Supercharged 50cc needs Arc Welder for ignition!

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[@2STROKESTUFFING]

Check NordVPN exclusive deal: Get 4 months free on 2 years subscription here: nordvpn.com/2strokestuffing It's risk free with a 30-day money back guaratee!

[@kingcosworth2643]

What does the torque curve look like coming up to the 15k wall?

[@archie2archie]

Quality and quantity of content lacking compared to the shilling of nordvpn unsubscribbed.

[@williamwilliams8145]

Glow plug conversion ? A model methanol engine uses a glow plug, and a combination of heat and the methanol reacting with the platinum wire in the plug keeps it running. Make an adapter to fit a model glow plug into the spark plug hole and see what happens. Nothing ventured, nothing gained.

[@Eduardo_Espinoza]

U can do an injection fuel delivery system, with basic Arduino. 😊

[@renedejong6386]

Yeah thats what i was about to writte you last time .. I was thinking about heating coolant faster , but why ? Normal 50 cc engine only contains 1 or 1,2 liter coolant ... Ow yeah you could put it in a microwave for pre heating it. Ignition is also what i thought the last few video's , haha. Verry inspiring

[@secondchancecycles248]

You should put “Well that seems dangerous, lets try it” on a shirt 😂

[@nickwalker7837]

I'd buy one 👍

[@mrpresidentm1]

@@nickwalker7837 me too

[@madmaxmotors]

🤩

[@hewettmotorcycles1010]

So would I!

[@TC-qx2kg]

Just heard this as I read the comment😂

[@mhbh1979]

Your definitely on the right path. Be aware though that running that CDI with four parallel outputs is essentially quadrupling the capacitance it dumps into the primary of the coil. So basically you spark time length is quadrupled. At high revs this will be like a continuous spark. I know it sounds counter intuitive but try just two channels and then three etc. Also and this is more important than you would think. Lead length from the CDI to the coil and the return ground both have inductance. Try making the wiring from the CDI to the coil as short as possible and if you can twisting the heavy current carrying ground and primary wires to reduce ground loop size. This will reduce the inductance a bit more if you can't get them physically really close. Loving the videos👊👊

[@trashmaster12345]

hear this: If the spark is more or less continues like you mentioned at high revs. This would bake the ignition advance sett more or less make not difference. Which could explain why setting such high ignition seams to even work. And it might actually be why cutting the stinger off to reduce the spent gasses in the cylinder makes it run worse! Remember, the spark is more or less continues and with a properly fresh mixture now (with the singer cut off) it is able to ignite the mixture earlier, to early.

[@jeffbrinkerhoff5121]

More smaller caps, fill and empty faster?

[@MrJermbob]

@@jeffbrinkerhoff5121 CDI is very rarely limited

[@johnclarkeiop97]

Bro the flames coming out of the expansion chamber when you let off looks sick af like a blow torch with white flames 🔥

[@tsm688]

And it is a real white flame. Burn nitromethane in a dish (look for nilered white flame) and it is an eerie, pure white flame

[@AdamCourville]

😂 “Taking a carb off an engine channel” I love it! Lol

[@kevinsellsit5584]

Ill have you know, this is my favorite "take the carb off channel" and my favorite "drill holes in stuff channel" and my favorite "manufacture parts that may or may not work channel" and ... Well you get the idea.

[@alejo8820]

"its not running like It should be". 30hp+ from a 50cc at less than 14000rpm. 30fkn horsepower. Thats insane, ridiculous. Really love the channel.

[@derKameramann]

My ordinary condition when following UT thingi-danglers is to see how they got thingies fixed. Your channel drives me the opposite way. I´m thrilled to follow all the obstacles and miscalculations, thinkings and failing experimental settings. Your obsession to grow your experience by failing and overcome to the next step is absolute stunning for me. Your mental calm to counterattattck each every lack of knowledge while constantly growing knowledge against all odds is impressive. By the way: thx for the music of choice. Fits perfect. Thx a lot for your approach fixing this thingie not straight forward by some rulebook.

[@nathanbutler8240]

Since you cut the stinger off, trim the pipe back until you can weld on another stinger of larger diameter and play with the length of it. To me it seemed the stinger length warmed up the air on the pulses just enough and removing the stinger the pipe was sucking straight cold air on the pulses cold air being denser having more pop that was the pops you saw out the exhaust on the pulses

[@MrJermbob]

Nope.

[@m3chanist]

We've all been there with those 1/2 arsed bits of tube ideas. glad to see you pulled up in time ;)

[@mikedeboer9033]

I don't know if it is in anyway related but back in the day when our 50cc 2 strokes bikes where cold they also kinda chocked in higher RPM, after warming the engine up with a few stuttering pulls they would suddenly come alive. This was especially so for the higher modificated engines. So from my very very limited knowledge and view, your theory sounds very plausible :)

[@maxpower700]

Same goes for tuned 4strokes, ime 😁

[@nathanhamers9160]

The reason why they are hard to start is because the petrol condenses against the cylinder wall (because its cold) and won't start. That's what the choke is for, to compensate for the condensation.

[@isickofit]

On my Husqvarna 250 CR the race engine liked to have the plug heated with a blowtorch before starting.

[@chilebike6556]

Remember, the ignition advance is the time from spark to max pressure - the angle translates as a time. The smaller the advance the more efficient your combustion. Perhaps a knock sensor would give you a measurement of cylinder pressure to match you advance with fuel mix. You need better instrumentation, you can't 'just try' , you are far beyond that. How that motor sticks together is something else. Have you had any siezures? Other than when you buy more fuel for the project?

[@gilles7009]

Maybe limiting the boost pressure with a wastegate could help you figure out what's happening at different pressure levels. In my humble opinion it would have an impact with all that.

[@ChuckHaney]

7:18 This cut right here says it all. The engine starts every time now, no need for footage of trying to get it started. It's a foregone conclusion.

[@Dante_S550_Turbo]

Even on established forced air induction systems spark plug gap can make or break a tune. It's crazy how close you are to fine tuning all this from the ground up. All these different parts not made to work together working in harmony in such a small window to work well. just mind blowing!

[@petersomers3014]

Alex.. had this issue on my rc gas boat engines when heavily modified. It seemed when I ported past a certain exh timing it would do it. The fix according to all my testing on the engine dyno was a larger pipe and stinger. Still hit at the same rpm but did not fall off and hit the misfire window I had battled on water testing in the boat for 2 years. The engine dyno I built and you have seen was allowing me to test much quicker without risking the expensive boats. Food for thought. This was my exact problem. When I built a larger stinger alone it made zero difference. It needed the larger volume pipe!! Can't wait to see what your cure is. Great work so far bud!!

[@SiR2Dean]

Correct me if in wrong. On a 2 stroke without writing an essay the exhaust is shaped the way it is to allow the engine to have a "virtual valve" using the backpressure wave, I always thought this was to keep a hotter richer mix ready for combustion, with a turbo there you don't want that same back pressure as you're effectively "saturating" the chamber with new fuel rich gas. So don't have the need for the wave of pressure the exhaust creates. In other simpler words I think you're onto something with the extra byproduct of burning nitro fuel. Chop off the exhaust at the widest part. Nitro car fuel is notoriously dirty, I used to race the cars. The residue is enormous from unburnt oil. There's poss not enough time for the exhaust port to get rid of all the spent fuel/oil

[@jcerullo5015]

twin spark plugs will light the fuel. One thing to remember is the elevation of Bonneville.4000ft above seawater

[@AutoBeta2T]

That's me not getting back to my jobs for a while... 🤣

[@ThePaulv12]

The Nord 'infomercial' was v. funny actually. Considering the context of the presenter and his channel I feel they'd be rather happy with that effort LOL.

[@MichaelWilliams-kq1lv]

In nitro top fuel engines they use 2 spark plugs per cylinder. I know they are 4 stroke but it might be something to think about.

[@robivlahov]

the thing is a 4 stroke still has more time to combust the mixture, more corectly to build pressure. an arc welder is a good idea tbh

[@leedove7255]

I wondered about this as well. In this case though it is a very small (50cc) piston so the flame path is much shorter than a top fuel car. My 85mm bore methanol race engine ran better with 2 plugs though.

[@anthonyhillis8055]

It is the exhaust mixing with the intake. change the bore design to have the exhaust port exit right above the intake to prevent them mixing or the boost chase exhaust out. also add fins inside the exhaust pipe like a torque converter to assist in exhaust gasses only exited out one way. Thanks Ant's

[@davidgierke7582]

You're getting there! Glad that a few suggestions were helpful. E.g., Advancing the timing due to nitro and methanol's relatively slow burn rate (compared to gasoline and methanol). Increase the spark energy exponentially to fire-off the difficult to burn nitromethane. Reduce the oil content to between 2 and 4% (the engine's anti-friction bearings don't require any more than that... with a good synthetic (e.g., polyol esters) . Note that higher percentages of nitro require greater and greater ignition advance. Buy the way, forget about trying to vaporize nitro. The very high flow rates (even at stoichiometric A/F-1.7/1), minimize the chances of adding anywhere the amount of heat to initiate vaporization (258 btu/lb); methanol is worse at 472 btu/lb; gasoline is only 135 btu/lb; A high degree of atomization is about the best you can hope for... but the unburned (liquid) nitro helps to cool the cylinder-another irony! Your radio-controlled car required relatively high percentages (14-16%) of lube in the fuel because the connecting rod was fitted with bushings-not anti friction bearings, as is yours. As far as being able to attain a clean throttle-response throughout the rpm-range with 30-40% nitro R/C engines fitted with carburetors... that was almost impossible to achieve without the oil-content cooling off the engine's glow plug element. We were able to reduce that problem by incorporating electronic fuel injection, which incorporated a mapping procedure (time-consuming). You really need to measure the actual A/F of the meth-nitro mix that you're using. Have fun! I HAVE A BOOK FOR YOU. HOW CAN I CONTACT YOU (NOT BY SOCIAL MEDIA)?

[@malcrandall1309]

What a fantastic video Alex, that was progressive testing. I'm well chuffed for you!

[@chuckp8705]

I do like the shots of the flame coming out of the exhaust. The internals of the engine seem to be holding up pretty well to the dyno abuse. The piston, cylinder, and rod don't seem to have any issue at all.

[@RUBIZEN]

David Vizard once told a story about an ignition system he spec'd and built for a race car. They didn't use it because they were afraid in case of a wreck the rescue crew running up to the car would be electrocuted if they grabbed the car!!

[@2STROKESTUFFING]

I've been thinking along these lines - something that can rule out ignition once and for all. The problem is it might rule out spark plugs once-and-for-all about every 5 seconds too...

[@dv7533]

Interesting thought about the temperature, would pre-heating the fuel be an option to increase vaporization, and would it be safe?

[@2STROKESTUFFING]

Definitely an option if warmer coolant isn't enough.

[@AuMechanic]

​@@2STROKESTUFFING Maybe reduce the coolant flow a bit (like a thermostat does) and let the engine heat up more itself. Or keep the same flow rate and tape up the radiator so it doesn't sink so much heat out of the coolant. (As I say that, i wonder does it have a radiator, I forgot) Re the stinger, remember smaller stinger is higher CC temp, so increasing diameter as you have will make the CC cooler and is it worsens the lack of revving condition that may also point to it being a heat issue, or lack of.

[@theshippingcontainergarage]

@@2STROKESTUFFING My methanol cans are black... the day I left one out in the sun at the race track it got plenty warm... then I filled the bike's tank with warm methanol... The engine took WAY less time to get up to operating temp. There's definitely something to the fuel heating theory.

[@davidgierke7582]

@@2STROKESTUFFING Sorry to say, you'll never generate enough heat to vaporize nitromethane at fuel rates approaching its stoichiometric A/F (1.7/1). Atomization (breaking up the liquid) is as good as it gets, noting that the unburned fuel cools the combustion chamber.

[@malcrandall1309]

@@AuMechanic When Alex used to test his engines at winter room temperature, I said the engine needs warming up first but got slated in the comments from viewers. How things have changed!

[@allblowdup]

Add a larger stinger and thread a bolt into it to make it an adjustable restriction.

[@runholm5970]

I already know this is gonna be a awesome video

[@nicklaslangvad]

Hey man - the inconsistency of the revving (almost) whenever you keep the throttle in one place (ex. 85% throttle), in relation to the fact the it varies very little in behavior no matter how much you play around with mixture, gives me strong associations towards my old very tuned Kreidler moped that acted all funny no matter what we did to it - until we realized it that the aluminum carb manifold had cracked and therefore the mixture kept changing all the time as the carb moved slightly around. I don’t think your engine gets ‘false air’ but to me it surely acts like the mixture isn’t consistent to what you set it to. I really think you should do what ever you can to make sure that it only gets fuel from safe sources in the carb, and fully lock out all alternate fuel channels (as in hoses that aren’t clamped well enough) 😅 And my belief in this theory is strengthened by how compliant your engine is - that cylinder is eating what ever you throw at it, and I amazed I score the plating yet. But the compliance despite your large adjustments, really makes me think you have a false fueling source somewhere that doesn’t deliver consistently. Try to narrow the fuel sources down to as few as possible, and make sure they are fully shut. And then make sure another time around so they are actually shut 😅 Love your proces - hey hey Fra Danmark og bliv med at prøve!

[@MatsNorway]

I would love him to brake the engine at different fixed speeds. Would be really helpfull to double check things.

[@davidgierke7582]

@@MatsNorway You have it Mats! At static rpm you could also verify the A/F with simple instrumentation (old school, but accurate).

[@michaellapensee]

you can try to index the plug so it is not facing the intake .its blowing the spark out

[@TheRzMike]

Woho perfect timing! thank you for the great content :D

[@starchaser2489]

Header lenght from piston to pipe is very important. Set up a removable pipe in-between header and pipe, cut differant sizes & try. A Slippy Pipe would tell you what you need to make, as you already know.

[@Nogaroblueb5]

Im sooo exited to see this in a bike in the future! It is so awesome seeing the improvements every episode. Hälsningar från Sverige!

[@ziggassedup]

One thing for sure is that if/when this thing lets go it's going to be spectacular.!!

[@diesel-technology5507]

Any two stroke bike when cold rides like it's got a cat caught in its carburettor, I think you are on the right path

[@randomname4726]

Really nice cinematography, you are really multi talented.

[@gifilipo]

I’ve been watching this because at some point I was working on a DKW two stroke car and saw your first engine project. I believe that you won’t gonna be able to rev it much past the 15k mark you’re at because it just can’t. The compressor requires power to rev and the engine just simply can’t get enough fuel inside to generate it. I think that doesn’t matter how much fuel and air you shove into it it will escape directly to the exhaust, which would explain the explosions on the exhaust. You might be near the limit on this project. On a NA engine you would be able to rev easily past that because it wouldn’t lose power to the supercharger. Compressors also have a ideal work range, in terms of pressure and rpm. Maybe you need to change it to rev. Keep on trying I’ll keep watching

[@Ratkill]

It might be worth it to pick up or borrow a (relatively) cheap oscilloscope with ignition monitoring probes for some more data on your spark voltage waveforms.

[@thestreets5206]

Fully agree about the heat , it cannot be efficient at that temperature

[@4bangerlove]

I was going to say something last video about ignition. I believe top fuel methanol dragsters use something like 180 amp spark to ignite the cylinder full of fuel

[@tedlydub]

Love the ads that play on your channel. No idea what they are saying. Perfect

[@Rosteripulla]

With 30hp, your hp/l is 600. That's insane amount of power/displacement!

[@czemukurwa]

I think the problem may be the temperature in the combustion chamber. Warmer air ionizes more easily, which is conducive to creating a spark at the spark plug. Leaning the fuel mixture increases the combustion temperature, which affects the ease of igniting the mixture. Another thing that comes to my mind is the problem with the proper charging of the coil at high revs. increasing the ignition advance angle gives it more time to charge, but the ignition may occur much later than you assume. My professor in college mentioned such a parameter as ignition delay caused by the coil charging time. By reducing the distance between the electrodes of the spark plug, the coil must produce less energy to spark. For tuning two-stroke engines, I use wideband lambda sensors from diesel engines (bosch lsu 4.9). I buy them used on scrap so even though they don't work for too long, it's not too expensive and you can check the composition of the mixture.

[@malcrandall1309]

Good idea re the diesel lambda.

[@Fantaman900]

Why cold starts require more fuel is because the cold cylinder walls condensing the fuel. Gasoline burns the hottest with different temperature sparkplugs. While diesel and alcohol burn cooler. Nitro RC cars use a glow plug like a diesel and top fuel dragster don't even use coolant for a 4 second run before rebuilding the engine and go again. I'm absolutely not an expert in all this heat management but I think it's the right track to try with a hotter engine coolant loop.

[@Ti__Low]

That man in the middle attack joke was gold 🤣👌🏻

[@RAWRMotorsports]

Some old David Vizard books I used to read .. Engines 101: Heat = HP.... Contain the heat inside the cylinder and then get rid of it ASAP ...

[@jerram3685]

I just bought a shirt! You're welcome! Keep on the perseverance my friend!

[@TheOriginalEviltech]

Iridium spark plugs were created for engines with high dynamic compression in the first place. Iridium is radioactive and is making the gases in the immediate vicinity easier to ionize. That means a spark doesn't have to be as high voltage to jump the gap. In high pressure situations the ion channel of the spark needs much more voltage to ignite and iridium just like thorium in thoriated tungsten electrodes make this much easier because of the ionizing radiation.

[@drgibs347]

Find a MSD 6AL ignition box, that'll amp up the sparke quite a bit and its simple to hook up to anything with a single ignition coil. Or a Boost-a-spark. Both should work

[@tatutoivanen4141]

This is like National Treasure movies where the treasure is always around the next corner :)

[@willdavies2009]

Just a quick idea an automotive oscilloscope such as the hantek could be used for the diagnosis of your ignition system.

[@burntorangeak]

Do you know an automotive repair technician who has an oscilloscope equipped with a secondary ignition probe? A person can visualize not only the voltage required to strike the ionization arc, but also get a much better sense of what the combustion process is doing.

[@BoostedMike2]

Nitro methane burns slowly that why 50 degrees of timing is common in drag racing

[@jasonvsd]

Would really like to hear Kevin Cameron thoughts on all this. I grew up reading his words about two strokes and engine theory.

[@marckart66]

When I raced 125 rotax karts, I had an engine that only ran between 58 to 60c. Any lower, and it would feel like it's "4stroking". It would sound deep and like it's overfueling. Leaning the main jet helped this, which in turn heated the engine up. Running a less oil in fuel also had the same effect. On cold days, you would just tape up the radiator. When you had days where the engine was running hot, sometimes putting a larger main jet in actually made things worse. If you were running hot with a high main jet, we would have to change the plug and adjust the air mixture screw by 2 or 3 turns. Sometimes it was only open 1/2 turn on really hot days. On cold wet days it could be open 3 1/2 turns.

[@malcrandall1309]

I had the same thing back in the 70's with my race bikes. Below 60c they were slugs and that was using petrol.

[@matteoricchitelli7271]

De Laval duct on the end of the exhaust? to take the gas speed over the sound barrier, without it maybe the resonance waves are running sub sonic, should heat the gasses too and help going higher with rpm (?) just theory. by the way this thing is getting pure madness, absolutely loving it.

[@Shane_in_the_shop]

"... A main jet.... In a lectron... Genius..." -Paul Gast probably (hehehe I love that dude! 💪👑)

[@davidgierke7582]

I was surprised to hear you mention a fuel's "molar products to reactants ratio" and its effect on a fuel components potential to produce power. May I ask where you learned about this little known concept? Keep up the good work!

[@peterbaranyai6057]

This was a classic . The motor was screaming like a Banshee !

[@farrance]

you changed the dynamic of the exhaust when you chopped off the end, so maybe a slightly larger diameter tip on the end may improve flow without tanking pressure. secondly, worth re checking and rebalancing the crank, rods etc. F1 cars back in the day revved so high due to super precise tolerances! consider different oils too!

[@malcrandall1309]

I must admit I suggested removing the tail pipe for a couple of runs just to try it. I thought it was simply held on by springs which it was. I was shocked at the outcome! I also feel the crank needs balancing correctly to help achieve higher revs and reliability.

[@MJPilote]

Rc engines have insane ignition timing, the glow plug advances the timing the higher you push the engine, as the cooldown time is less. It’s not the oil, we had no trouble hitting 17k with the methanol 250cc formula two stroke. It loved fuel, seriously loved it. We just poured more fuel and more timing and the happier it got.

[@miken966]

Your intros to your commercials are the best. Make me laugh every time.

[@ml7757]

Awsome progress in the last Weeks! Thank you so much for your dedication!

[@johncollinsgrove1750]

One thing I noticed is when it starts acting up it is igniting the fuel in the exhaust pipe. When ever it flames up it starts running bad. Not sure what that points to but figured I would bring it up.

[@trumpateerstv]

Kreidler, later Van Veen, had a way to modify the total length of the exhaust manifold, before entering the expansion chamber. Depending on optimum RPM-range you need to approach there are changes in the dimension of millimeters in length which cause serious variations in performance. The factor of resonance should never be underestimated when working with swinging gas "columns" in the exhaust system. Doubling or deletion of phases in the amplitudes in the resonance areas have the powers of increasing gas flow or even blocking it, with areas of "feedback" or "standing waves" inside of tubes and cones. Shifting the expansion chamber closer or more distant to the exhaust slot makes a difference.... While operating inside the necessary/wanted rpm-range. Kreidler altered this specific setup due to the necessities of the upcoming race-track. Running in a smaller range of optimized rpm (as I would assume for speed-records on salt flats) could make a difference.... Good Luck for the Flats.... Setting a record there would engrave you in the salty stones of history!

[@jcork3460]

I really appreciate your approach. I am learning sooo much. I used to play at tuning 2 stroke Model aircraft engines and the heat of the glow plug was a key aspect when increasing RPM and fuel volumes. Keep going so I can keep learning... Thank you

[@stolenlaptop]

I started writing about the advance in timing being needed because of the engine speed being too fast to get enough out of the expansion of igniting vapors but the end of your video kinda summed up my thoughts better than I had them.

[@IanB22]

Soooo much progress here….finally stepping away from the Carb is a fresh idea too! Nice work on the main jet mod :)

[@WaynePBA]

Just a thought, some dirt bikes ran two spark plugs. You have enough fuel running through the pipe to put an after burner on it.

[@PHUSII]

Watching your fuel pressure gauge it seems that when you high rev the engine the needle starts to bounce a lot so it would indicate that its sucking more fuel than your fuel pump can produce. And this can cause you to go lean as the carb is "sucking" forcefully the fuel trough the fuel line. Maybe get a higher psi fuel pump or make a fuel rail and connect the fuel lines that go to the carb to that so you can better monitor the rails psi and see if there is a problem with the fuel line restriction.

[@baldymeek7742]

dont know if it would work but on your metering rod you could add material by electro plating to build it back up a little just a idea

[@madmaxsdog8040]

I've often wondered, if manufacturers hadn't started reed valve induction would we have YPVS intake ports as well as exhaust. Take that a step further, how about a really radical disc valve inlet with TWO powervalves, one on the leading edge for the opening timing and another on the trailing edge for closing timing. Sounds complex I know, but without reeds....?

[@kasuraga]

Mannnn you're starting to make some serious power out of that little 50cc engine.

[@lescrooge]

The flame out the exhaust was cool

[@Altprophet]

Stronger ignition coil. It is possible that there isn't enough saturation time at high revs for it to fire with sufficient energy, it is also possible you are reaching the resolution limit for the rpm sensor/cdi box. Try a larger automotive coil, and a tight plug gap is probably better at higher cylinder pressures on boosted engines.

[@Altprophet]

@user-lb5rg9kf6i Well that's freaking awesome. I love watching your process.

[@NinjaQuick]

interheater, heat the air charge, possibly using coolant (if you have any), as an alternative to running an electric intake heater. If you're running super rich, then you can lean it off a fair bit by heating the air charge, AND bring up the intake enough for stochastic benefits. Intake heating is normal in aviation and ultra high compression diesel. The purpose here would be a bit different, the 2cycle is running at way too high RPM + rich to heat due to how much fuel evap is happening, rich cools engines, so you need to encourage heat at all times, ESPECIALLY during high RPM, unlike aviation or automotive where you need the warmer air to get a stronger start.

[@phredde76]

Put in a mototron coil. You can also go down to 0.3mm plug gap.

[@hunterward2446]

Take a few thous off the piston face. More mixture being pushed out of the cylinder = more power. Or round of the edges at an angle

[@johnsims5330]

Long ago they used Castor for oil. I am unaware as to how much if any research you have done into different oils. If you go down that rabbit-hole, I suggest looking at Blendzall racing Castor.

[@jthoney]

Has probably already been said, but in drag cars (maybe to do with the nitro percentage) when they started running 2 spark plugs and 2 magnetos they could run a richer mixture and it would produce more power. There's some good videos about the silver surfer drag race team from the 60s on KZbin somewhere that have some quite useful nitro information. You may not see this but I hope this helps

[@jthoney]

"The surfers"

[@TestECull]

23:36 It's not the oil. That's just normal for methanol. I often see condensation on the intake manifolds of my 4-cycle nitro RC engines when running them on the test stand because of that. Easy way to counter that is to run less coolant flow, or even put it on a thermostat where it doesn't flow coolant at all until it reaches a certain minimum temp.

[@eformance]

As they say, "that thing's got a #99 in it". 99 main jet is 1/8th of an inch, or so I've heard.

[@2000freefuel]

you could try running the fuel line thru the muffler to preheat it.

[@TestECull]

22:00 If it likes 30 degrees it likes 30 degrees. Makes sense to me on the standpoint of fuel burning at a fixed rate and thus needing to be ignited sooner to give peak pressure when the piston is most able to extract power from that pressure.

[@ardennielsen3761]

use a 80mm vacuum/pressure diaphragm to control the main metering jet rod, install secondary throttle plate between carburetor and reed valves? no more carb slider plate just the metering rod... vacuum/pressure tune the rod position. have used flat slides, they don't work uniformly.

[@rogerb8558]

put a bolt crossways in the stinger and adjust its volume temporary way to size it.

[@RENIELTUBE]

27.32 hp, 13 Nm and white hot nitro flames out the exhaust.. That's roughly how every 50 year old male remembers their childhood moped :-)

[@Shane_in_the_shop]

What a fun and compelling quest. Thanks for sharing!🍻

[@Shane_in_the_shop]

I've seen turbo banshees that make the beans, and they do not use chambers, just 2 straight exhaust primaries to the turbo, no longer relying on typical 2stroke/chamber intake/exhaust pulse/flow behaviors. I would assume this is to address intake and exhaust overlap characteristics under boost.

[@georgedreisch2662]

Have you looked at the spark plug heat range? Possibly need a plug in the hotter side of the range? If the plug is running too cold, combined with mixture, reduced coil saturation time, etc.? All of these things are interdependent, and easy to end up chasing one’s tail…

[@paddy2661]

Are you running 8 temp plug ? (hotter plug) will run hotter at tip but colder cylinder temp , a 9 temp (colder plug) but will heat head and cylinder more ? Just remember lower the number hotter combustion firer colder cylinder temperature, alot get R for resistance an racing mixed up. Cone combustion camber so extra fuel volume can mix an fire properly or try a spacer on head gasket 0.5 , 1mm maybe a big difference . Move expansion chamber away more from cylinder which will move powerband into higher rpm which will also help keep spent gas from returning to cylinder as much.. Great work Alex love it.

[@mattiaslundqvist8445]

Hej, what about direct injection like BRP E-TEC? one of those 850 injectors delivers 80 hp on regular fuel and you would not have to worry about mixture getting stuck in the crankcase. Just an idea. Keep up the good work!

[@nixcc1628]

Always waiting for this "series" to release; top info, top entertainment

[@mayhemarmwrestling]

As soon as you said think about what it could be I thought not enough heat to burn the oil. Then two seconds later lol 😆

[@bernhardjordan9200]

You need charge air cooling, there is more power in cooling the air than in the compressor. For more details, look up at Gale banks stuff

[@malcrandall1309]

I think the consensus of opinion has it the other way round. Warm the air to aid fuel atomization . The coolant is only running at 45C max.

[@bernhardjordan9200]

@@malcrandall1309 do you understand the concept of air density? Power is produced by burning fuel, and to burn kg of fuel you need kg of Air, for more power you can do it with a bigger engine, a faster engine or with more kg of Air per revolution is just that

[@malcrandall1309]

@@bernhardjordan9200 Yes I do. This engine has reved to 18k RPM and climbing pulling the retarder while running the roots blower along with the speedway carb with this ignition set at 15 deg. I wrote in last weeks comments that I feel the lack of RPM is due to the large size of the fuel droplets not burning fast enough to support high RPM due to poor mixing with the Rotrex/Lectron at 17k RPM. The test runs with the Roots/ speedway carb seems to vindicate this. Alex left a comment " You're very much onto something! " We will have to wait while tomorrow to see what happens when the water temperature is raised hopefully to 80C which I suggested 3 months ago.

[@bernhardjordan9200]

@@malcrandall1309 in that i have to agree, running a cold engine has its draw backs. Heating the fuel might help as well

[@zoniyat8519]

Goood morning from honolulu , hawaii! Happy thanksgiving

[@youtubeurevil]

Are you running resonance in your exhaust ? In naturally aspirated resonance exhaust helps refilling cylinder better by pushing back ( you know) ... I dont know about supercharged ....You are the expert ....

[@philipthomas9309]

For what its worth a dragster 4 stroke on nitro runs timing in the 50 to 60 degree range might be more and a huge spark that you could weld with the Magnetos are huge

[@lousbits]

is there a 15k rev limit hiding in the ignition programing somewhere?