Supercharged Pulsejet Engine?

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[@swiss_2k]

First I was wondering how much power can a 50cc give, but now I am just curious how much patience can a man have? Battle of the machine versus human. Good luck human!

[@oliverscorsim]

Lmao well I'm not Alex but iv been on my compound turbo 155cc for 12+yrs doing the same type of thing over and over again. I'd say the first 4 single turbo setups got scrapped Early on and I probably went back and forth between Fi and blow through carb for 6yrs. By year 6 the bike made 78whp... 6yrs and an extra turbo later were around my 100whp goal.. this last year has been making a bike that works with the powerplant to actually get the bike out of the hole lol no mentions small engines with lots of boost don't make hardly any power once they fall out of boost lol. Alex is a wiser smarter and better tooled than me so I'd say he has more patients too but I understand his pain. I love that he shows this r&d work no one does and I suck at filming lol.

[@marlobreding7402]

The patience as a saint!

[@mrsnezbit2219]

My "patience testing machine" is my 1965 Fiat.. Every time I repair something next problem is around the corner hahah I love that car

[@baxrok2.]

Three theories in one video!

[@holymacarenafin2319]

@@mrsnezbit2219 sound about right but mine is my car. 1994 w202 220c manual i adopted after it had sat on friends yard for 5years without use. He was selling that house so i gave him 300€ for it. Engine runs insanly good for 350tkm and doesnt eat any oil. I mean it doesnt drop in a year at all. If it does there is a leak lol. (One it had was crank rear seal. I got to change gear box front seal too) now its only paint and new as they come. Everthing has been done. Breaks,springs,dampers,bottom rusts,intake seals,engine wirings, clutch stuff from breakfluid tank to gearbox, fuel lines. Its a great car and i have spent around 600-700€ Max for everthing including rent for warm garage with lifts. I enjoy doing stuff for this one.

[@daniel635biturbo]

Even though there is lots of trouble shooting, I must say the engine itself really are holding up well now. I would recommend mounting temp sensors in the exhaust and inside the crankcase, maybe it could help monitor unburnt fuel. As well as monitor temp of intake, 1 bar of pressure also is starting to add temp on the intake side.

[@easley421]

Literally just thought the same thing and came here to say it. The amount of s*** tunes, poor operating temps and whatever else our boy throws at it and she just keeps on ticking. Anybody know what rod, piston and crank he's using in this setup? It's crazy to think how much horsepower they were getting out of 50cc two strokes back in the 60s and 70s. I heard stories of Honda getting insane numbers double what our buddy here has put out so far. This is still quite an impressive setup for a garage LOL. We need to start a GoFundMe to get this dude some safety glass

[@rjc862003]

he has a allergy to sensors and efi and prefers to blindly guess at the problem I think, entertaining but not conducive to making power consistently

[@SB-vb8ch]

Give it to a 16 year old in a moped & see how long it lasts....it's really only been tickled on the dyno & not properly loaded...compared with previous attempts it's more robust though..but all relative.

[@TheNavyseamonkey]

@@SB-vb8ch 100% my am6 with no flywheel will rev past 16k, is it producing power? No

[@trickventillateur5620]

Dude you've got a 2stroke ,all your port are open a the same time so the mixture is going in you exhauste, logic, you need to get exhauste valve or a pipe with big big big effect to counter the pressure You're pipe is disigned to work at atmospheric pressure in the pipe and out. You need to designe a pipe for your case With bigger boost you got even mor mixture in your pipe and not in your engine So bigger flamethrower and less pipe effect , you forgot the essential of a 2stroke!!!!

[@eformance]

I really appreciate your direct handling of Established Titles. Your assessment is right on with what I read on their site. The problem is that the approved language from Established Titles didn't specifically call out "this is a souvenir, it does not confer any legal land ownership".

[@TheCerovec]

Nor they provided proof that they donated money for reforestation

[@vincentguttmann2231]

Add to that that the old custom is referring to land owners as a laird/lord/lady. As established, you don't actually own the land in any legal sense so their language doesn't make sense

[@jasonstalder5208]

its incredibly obvious you dont own land if you dont receive a deed....

[@trev6783]

I also liked his take.. I mean when it came out as a "scam".. I was thinking.. Obviously you aren't actually getting any land and it's just a fun gag. But I guess a lot of people really thought they could send some random company 50$(which realistically buys a wheel barrel of potting soil anywhere else) and get a piece of land in scotland..

[@joebloggs4369]

@@vincentguttmann2231 Even if you did own a small part of land, it only relates to an entire registered estate and the single title associated with that estate, not small chunks of the same estate. This scam has been running for decades, previously as the "Laird of Camster". Lord Lyon Court - the legal authority on titles in Scotland - has repeatedly warned people not to get drawn into these scams, there is no lawful title.

[@randomoldbloke]

Just a thought have you got a pyrometer that you can put just out of the exhaust port and a port for crankcase pressure ? Exhaust temperature tells a big story. I don’t know how much your fuel cools things but if you have the engine at evaporation point or above that should help with atomism. What is the design temperature for your motor if it does not have enough heat the clearance will be all over the place . Just the musings of a retired mechanic, love what you are doing keep it up you will eventually get there . Cheers from Australia

[@retired-pipefitter]

I purchased a plot using your code for my wife and got exactly what I paid for, a gift nothing more. Thank you.

[@muddyudders]

Right, how many people buy a gift for someone that gets tossed in the bin 6 months later. Fun gift nothing more.

[@alebone_]

I find it weird how people are mad about this, no matter if they got a plot or not. What were they going to do, build a house there?

[@muddyudders]

@@alebone_ a doll house maybe

[@Echohb]

Before the carb you've got an 90 degree, which at low RPM (low airflow, low airspeed) gives you a uniform flow. At high RPM (high airflow, high air speed), most of the airflow will be concentrated outside the bend. You might have a simple mechanical fluid problem on top of any other problem. (In ventilation system, we recommend at least 2.5 x (the duct size) of straight pipe before a fan so that we don't starve it. Try the same for your carb. Give it a uniform flow accross the RPM range by puting a straight section of pipe in front of the carb.

[@easley421]

Our boy literally just got on a plane to go by pulleys. Haha love it. That's the best part about this channel. S*** that would take other people weeks and they would make multiple videos about this guy gets done in one week. It's awesome when you're halfway through and he's throwing out troubleshooting ideas and you know he's going to get to him before the end of the vid

[@dotlaj]

It is normally 1 or 2 days for packages to come from Iceland to Norway then 3weeks for the packages to arrive to my house the post service in Norway is a joke.

[@markwebcraft]

I love watching you slowly chip away at getting this engine to where u want it. The iterative process your going thru on this channel is real engineering at its finest. Your content is gold Alex!!! I'll be right here, waiting for your next video to drop.

[@euclevi]

Honestly the anticipation and excitement when I see a see u post a new video is like no other.

[@AimlessMoto]

Now that you are super-charged, and have good fuel flow and ignition... you should make a telescopic section of the exhaust pipe between the flange and the start of the expansion chamber. Adding or removing length between the head and the chamber will drastically change the fluid dynamics of the charged air pulse as well as the exhaust scavenging effects. I would guess (judging by the fireballs) that you would want to start your expansion chamber closer to the head, and perhaps (due to volumetric efficiencies) increase it's size to that of an 80-100cc (maybe 150cc) engine's tuning requirements.

[@malcrandall1309]

I agree, when this pipe was run on this engine it achieved 18,300 rpm pulling the retarder using the roots blower and speedway carb. I feel the problems experienced are down to lack of correct fuel atomisation, the finer the droplets quicker the burn. Alex has a collection of expansion chambers, it just takes time to do it, As Alex has stated he'll do it his way as he likes sorting problems. The question is, why does the Roots/speedway carb work and not the Rotrex/Lectron.

[@jackmills5071]

The pipe should be longer at lower rpm, and shorter at higher rpm. This is because the time between events is shorter or high rpm, so the distance the wave travels should be shorter.

[@DanneZzZ]

Agree. And it needs a actuator moving it at different rpm. Coool:) Mounting the carb on suction side of turbo would help vaporizing fuel and lot less complexity, also it will work as intended? Fuel will also act like intercooler.

[@rvmonkey1669]

I have to say out of all Channels I subscribe to I look forward to your video uploads the most and am completely blown away by how much abuse that little engine can take! Keep pushing forward you’re going to get this thing dialed in I am very confident of that.

[@mrpresidentm1]

Do a cvt pulley system on the supercharger to make variable pressure through the rpm range. I don't know if this solves anything but it sounds fun 🤣

[@7eis]

I'm not sure overnighting the boost from the supercharger to the engine is conductive to achieving his goal, but the thought tickled my brain slightly

[@riccardo1796]

The problem is that you'd want it in reverse compared to a normal cvt You want a taller gear at low rpm and a shorter one at the redline to even the boost curve

[@2STROKESTUFFING]

What can and cannot be overnighted is still a fairly under-explored area.

[@TheAndreasKL]

@@riccardo1796 I guess you probably could use a normal variator, but just have it on the driven side instead.

[@ErwinHolland.]

​@@riccardo1796 So, drive it from the other side. I can't really think of a reason why that wouldn't work.

[@theshedMTB]

I ran a 250cc 2 stroke micro sprint on 100% alchohol with a smaller radiator than your using on a 50cc. My engine didnt make any power untill it got near 200 degrees (f)

[@JDonnie96]

this might be the only channel on youtube that doesnt get any hate in the comments, and theres a good reason for it, theres nothing to hate on, this is amazing! keep it up man, youll get it!!

[@j.lbecte5524]

We love to see your progress. Love the process too.

[@brunobarks6544]

Love watching your videos and its great to see a man be so honest about his advertising. Great job ! God bless 🙏

[@doug5713]

You can get a thermocouple that goes under the spark plug like an o ring to get a better idea of cylinder/head temp. Search for “spark plug thermocouple”. Good luck tuning!

[@2STROKESTUFFING]

That's what I'm running👍

[@justintoeverything]

Good on ya for acknowledging the issues surrounding Established Titles 👍🏼

[@sharpx777]

I still say you should baseline without the supercharger first, then once you're happy the way it runs and you know what power it makes add the rotrex and go from there. The other thing I'm thinking (and might have missed it in your series), maybe have a good known engine hooked up to the dyno and verify it is working properly.

[@RamenPoweredShitFactory]

Didn't he get a reliable ~20 horsepower with the PiP engine before he supercharged it? I want to remember it being that much but I could be wrong.

[@mikehotchkiss8975]

Without the supercharger you would have little to no scavenging and would have to redesign the entire engine. Like running a Detroit diesel without a blower

[@malcrandall1309]

@@labrikorn_3299 Alex has a lot of idea's running round in his head. It's hard to accept logic some times.

[@mantvydas8810]

@@mikehotchkiss8975 the engine he's currently running was na at first

[@malcrandall1309]

@@mantvydas8810 This engine has a very large crank case volume, 390cc with very low primary puping efficiency. Only wish it was smaller!

[@mattiassundstrom4729]

A couple of years ago i did a lot of reading about turbocharging snowmobiles, the best explanation i found by some who have had success was to fool the engine that it was not!! Normal pressure in pipe as NA 0,3-0,4 give or take. Supercharged pipe pressure= boost+normal pipe pressure. I hope that makes sense... Kämpa på från Sverige!!!!!!

[@malcrandall1309]

Thanks for all the hard work and effort you've put in! When running the Roots blower you found the best pressure to be 1.1 bars with the stinger attached.

[@reiddoig5158]

Gotta take that boost out of the crankcase

[@malcrandall1309]

@@reiddoig5158 My apologies, I don't understand your comment.

[@reiddoig5158]

@@malcrandall1309 Piston is fighting boost pressure on the downwood stroke Direct the boost straight into the transfer ports and have a vaccume in the crankcase Free horsepower

[@malcrandall1309]

@@reiddoig5158 Thanks very much for your clarification.

[@reiddoig5158]

@@malcrandall1309 What are your thoughts on this I saw some drawings from 2stroke stuffing for this ideah but he never went on with it

[@terrakill247]

much respect for addressing the established title ordeal. Gimme the gps location/address of the land if you can and ill go visit it and take photos for you if it does exists, im always traveling round Scotland delivering motorbikes and i would personally like to see it for myself as well in case i am wrong. Loving your build! Have you thought about playing around with an exhaust power valve system instead of an intake valve like the rotax 122/123 engines have? Your system reminds me of aprilias Rave 2 power valve system. (the solenoid version) I cant help but think if an intake based valve was better all the manufacturers would of gone that route. Surly you want to control the flow out of the engine instead of into the engine? the carburetor already moderates the intake so your intake valve seems a little counter intuitive. Its like putting a carburetor in front of a carburetor that isnt adding fuel. On that note, i wonder how 2x stacked blow though carburetors would behave :P

[@jasonrobertson3330]

Make use of your pluse jet, put a spark plug in your expansion chamber and a turbo on ya bee stinger , exstract more energy from your unburnt fuel

[@Roberto_4273]

Am going to miss the "am a lord and everything is beneath me now" :v

[@johnashcroft-jones6091]

Good series buddy. The evolution is great to follow. I'm sure your persistence will be rewarded. Methodical and scientific wins the day!

[@bradley3549]

I'm so happy to hear your take on the Established Title drama. I thought the exact same thing as you. Frankly, I wouldn't think twice about running more ads with a nudge and a wink and the word novelty inserted. Might as well take their money, I say!

[@ilvaporizzatore]

The famous chair cooled engine.

[@markthompson9914]

🤣😂🤣👍✌️🇬🇧

[@grantbeerling4396]

At last a watercooled Windsor Chair! No more air cooled issues of hot spots, even bum cooling on those hot days, genius!

[@TheNumbers400]

I am sooooo looking forward to the episode where that dining chair gets fitted to the land speed record bike :D

[@adven999]

Normal/optimal coolant temperatures for internal combustion engines is between 75 - 105 celsius, so it seems that you are still very low.... also does the inverted cylinder design not promote hotter crankcase temperatures...?

[@2STROKESTUFFING]

A highly tuned 2t on gas likes as cool as possible, not applicable in this situation obviously...

[@Synthomania]

I think Nitro RC car engines like about 100 Celsius. This is mabe more like an rc nitro engine than a gas 2-stroke that way? Tho it has piston rings, so mabe not. Don’t know. Would try even more heat in the cooling system. To about 90c and just see what happens. Might just have to be sure the ring gaps can handle the heat expansion. I don’t know. Love this channel!! My favorite in fact! Looking forward to The next vid!! 😁🏁🤟🏼

[@OddsandEndsMachining]

Perfect start to a Saturday morning here in New Zealand

[@Qgal5kap123]

Would be fun to try this setup on the brute force engine, to see what happens.

[@axllii]

you mean "to see how it behaves"

[@Qgal5kap123]

@@axllii - Potato Potahto

[@2STROKESTUFFING]

Plan is to pull more "brute force" into this engine, just want it to work like it is first.

[@malcrandall1309]

@@2STROKESTUFFINGAlex, Having just rewatched some " Brute force " video's again it was much happier around 14k. PiP with the Roots blower and speedway carb achieved 18k plus pulling the rearder and climbing, this should prove the fuel burning rate is fast enough when fully atomised in such a short stroke engine. I also feel adding a accelerant to the fuel will make matters better. Are you feeling the beneficial effects of the vitamin D yet.

[@Qgal5kap123]

@@2STROKESTUFFING - Oppfattet ;-)

[@-Viceroy-]

Have you thought about a car engine heater/coolant heater? There is kinda universal inline heaters also. I'm sure you have those in Norway too. Would be quick and easy to heat the coolant. Defa is the most popular brand here in Finland.

[@TheErilaz]

We have those.

[@2STROKESTUFFING]

👍

[@TheAndreasKL]

@@2STROKESTUFFING I would be surpriced if they dont have them at biltema.

[@alanglen5902]

Can I make a suggestion. Test to failure. Pistons are cheap. Advance the ignition timing to 40 degrees and do one run before extreme heat does damage. It will be easier for combustion to start as the cylinder pressure will be lower and spark plug performance less likely to be variable. Also do not persevere with a well used plug. Use new plugs say every 5 runs or similar.

[@baronvontourettes]

I’m a Scottish Lord and I’m here to see the tapestries.

[@jimdale9187]

The plots of pressure and horsepower (11:18) going unstable at about 13,600 rpm look very similar to plots of a system going through resonant frequency. Damping will smooth the curve and shift the peaks a little. Notice how the run plotted in dark blue seems to be the least damped. Resonance could be in some portion of the fluid flow, or could be mechanical. Normally, a system should be designed to avoid resonance, or damp out the unstable characteristics. However as with a two-stroke "on the pipe", resonance could be used to your advantage, provided that it has predictable and controllable characteristics. Finding which part of the system is resonating could be determined with pressure transducers and load cells. However, hacking away at optimization is probably more productive, as the resonance will change as you alter your parameters.

[@antoniovillanueva308]

You ask the right questions. Your comparison of 2 stroke port timing to 4 stroke overlap is spot on. You are going to have to change the exhaust port timing. There is the obvious way to do that, but there are probably ways that I have not considered. You cannot make cylinder pressure with that much overlap. Damn, you are really quite a smart guy. I will be very interested to see your solutions. Peace and best wishes.

[@antoniovillanueva308]

Add the thrust into the power calculations? I am mostly joking. Afterburner?

[@daddymarkram]

Scottish law prevents small plots of land being sold for this very purpose. To prevent scams. Also owning land in Scotland does not make you a Lord or Lady. Half of Scotlands population would have titles then. You're paying for a piece of paper you could print out at home. Both have the same value. You didn't know and I love your channel regardless.

[@STRB909]

I follow Cleatus chanel on youtube, I might have missed something but when they run drag races on ethanol they don't have radiators at all because the fuel cools so much. Short races but then they also drive back to the pit. Even if it's short distances they should overheat on the short distances but they don't. Great videos!

[@watahyahknow]

on older two stroke (diesel) compressor engines they have a spoiler on top of the piston to redirect the flow from the intake ports up toward the roof of the cilinder instead of straight across the piston and out the exhaust , i suspect this is happening at higher tpms , either that of the exhaust pipe is collecting excess fuel and at a certan rpm the gasses that arent burned fully yet shoot out the exhaust igniting the gasses in the pipe think the best thing to do is to introduce the fuel directly intoo the chamber after the ports are closed same as with a diesel but with a spark ignition (has been done with modern cars , its called direct injection and uses pretty high pressures) , might stilll allow the engine to rev faster than the flamefront is able to move but at least there whont be unburned gas collected in the pipe might need to get a bigger stroke smaller bore engine to allow the gasses more time to burn before the ports are opened

[@spoolin610]

Do you not want a plenum of a specific size pre carb? It's my understanding compressor flow is messy without some kind of buffer.

[@rubikmonat6589]

centrifugal is much smoother than a roots. doesn't really pulsate at all.

[@spoolin610]

@@rubikmonat6589 If it's anything like a turbo, it's far from clean. I wouldn't trust that it is personally. A mechanical gauge without a snubber valve would tell the story.

[@davehimebauch8474]

AA/FD setup in 1990's. Undersized roots blower running at excessive rpm resulting in high intake temps. Phrase is "beating up" the air/nitro mix to put some energy into it. Engine is fueled to near hydraulic lock. Injectors are above blower. Churning of rotors whips the fuel/air mix into hot foam. Engine does not breath cool air. Fuel is vaporizing because it is already hot in the intake port and open cylinder.

[@ChuckHaney]

I think you did a great job explaining the Established Titles situation and how it affects you. You didn't throw them under the bus, but you showed your willingness to support or not support them based on future evidence. You are right in saying that it is not your job to defend the company. I think everything you said was reasonable. If I were Established Titles I would be worried and I would make an attempt to prove the legitimacy of my claims.

[@jasonpeace91]

first off - your doing amazing I remember when each week you destroyed a component! second holy mother of god was that the fuel dumping out the exhaust? at 13k+? no wonder you cant get enough heat question if the fuel is stealing all the engine heat could you pre heat the fuel?????? so it can't steal as much heat?

[@jamesmarando3028]

Hi Alex, outstanding, looks like you got the carb pretty much under control, good job. Was just thinking about what was going on with the pipe spitting flames at various times. My personal opinion is that the pipe is coming on as the charge velocity comes up in the higher rpm range. Methanol has a long burn time as you know, and the time the engine has to compress and ignite and burn the mixture at high rpm has to be minute. The same thing would happen to us when we were racing 100cc two strokes, but it would burn the top edge of the piston and scorch the exhaust port. All we did if our timing was correct for what we wanted was, lengthen the distance between the piston and the first cone of the pipe, it changed the timing of the pipe/resonance of exhaust slug verses port timing. I’m sure you already know that. You are on the right track, with adding some acetone, ignites the charge faster. If it were me, lengthen the pipe, piston to first cone and begin adding small amount of acetone at a time. I still think there are gains to be made in the carb, my opinion, throttle response seems to be lacking, more of Venturi/ restriction for better pressure differential. Just wondering if your two stroke software will calculate the time available for the power cycle to take place? I’m really wondering how your engine would act on fast igniting gasoline with different carb, just a thought. Keep at it! Great job! Can’t wait for next week!

[@mareliza5]

Hi Alex, please don't get me wrong. I was i a forum with Frits Overmars. I`m sure you have learned about the phantastic imput he has given to the whole Two stroke tuner comunity. I actually met him more than once. Frits is a very encouraging mentor to many of us. Have you run this cyinder with out a charger before? If so, I am very eager to see the video. What is the reason not to run it with legal fuel? What i dont understand, when testrun the engine ist, why your numbers jump from 1 to 35 horsepower up and down? What you are doing ist actually incredible stuff, and I enjoy it a lot. Greetings Martin

[@2STROKESTUFFING]

Thanks! Frits is great! It's never been run NA, maybe it's time... My theory is the numbers are jumping cause it's misfiring half the time, or worse. Shock loads on the load cell.

[@JohanFroloff81]

Next week's sponsor. Kimikoto knives 😁

[@2STROKESTUFFING]

🤣 I've learned my lesson.

[@graememcleod1751]

regardless how good it's runng it's running and it has to be one one of the meanest sounding 50cc 2 strokes i have ever heard

[@2STROKESTUFFING]

And the white flames are nice

[@robertdavison4896]

Loving it all, thinking that adding more heat is good but could you try experimenting with stinger again. Reducing size to give a little more pressure to combat the blow off effect. Also more volume in the exhaust expansion chamber and length. That pipe would work well on my 2 stroke engines but your engine is doing allot more work . I think it needs making bigger/ massive in fact. So look forward to ...see you next time. .. vespa Rob.

[@mikehotchkiss8975]

As for established titles.....were we expecting servants and fanfare. No. It's just for fun and we knew it. You can't protect us from ourselves. Also love the content

[@mickmuzzmkmz1628]

I think the overlap is causing the pulsejet effect, by blowing some mixture straight through the engine without having a chance to combust where it's supposed to, the combustion chamber.

[@andrewwasson6153]

That is exactly what I was wondering. It’s seems there is the possibility that the inlet and exhaust ports are wide open for a good period of time.

[@malcrandall1309]

As you say the fuel MUST be fully combusted prior to the exhaust port opening otherwise the fresh mixture will ignite in the expansion chamber giving the pulse jet effect which people seem to like. This ruins resonance in the pipe turning it into a flame thrower nothing else.

[@billbouchat8810]

I know guys who have run methanol in their derby cars without a radiator. Just looped the hoses from the output of the engine to the input of the water pump. Never overheats. Sometimes have frost on the intake manifold after the derby. Most Monster trucks do not run cooling systems. They just add more methanol to cool the engine down.

[@davidgierke7582]

I watched this video again and observed the following: 1) The maximum cylinder head temperature for all the runs was about 70 deg. C (some were much lower)-in my opinion this is much to cold for the nitrated fuel that you're using. 2) The maximum ignition advance for all of the runs was 30 degrees (some less)-not nearly enough advance for the nitrated fuel being used-less than most would use with a similar gasoline-fueled 2-stroke engine. 3) When the "pulse-jet" action began from the tuned pipe, the instrument measuring BARs began an irregular fluctuation between about 0.8 and 1.4. In my opinion, this probably indicated that the air-fuel charge from the crankcase was short-circuiting wildly from the cylinder's transfer ports... and out through the exhaust port (again, in my opinion, this is due to poorly atomized, non-vaporized, slow burning fuel, which has way too much lubrication percentage that is not contributing to the burning process). 4) Your stated intent to use an accelerant with this nitrated fuel should be performed with extreme caution. As with propylene oxide and hydrazine (unobtainium) before it, acetone can and will produce melted pistons, plugs, etc. (even if the A/F approaches the stoichiometric-chemically correct). Suggestion: As mentioned a few days ago, the best way that I know to heat the boosted (blow-through) air and fuel mixture in the crankcase and turn it into a vapor is to use one or two 12 volt electric surface heaters (1/2 inch diameter, or less) and pre-heat the case to about 100 deg. C. After start-up, when the engine's head temperature stabilizes at roughly 130 deg. C, turn off the crankcase heat; It won't be needed because the combusting nitrated fuel will maintain the head temp... providing the engine's compression ratio is close to being correct-an easy fix nonetheless 5) Remove the tuned pipe; it's doing nothing but confusing the real issues of this engine. Last but not least: you NEED to install A/F instrumentation. All of the needless guesswork is prolonging what should be a straight-forward determination of... is the fuel mixture too rich or too lean? If you provide the glow fuel's ingredients, I'm certain there are followers of this Channel who can do the relatively simple calculations for both the stoichiometric and peak-power A/F. Actually, it doesn't matter if you use any of the suggestions from me or those from others ... it's still fun to watch your trials and tribulations. Best of luck!

[@2STROKESTUFFING]

Thanks for the input! No time to form a proper reply atm, sorry. I'm going back to basics in the upcoming vid, tackle any "conventional" issues, then add in the unknowns one by one. Also, while digitizing the compressor map for simulations I realized the compressor has probably been surging pretty much the whole time, changing drive ratio did not help... Never paid much attention to the surge line, stupid.

[@malcrandall1309]

@@2STROKESTUFFING Looking forward to your Thursday/ Friday video coming out.

[@kevinsellsit5584]

I think an engine with less radical port timing but still having high flow (challenging I know) would benefit more from the blower than port timing designed for using exhaust pressure/pulses. Higher boost pressures (on this engine) may just flood the exhaust with unburned fuel. P.S. You handled the Lord/Lady thing better than any of the other channels I have seen. Time will tell the truth.

[@malcrandall1309]

Alex did handle the Lord/Lady thing really well didn't he! Just as a bit of info, this engine has achieved 18300 RPM using the Roots blower and speedway carb with 15deg of timing.

[@jaredboeh2202]

Have you ever heard of, a sleeve valve my friend. I personally want to make a V8 sleeve valve 2 stroke. Rolls Royce developed V12 sleeve valve back in the 40s. It never made it to production, but they did develop one. It was called the Crecy.

[@rubikmonat6589]

A few of us have mentioned the Crecy a few times in the comments, I think it could work well for this.

[@paulyadams]

try running a 5k or 10k resistor inline with your ignition input from the engine to ignition control box, there are quite a few people with motorcycles and aftermarket ECU that have this issue of hitting a fake hard rev limit.

[@paulyadams]

or try soldering a 5k resistor from the signal to return ( if a reluctor pickup ) or a 1k resistor from 5V to Signal ( if a hall effects sensor) and see if that gives nay improvement.

[@jakeclauson9863]

I just don't understand how established titles, or any of its advertisers can act like it's not a lie or false advertising. all the advertisers are pretending like it's not a problem. They knew it was lie but yet they keep perpetuating the lie and then wonder why people are mad. The lack of credibility is amazing through the whole scam. The fact of becoming of a lord is the entire motive to get people to pay for trees being planted, except you can't, even tho they are telling you that you can. Pretending everyone knew it wasn't possible to become a lord it's a true lack of responsibility. Why would anyone think that when their being told it is possible?? Like being told you won the lottery but you can't have the money..

[@wibblywobblyidiotvision]

Also, you don't legally own any land, or even have part ownership in any land, and there's no proof any money at all is going towards the promised trees being planted. What is known is that Established Titles are profitable, and (at least until a couple of weeks back) giving out a lot of money in social media sponsorship deals. Any percentage being given to plant trees is going to be minimal. I would't be surprised, now that the scam has been exposed, for them to simply fold up their tent and move on to selling another imaginary bridge.

[@malcrandall1309]

Alex, a thought for your consideration, what about 3D printing a adapter to fit the speedway carb to the Rotrex. We know this works with the Roots blower.......... Don't forget to refit the stinger. Whats wrong with the Rotrex, did it just boil over due to RPM?

[@rickorso]

This series is hyping me soooo much

[@istvanfancsali6560]

As an engineer, I would put the carburetor ahead of the supercharger, because through the supercharger the fuel can mix much better with the air, and you can get much cleaner combustion. Currently, I am working on a similar supercharged 2-stroke that has this order, and with this 1-liter engine we were able to produce 115 hp with 90 octane petrol, and 2.4 bar pressure. Don't get me wrong, your engine is absolutely fantastic, but I have a strong feeling that this can be a solution: carburetor-> supercharger-> engine. Keep up the great work!

[@alien_marksman]

I just had a thought about when your engine goes into "Pulse Jet Mode". Would increasing the length of the Exhaust Stinger help generate more heat inside the Expansion Chamber, and prevent efficiency loss due to the cooling effect? Since then the Exhaust would then be generating it's own heat source from burning unburnt fuel and not taking heat from the engine. With the volume of mixture and air though the engine. I would be expecting to start seeing the exhaust glowing hot.

[@avocadoarms358]

Good, I’m glad you fronted the established titles thing.

[@4bangerlove]

From what I have seen about Established titles is that they show you a plot off the side of a dirt road in a 2000 square foot patch of woods. Also that you aren’t actually becoming a lord legally. How many other people get the same pin when they purchase? I could sell paper in a frame saying you are a lord for a lot cheaper if you want.

[@allblowdup]

Without an exhaust valve or exhaust restriction your boost goes out the exhaust pipe(flames}. The engine will act rich but actually be lean {poor BSFC} and boost pressure will be lower. Power will be not much better than NA without it. The exhaust port is still open when the transfers close so boost bleeds out the exhaust. love the channel and your ideas!

[@g.g4816]

You are noob

[@allblowdup]

@@g.g4816 Really? I mention this to him because I did this experiment 30 years ago. You can not increase cylinder filling from boost pressure if the exhaust port is still open after the transfers close with out a mechanical or pressure device to hold the charge in. Pipe dynamics will get you 3-4 psi is all.

[@g.g4816]

@@allblowdup hahahahahahaha yust stop noo

[@haatch999]

if u ever want a hand with any software stuff let me know im a young 2 stroke guy that grew up calculating pipes by hand no calculator i have moved onto tuning peoples turbo efi cars so i can help give u better sensor data to allow better reading also do cnc and cad work so can assist with manufacturing knowledge aswell as always your awesome and i cant wait to see this project you have single handedly made me get back into the 2 stroke world this is gonna be on insane machine when done

[@redshift6170]

I don’t know much about methanol engines, but I do know a couple of things. The most illustrative thing about the cooling properties of the fuel, is that the 2.65ltr V8 turbo engines that champ/Indy cars ran in the 90’s and early 2000’s on methanol didn’t run any intercoolers for the turbo, and they still made mountains of power. And my own (very limited) experience with 350ci sprint car methanol engines is that they needed to have the water pumps slowed down just to get some heat into the engines.

[@contra009]

I'll admit, I was confused when I found your channel, and I'm completely lost now. Keep it coming, I can't wait for the next iteration of madness.

[@LitchKB]

That 15K (+/-500rpm) limit.... different timing, different boost, different plug gap, different temps, different jets, different carby settings.... Only things remaining is the ignition system itself (Perhaps doesn't like exceeding 15K - its accuracy just breaks down) or you're hitting resonance/certain harmonics in some part of the system which is corrupting the desired flow dynamics. - Do you actually need the exhaust resonance when the engine is forced induction? Can you straight-pipe it? - Can you obtain another ignition system for testing? (A full ECU this time like a Haltech/LINK/etc..? This also opens a door to transfer-port EFI)

[@malcrandall1309]

If you check out "supercharged 50cc engine throwing parts" from around 4-6 weeks ago you'll see this engine rev to 18000k plus using this ignition at 15deg BTDC along with the same expansion chamber using the Roots blower/speedway carb. The only thing that has changed is the blower/carb and using blow through.

[@LitchKB]

@@malcrandall1309 ah, kudos - I did watch that one, but didn't recall it hit 18k - thanks. So I guess that leaves option B: unwanted resonance.

[@pomi6278]

14:50 Deez Nuts

[@DJ_Level_3]

Clearance between deez nuts 😳

[@2STROKESTUFFING]

😂 Tried editing out that "s", no chance.

[@nigozeroichi2501]

It would be quite a sight to see you doing a run a Bonneville with a jet of flame like a rocket out the exhaust.

[@Jozephin]

I think you need an exaustvalve of some kind,maybe a solid shaft with a cutout that rotates in the exaust, it would still flow nice when open also

[@zacharymorris9917]

Your take on Established Titles is exactly the first thing I thought the first time I saw one of their ads. Clearly a gag gift.

[@davidgierke7582]

When I was working on a kerosene-fueled (JP8, JP11, Jet A) drone engine for the Navy in 1997 (30cc 2-stroke, single cylinder, spark ignition), my primary problem was being able to start the engine and bring it to normal operating temperature. After much trial and error experimentation, I became convinced that the issue centered around kerosenes resistance to vaporization in the engine's crankcase. Increasing the compression ratio didn't help... so the fuel was heated to 200 deg. F-which absolutely didn't work. After a period of stumbling about, I heated the outside of the crankcase's backplate with a relatively small (1/2 inch) electric contact heater (12 volt). When the crankcase temperature reached 220 deg. F (after about 15 minutes), the engine started without difficulty and was allowed to stabilize at 275 deg. F (head temperature). Afterwords, the compression ratio and ignition timing could be adjusted for peak power on my pendulum dynamometer. The system worked so well that my sponsoring R&D Company, applied for, and eventually received a patent, in my name, on the system as applied to two-stroke engines. It has since expired (after 17 years). My decades-long work with methanol/nitromethane fuels suggest than crankcase-heating might be beneficial to your very interesting problem. However, I believe that your crankcase temperature is currently much to low to take advantage the phase change required (atomization to vaporization) by the time the fuel mixture reaches the combustion chamber. Please note that I allowed the electric heat to continue until the desired head temperature was attained-then it was turned off. Dynamometer testing revealed approximately a 20% drop in bhp if the electric heater was left on indefinitely....If you need any clarification or specifications about this heating system, please contact me.

[@djek1976]

Piston and ring are holding all that torture 💪🏻

[@Phil-dg1yg]

after so many years ..i still watching your incredible experiences! Congrats!

[@ElderlyIron]

My disclaimer here is that I don't know enough to know what I'm talking about, but enough to travel down rabbit trail! 45 years ago, the Auto Mechanics instructor told us that the burn rate of gasoline in the combustion chamber is 0.003 seconds. Advancing ignition timing compensated for engine RPM, as the burn rate never changes. I tried looking up the burn rate of nitro, but the abstract from Penn State I found didn't give a time based burn rate. It did, however state this: " Over a pressure range of 2.5 to 15 MPa (250 to 2200 psig), the intrinsic burning rate of nitromethane was determined as a power law of chamber pressure: rb, [mm/s] = 0.316 P1.02 [MPa] It was found that the burning rate of nitromethane was insensitive to the variation in initial temperatures tested (15 to 43 °C). " (I would provide the link, but KZbin will reject it.) Given that gasoline engines in the 7K RPM range are looking at about 36 to 38 degrees, I would think you actually don't have enough timing at the higher RPM. I gather that you're trying to prevent burning back into the crankcase by raising the pressure of the A/F charge. Over the past few videos there one thing consistent, and that is that it breaks up at 15K. My mind keeps seeing that the fuel is still burning and expanding when the inlet port is uncovered, and lighting off the incoming charge. On the next compression stroke, it's still burning on the way up, but then completes the combustion process before the exhaust port is uncovered, at which point it blows the raw fuel charge into the exhaust stream when the inlet port is uncovered. That sets up the next cycle that fires as it should, though it then repeats the process, making power on every other cycle while sending the alternate cycle's fuel into the exhaust. You're way ahead of me in what you're capable of! If you were me, you'd try to calculate the fuel burn rate in seconds and measure the piston travel in seconds at 15K and up RPM. Unless the time from ignition to inlet port uncovering exceeds the burn rate of the fuel, then you need to advance the timing, (which my become too far and start opposing piston travel) or you've hit the chronological ceiling. That's just my brain. Your brain may vary... Great series, by the way. OH, and you can have a STAR named after you for just $56. It will be registered in the US Copyright office. I'm sure that every astronomer from then on will be notified that the star in a particular coordinate is now named "Thurston Howell the 3rd". Or would that be, "LORD Thurston Howell the III".

[@kellydrury1022]

ah, the beautiful simplicity of 2 strokes

[@benhowe2087]

You are blowing the mixture right through. When the compressor comes on boost the issue appears. The rotex builds boost exponentially. You need a rotary valve to close off the exhaust when pressuring the intake. Use Torrington bearings on the valve

[@MJPilote]

Much more timing, we ran ridiculous amounts if timing. When you are close to starting with four you are making some steam. And play with stinger od and length. Make it tunable on size. You are burning fuel when exhaust opens and transfers blow the flame out in to the chamber, you need to finish the combustion cycle before exhaust is open, and that needs alot of timing.

[@11SpeedFreek11]

Once you get it dialed I'd love to run that in my YSR50! Love your channel, as a gearhead myself its awesome to see the entire process you are going through!

[@taylorravenglass9374]

The moment both intake and exhaust are open the blower is pushing the unspent fuel too far into exhaust for the concussion to bring any back before its covered again. That's my thoughts on it. Also, laminar vs turbulent flow, may be your issue because faster air-flow does not necessarily mean more air. I'm sure you know better than I. Love your work bub. Keep it up.

[@dddzzzdddzzz]

I think you're right that the pipe may be too long now that the average flow speed through the pipe is higher. But if the added flow is un-burnt, it's a lot less volume than if it had burnt. Stinger flow capacity should be made to be adjustable on the fly. My other thoughts: Pulses of mixture change can be clocked to their appearance on the output graph, with perhaps dozens of such brief pulses spread out over the powerband. This could give more data per run without having to shut down for each change to the mixture. The same can be done for the timing, showing at what rpm points that brief changes are having the desired effect without dedicating each entire run to just one timing map. Yes, this approach requires hardware/software additions, for electronic timing advance/retard pulses, and tiny fuel and air injectors for mixture change pulses. Yes this does argue for the EFI approach. ...All this to speed up the tuning process.

[@taylorravenglass9374]

@@dddzzzdddzzz shorter pipe might also put on a light show.... lol

[@baronvontourettes]

How about a 50cc rotary with the blower?

[@unbekannternr.1353]

Since Hans Joachim Pabst von Ohain came up with the idea i fell in love with that principle! Is it even a 2-stroke or a one-stroke, but Your thumbnail does not look like a Staustrahltriebwerk.

[@kbeightyseven1783]

The thing with ‘established titles’ is their first quote is ‘a Scottish custom where landowners have been long referred to as lords’ yet established titles are not selling you any land, They are selling you a ‘personal dedication to a souvenir plot of land’ So if your not a landowner then you aren’t a lord, so they are basically selling you nothing

[@matthemberry]

That's a lie anyways. Even if you do own land in Scotland, that doesn't make you a lord.

[@walkwithkhan2598]

gotta tear it all apart - you're missing something...will Be a great way to review for new people as well 👍😉

[@yesterdayschunda1760]

I think a key thin missing is the expansion chamber needs to be modified, any extra that is getting added to the system is probably reducing the effectiveness of the sonic supercharging from the expansion chamber.

[@Tasselhoff88]

Exclusively Nordic engine problems: not running hot enough. I thought my motorcycle temperature gauge was broken until one really hot summer day riding stop and go traffic in a city I saw the needle move a bit. Oh, and love the radiator support chair.

[@theafro]

"I feel like it was pretty obvious", yup, nailed it. it reminds me of the phrase "A fool and his money are easily parted" You're right not to feels any guilt, and only a fool would argue.

[@InIMoeK]

Did you ever consider a power valve system to lower the exhaust port timing to create more cilinder pressure at lower rpm's?

[@johnpezaris6982]

It seems like it would be helpful to have more instrumentation inside the head and crankcase (and even carb and exhaust) to help understand what is happening in the engine. Ideally, that instrumentation would deliver images. It is certainly possible to purchase cameras that are fast enough, but mounting would require a borescope adapter, and then, of course, securing the end of the borescope into the wall of whatever chamber is being imaged in a way that would tolerate the pressures and chemicals while also not affecting engine operation.

[@keithpeterson6108]

I know it's a lot of work but I think the case volume is too big. The phase change for the fuel starts in the cases. You could try heating the cases some how but I think the large volume will prevent the mixture from absorbing enough heat because the volume & speed/time that the mixture speeds through. Another thought could be less transfer port timing area. The longer blowdown can help with the pressure & being "forced" Induction, it may not need as much "time" to transfer. Like too much transfer is putting a LOT more mixture in the pipe. The reason I think this is because raising the blower pressure made it even a bigger flame thrower. The reason it's a flame thrower is the mixture isn't getting back into the cylinder from the pipe. Both of my suggestions aren't easy or "quick" fixes but I think you have a saying about things that are easy.

[@malcrandall1309]

I personaly believe the crankcase volume is to high at 390cc. My feelings are that it still needs a good primary pumping efficency even with force induction. I have stated many times the crank cases are a massive heat sink. What we must remember, this engine has revved to 18300 with the Roots blower and speedway carb! It seemed strange the stinger wasn't re attach when Alex said it made things worse when removed. I would like to see a longer stinger fitted which could be chopped down a bit at a time.

[@Orofino6]

Fuel temperature will change your thermal effieciency as well. Much like trying to heat cold water vs warm water, cold absorbs more heat than warm. 🔥

[@stevenhoman2253]

With a small capacity engine, the mass of the airflow needs a greater restriction. You are practically open to the atmosphere using those pipes. Also, I would still like to have a read out of RPM and HP on screen clearly.

[@samuelholzner7584]

I like your videos very much, i think that the blower makes to much pressure and is just pushing a part of the gas through the burning chamber when the exhaust aud intake ports are both oben, then ignite from the hot air in the pipe. Thats why it makes a pulsejet. Good luck

[@martinclementz2034]

You should contact a nitrobike team for some tips and tricks isig that fuel. You have some really competitive teams in norway. Maybe Jan Sturla Hegre for ex. He’s running really good on his top fuel bike. Keep it up. 👊🏻

[@anvilgardgen]

Maybe consider a couple of glow plugs from a diesel engine to help with heat up of crank case while running, or maybe enough just to use them on warm up ??

[@2STROKESTUFFING]

👍 Great idea!

[@davidgierke7582]

That might work, as long as the glow plug's incandescent heating element isn't in direct contact with the atomized, vaporizing fuel content within the crankcase.

[@malcrandall1309]

I thought the output a 2kw paint stripper air gun directed into the Rotrex intake would work. I used to use this technique to get tired diesel engines to start.

[@patrickfle9172]

Did you consider changing configuration to compressing mixture (carburator>compressor>crank case instead of compressor>carburator>crank case), this might eliminate carb. issues as the carb. operates in its designed pressure and volume flow space. The vaporized Nitro-Methanol would help cool down the mixture so it maybe won't ignite behind the compressor 🤔

[@willhall4631]

I think in the first video with the rotrex he says a draw through setup wont work because the Nitro will destroy the seals in the compressor

[@patrickfle9172]

@@willhall4631 seals 🤷🏻‍♂️😁

[@malcrandall1309]

@@willhall4631 I though that as well, as fuel entering the gearbox. I left a comment asking would Alex consider using draw through if push came to shove with the Rotrex. I feel all the problems are down to the lack of homogenous mixing of large fuel particles slowing the burn rate. The Roots did a good job of mixing the fuel/air on draw through. It allowed 18300 rpm to be acieved.

[@Dagwagon-o7]

The pulse jet effect blew my mind. Amazing stuff!! Love these vids very much, thank you!

[@lhgt1324]

Ngl every week I wait for an update and it's really really interesting to watch it

[@reyalPRON]

Love the honesty. this is rare today

[@kyleknudsen2131]

I think you should give it even more timing, nitromethane burns extremely slow compared to gasoline, from what i've read some supercharged nitro four stroke engines are in the 50-60 degree of advance range.