drive the blower via a variator.

[@RedneckSwede]

The beauty of building a new engine is always a fun experience. Build, break, repeat. Build, break, repeat. Build, NUKE aaaand repeat.

[@andrewjefferies8391]

Whilst in the workshop,,, Maybe try compressed air as a substitute for the springs on the dump/boost pressure valve.. easy to set a compressed air regulator & determine the max boost pressure.. Also maybe set ignition timing trigger early & have software delay for the Spark.. Trying to help ya. AJ.

[@kevinpixley8563]

Change the intake manifold . Blower first , then Carby , wastegate (air bleed) between them . Retune . You are dumping air and fuel through you wastegate right now which as I see it is ; when you are at high rpm( higher boost) levels you're leaning out your mixture because the gate it dumping your fuel .

[@shiftywilliams5209]

I love your videos watching from the uk 🇬🇧

[@JohnThomas-vb9se]

I watch a lot of dyno videos about turbo charging automotive engines. Usually boost hp curve mimics the n/a curve, there’s just more of it. The same happens when the camshaft is upgraded in n/a vrs boosted. I only say this because I think you should shoot for the same peak hp rpm at full boost. I think the rotary valve timing will effect the hp curve. Obviously the whole 2 stroke vrs 4 stroke in this scenario is the biggest variable, but the rotary valve moving around in the earlier test may have been simulating “variable valve timing” like many automotive engines have.

[@kcribin5654]

Beautiful lunacy, dam fine engineering. Respect 👌🏻

[@andrewskingsley4187]

Brilliant vid, really enjoying the journey with you !

[@InvaderSS670]

I was checking everyday for a new video. Things are getting exciting now!

[@nonsoilmionome97]

Exciting video! Beatifully shot and edited too

[@goranamcoff6235]

Hi, that is an interesting project. That being said, SC is not really optimal choice for maximum power. Parasitic loss is high (especially trying to spin Root blower at high speed), efficiency is low (high boost will produce very hot air) and regulating boost by venting (instead of recirculating) is even greater downer from efficiency point of view. Engine is proably producing >30hp already, but you are using a third just to spin that blower. A small turbo (Smart car?), intercooler and you will get above 30hp just fine. But yeah, debug ignition and exhaust "valve" timing first ad then you can concentrate on efficiency.

[@michaelswanson7881]

Loving this "little" engine, 22hp at around 10k, WOW!, the disappearance of the beard threw me for a bit. This is awesome, keep chasing the dream.

[@Jansen93]

There is a lot to watch on Netflix etc.. But this i could watch all day! Always a cliffhanger at the end. Like: Next week more boost! Love your videos! 🔥 Greatings from Drammen

[@lorriecarrel9962]

I agree the other comment,I'm very impressed with what you have achieved,once the bugs are worked out that engine will be a mechanical demon

[@SuperBlubben]

This is what we all have been waiting for!

[@sqracing]

I designed an Ignition system for a Kart Engine 125cc ..(2007) at high ( over 12,000 rpm ) i started to reduce the advance, increased the reliability ....

[@garyeasdale1004]

Work and sheds looking good

[@andyh.3105]

Still my most awaited subscribed video provider. Crazy but very cool sir.

[@MrJermbob]

Love from New Zealand as always

[@RandomSadBoomer]

At some point, you will need some way to cool the incoming air. Also from what I saw engines with blowers do not rev too high.

[@madmaxsdog8040]

I was running a Yamaha 350LC in the 80's and when the Boyesen reeds were released they had a large petal which covered the full surface of the block face as well as a smaller two petal one which went on top so I cut the centre bridge out of the reed block altogether. After a couple of weeks or maybe months ( I'm not sure ) they broke on one cylinder and blew back out of the carb so it might be that the bridge failed first.

[@CapeCodCNC]

Try lower ring height to keep it away from the combustion. Maybe a dished piston with much lower static compression so you can stuff in more magic gogo elixir under extreme boost....

[@DeWoodysShop]

Great Video! I am thinking you may need a bigger blower also like the AMR 500, since you can turn it slower and get the same boost and keep the temps down. I'm sure these blowers cant like 10,000+ rpm?

[@BeamBinge]

AFAIK max 8000 rpm

[@afflickracing1705]

he HP required to turn a bigger blower would be to great, the 300 is already to large, we use a 300 on our 100cc and it make s24psi

[@brianbruno3487]

BRUTE FORCE!!! BOOSSTTTT!! Çant wait to see it run..

[@stevemarr9295]

Excellent progress, and really loving your filming and editing style. Keep up the good work!

[@daveyjones-sx6ym]

This is the best video on the internet

[@Dean4646]

Videos are a must watch for me and my friends. I like everything you are doing except fuel mixture. You are working on boost and timing and ignoring mixture. In a laboratory setting you would be looking for stochiometric. For methanol it is 6.4:1. At stochiometric you have the perfect balance where every air molecule is paired with a fuel molecule and no excess. Too rich and you are displacing the air you need. Too lean and you just pumping air. On a running two-stroke you like to be a little richer to cool the piston. I run an EGT 2 inches from the piston face at 1100F. The distance makes a big difference on the reading, so hard to compare from one persons setup to another. Your EGT readings are 300C/572F which seems way to rich. You can't ignore mixture. Thanks for the great Videos!

[@stephenfrancisvoros382]

Your explanations of different things are great, you don't need to be expert to understand what's going on. 👏👏👏

[@Milkybar3320011]

The two stoke god has spoken. Fridays have never been so good.

[@westsussexbushcraft812]

Great video ,just watched it with a few biker mates here in sussex ,they think your mad ! I think it's genius!

[@comethiburs2326]

my guess is that the blower adds too much load at low rpm when set to 1:1... so untill the megaphone or a very fast starter gets involved, it has no chance to work. still, i'm amazed. this thing makes double the power with a with like a third of the diplacement of an average 125cc motorbike. at the same rpm range. and that's with a blower, which actually takes a good 25% of the real value to spin... this engine is fucking dope. maybe one day it'll get a tiny turbo on top of the supercharger?

[@TheNumbers400]

How about lowering the compression ratio here in the early stages and work with more boost, once the supercharger is maxed out you can increase compression. Lowering compression ratio should give you a sort of a buffer.

[@jasonburrill59]

Great video as always Alex! I truly look forward to watching!

[@kartong7220]

Always get so happy watching your content! Thx!

[@Ginga7r]

Considering my Royal Enfield continental GT 535cc is putting out is Max Power 21.4 kW / 29.1 hp @ 5100 rpm Max Torque 44 Nm / 4.5 kgf-m / 32.5 lb-ft @ 4000 rpm I think you are doing Amazing chap. That's also why I am putting in a Honda CBR 500r twin into the bike, inspired by you Sir so thanks.

[@CanadianDerwood]

more power! the smirk and your eyes, give the hotrodder in you away! love it Mr! More torque!!

[@PHUSII]

sounds good, can't wait for you to strap this into an chassis!