Two Stroke Moped Injecting PURE NITROMETHANE on Dyno.

[@2STROKESTUFFING]

I need surface gap plugs. Thanks for watching!

[@Skaadi89]

What thread size and plug reach I work at an auto parts store could at least get you a part number for those surface gap plugs

[@andrewsmart2949]

marine or mazda rotary for the surface gap plugs

[@2STROKESTUFFING]

Thanks for the offer, I've ordered some ngk 6601s

[@Skaadi89]

Ahh I been using this same plugs in my moped for the last 10 years they work well

[@Mat-u3d]

can i suggest using an RGV 250 inline TPS and connecting it directly to the speed controller as it is just a pot inside. this would give a linear fuel curve not ideal but would giver a good idea if this is going to work and should be quick cheap and dirty.

[@theshedMTB]

So I’m just gonna throw in my two cents take or leave it whatever. Maybe about two decades ago I was a mechanic on a hill climb bike. It was two-stroke and I had it up to 60% nitro. It was a 38 Mikuni and that was as big as I could drill the needle jet, we ran into a lot of problems with cylinders because the piston Was expanding so fast but there was so much cooling because of the nitro, running one to one ratio, the cylinder wasn’t expanding. to make the thing live we actually wound up filling in all the water jackets on the cylinder and not running a radiator. All we had was water the cylinder head and a manifold with radiator cap and the thing never got over 180°. Granted we were warming it up for two minutes and then making a run up the hill and that was it but I think it’s something you’re gonna have to deal with putting that much fuel into the crank case of a two stroke. And I guess you know this, but there is no 100% nitro. You have to mix in a little bit of alcohol to keep your percentage constant.

[@DoSomething-]

Bad ass

[@BeamBinge]

180 c or f?

[@DoSomething-]

@@BeamBinge dude seriously? If you think that’s in Celsius then you don’t know anything about engines.

[@theshedMTB]

@@BeamBinge f

[@MrJermbob]

@@DoSomething- Well a air cooled engine runs a spark plug / cylinder head temp of around 180c when its good. Soooo you must not know much yourself.

[@Relaxiknowarchie]

The creative spark is back baby! Whisky glass, jammy little bass line background music and very positive results. This is exciting! Good on you to keep focus on what you are trying to achieve, Alex. Scope creep is the bane of experimentation. This feels promising, simple AND promising!

[@andhag]

Fuel injection that's only dependent on RPM and throttle position is usually called Alpha-N. Many EFi systems support that fueling algorithm, like Speeduino and Megasquirt.

[@TheCunneen]

Yeah it seems complicated but it's really not. Input a speeduino on my bike running Alpha N and it was so simple with the auto tune .

[@fullsendmarinedarwin7244]

I've been looking at exactly this for a 3cyl 2-stoke I have , even Haltech can do it

[@jamest.5001]

Put a little flywheel on the motor, a 50 mm steel disc. With a lip having a groove cut inside , roughly 6 x 3 mm . And fill with lead to add mass. It should help keep the speed constant.

[@Reiner_Markenfreund]

Der Motor sollte das Gewicht einer Planckmasse multipliziert mit einer Primzahl genau aufweisen, ebenso die Pumpe. Auch das am Gehäuse befestigte Zubehör muss entsprechend ausbalanciert sein. Dies gilt auch für die gesamte Einheit, zuzüglich 46,4% des Gewichts der Kraftstoffzufuhrleitung und 53,6% des Gewichts der Kraftstoffableitungsleitung. Die Hälfte der Kabel zum Steuergerät sollte 7,2% des Gewichts der Kraftstoffleitung unter Nenndruck entsprechen. So lässt sich die Masse der Pumpeneinheit fast exakt als Primzahl beschreiben, wenn sie durch die Planckmasse geteilt wird. Sie sollte ein wenig zu leicht sein, da die Hälfte der Masse der Befestigungsschrauben die exakte Teilbarkeit ergänzt. Das Drehmoment aller Schrauben an der Einheit ist dann der perfekte Einstellwert, ähnlich einem Potentiometer, um das System zu 100% sicher anzupassen. Bitte berücksichtigen Sie bei Ihrer Kalkulation das Loch, das den Anschluss des Kraftstoffsystems ermöglicht. Der Aluminium-Leitungsanschluss darf nicht schwerer sein als das Material, das aus dem Loch entfernt wurde, in das er eingeschraubt wird.

[@oscarzt1652]

@@Reiner_Markenfreund bruv wtf are you talking about

[@Reiner_Markenfreund]

@@oscarzt1652 Von der Basis der Materialphysik und der korrekten mathematischen Methoden, um diese praktisch anzuwenden.

[@IrishSkinhead-n8l]

Only channel that I don't lose my shit when the adverts come on, love your work 👌

[@ericpatterson3887]

Pulsing can be eliminated with the addition of a surge tank. A small chamber in line of the fuel line that the pump will pressurize and it will act like a surge tank and absorb the surging and smooth out the sprayed volume. This is the system that we use in our spray tank that has a hydraulic ram pump with a check valve. Once the surge tank is filled up and pressurized, the surging is absorbed by the surge tank volume and the pressure coming out of the surge tank is smooth and has no surging of pressure. In your system the "tank" will just be a small volume. Enough to hold a static pressure that can absorb the surging. Not sure what the equation or ratio volume would be, but in our system it was not very big, about a gallon or two, as the ram pump we had pushed about a gallon of material per stoke. Probably just slightly bigger than the pumps volume per stroke, or in your case per revolution. I'll send you a little money again to help the cause. I think your on the right track now. Way to stick with it! I'm rooting for you! I'd like to see you get that record, and I've no doubt that you can do it. With every week that goes by you learn more and get better, despite the occasional setback or two. Keep at it!! Sent you $40 US dollars via PayPal, hope it helps! Eric P

[@2STROKESTUFFING]

Thanks man, means a lot! I'll add some volume👍

[@damianlipscombe8315]

I was gunna suggest the same thing only I would've worded it in the way of comparing the pulse arrest chamber to that which gets used in household water pipes when they get that hammer going on plumbers install hammer arrests so yeah I'm agreeing with this guy here.

[@ericpatterson3887]

@@2STROKESTUFFING just to be clear, I was saying to put a small chamber (that will ACT as a small surge tank or surge chamber) in the fuel line coming from the pump (do a Google search for "surge tank") that small chamber will be filled up with fuel and pressure and act as a surge eliminating chamber. The surge will go into the chamber and be dissipated or absorbed inside the small chamber. So a fuel line from the pump going to the fuel injector \ nozzle that has a small chamber in the fuel line going to the injector \ nozzle. So fuel line - small chamber - then the fuel line continues to the injector \ nozzle from the small chamber. The small chamber will absorb the surging so the fuel line coming out of the small chamber will be a constant pressure with no surging. When I say small chamber I mean something like a small in-line fuel filter. But I don't think an in-line fuel filter will work as a good surge chamber unless all of the air is removed from the in-line fuel filter. I think if you do a Google search for "surge tank" or "in-line surge chamber" you will understand what I mean. Sorry, I'm not explaining it very well.

[@davidcook380]

@@2STROKESTUFFING A small surge take is all it requires

[@davidcook380]

@@2STROKESTUFFING How gears and shafts lubricated in the pump because I am presuming it is a oil pump that obviously does not need lubrication when pumping oil

[@finnenjr]

old volvo k jet injektion had an equlaiser nex to the fulpump. it was like a mini epansion tank. aprox 4 cm diameter. i guess it had a rubber membrane that was presurisesed ocr a calibrated spring to the 5 bar the system used.

[@roboman2444]

You could also use the arduino (combined with VESC/Odrive) to read RPM, TPS, and other sensors (ambient pressure, IAT, coolant temp, wideband o2 sensor, etc) and use that to control the pump speed. May be able to get more fine-grained control than abusing the ignitech to do it.

[@eskrace1104]

U could also use a simplified esc that use a program to do one constant pulse, but section it into several stages with amp-levels.

[@MrRallyRoach]

Just a thought, look into Bosch K Jetronic continuous injection systems. They use an accumulator after the fuel pumps to smooth out the pulses. Might be something you can adapt

lovely way to start a wednesday

[@Skaadi89]

Agreed

[@JamesBurr-vk7kh]

For sure my friend

[@joeteejoetee]

A rotary peristaltic pump always pulse's because of the ~270 degree positive pump-functions' duration period. You need a regulated fluid accumulator of the (any type of) pumps-pulsating output flow characteristics that are inherent to every type of fluid pump.

[@finnsk3]

I love this approach. This is great to watch too.

[@martzink]

you can use a fuel system pulse dampener. Used on many 90¨'s Opels. spring loaded diphragm keeps the presure steady to smooth out pulser and pressure drops from injectors opening, sort of a capacitor.

[@TheCunneen]

EFI would still be easier. Once you get efi setup you'll be like why didn't I do this years ago. Not only is it simple to deliver the exact amount of fuel based on your engine characteristics but you also have the added benefit of not having to guess if you mixture is lean or rich like i see you doing on so many episodes

[@TheCunneen]

You also have the option to run additional injectors and duel fuel for running pump gas then nitromethane at higher power levels.

[@josephschaefer9163]

2SS: I'm not going to use efi, I'm going to do something simpler. 2SS not even two minutes later: Builds Alpha-N efi system

[@polaritDK]

rc signals are ppm use longer tube to even out pulsing flow (like a small accumulator) - we use that on very small jet turbines with too large pumps

[@2STROKESTUFFING]

Thanks for the tip!

[@polaritDK]

@@2STROKESTUFFINGyou could look at rc turbine or rc smoke pumps - much more controllability of the pump rpm, but maybe not so high pressure and/or flow

[@ferrumignis]

PPM in an RC context is a commonly used term but a very much a misnomer, the pulse positions do not change but their pulse width does. It's just a bunch of PWM signals stacked together so they can be sent down one wire.

[@tomboxyz5564]

The way that EFI usually works is that on full throttle and/or high rpm it switches to something called alfa-n, which is basically an open loop method, it relies on throttle possition (alfa) and rpm (n), so just like the mechanical injection, only that it allows for changing the values based on temperature and such to compensate

[@scooble]

I've worked on mapping engine FI systems and have reservations about throttle position related injection. A cab jet only atomises as much fuel as the air flow allows, where as atomising fuel independent of air flow might give inconsistent results. I suspect fuel injection dependent on mass air flow would be better

[@Superbobo1]

Using a MAF sensor seems like it would really simplify tuning as well.

[@timfelixbrosch7250]

Aprilia's direct injection (Ditech) only uses a TPS for calculating the needed fuel amount. Lambda or airflow isn't relevant either. The TPS system is certainly a bit more finicky, but the bike runs "only" at full throttle for the most part, so it's probably fine.

[@djrug]

2 stroke Vs 4 stroke. Easier to screw with the pipe than to map air intake 😊

[@ferrumignis]

It's not only throttle position, but RPM as well i.e. Alpha N. This has been used quite successfully on even production motorcycles. I suspect a mass airflow sensor on a two stroke would give chaotic results with the strength of the reversion pulses in the inlet.

[@paradiselost9946]

two strokes get a bit wacky... four banger, what goes in the intake goes into the cylinder directly. no issues, throttle position and RPM dictates the amount of air in the cylinder. have a nice powerful negative pressure to utilise. two stroke? the throttle controls what enters the crankcase. not the cylinder, the crankcase. that crankcase volume has no similar type of "throttle" regards transfer ports. if the crankcase only has a VE of 50% cus the throttles barely open, then the crankcase compression suffers and cant pump the fresh charge into the cylinder itself... starts becoming very dependent on the suction wave of the pipe and as thats a fixed item (usually...) it all goes haywire... the transfer ports are also fixed and based on "maximum VE" of the crankcase volume... the whole things designed to work best with no restrictions in the intake at all. the "breathing" of the ports is what governs the way the cylinder scavenges. it isnt only about mixture control. theyre COMPLICATED! nothing simple about two strokes at all if you start digging into them. remember, a two stroke is "harmonic"... tuned. i always call them "saxaphones"... some people can play them... some people cannot. a carb jet delivers fuel based on air VELOCITY through the venturi... and that delves into emulsion tubes and the fact that for a given throttle position, you can have a wide range of RPM... you can give it WOT at idle, and its still WOT as you redline... massive variation in the velocity of the air. alternatively, you can have the throttle just cracked open from idle to redline... this was something they figured out around 1900, when they started throwing engines in vehicles where the load is highly variable... if you dont compensate for the increasing suction, as RPM builds the mixture gets richer... they simply threw spring loaded valves into the manifold after the carb, an intentional "air leak"... look into "air compensation valves". once you figure them out, carbs suddenly become very easy to work on. an emulsion tube does it "backwards", starts leaking extra air through the jet, reducing the amount of fuel passing through it. auto carbs like webers use an "air jet", mikunis and keihins use a "pitot tube" to produce the same result. best way to get a feel of an emulsion jet is to get a little 50cc and fill all the holes up and see what happens... THEN it becomes apparent. CV carbs are another level of complexity on top of that. should i now explain how those "lektron" and "smart carbs" work? hint... its about the pressure in the bowl... what happens if you alter the pressure that pushes on the fuel to force it out the jet? you can leak air into the manifold. you can leak air into the jet. or you can restrict the fuel that is pushed through the jet... remember, the venturi doesnt actually "suck", its the atmosphere PUSHING it out of the bowl.

[@mike9500]

it is simpler, but it is also complex. i think an off the shelf that is supported is a much better solution compaired to custom as off thr shelf stuff has already been proven to work for the needs you have and something like a microsquirt will be small and simple to do your work. you can use a TB and a injector spacer to hold 2 injectors that pulsate for constant correct flow.

[@dyldobaggins8173]

Good to see you're showing some restraint. Was surprised to see you not add in more timing to the base run.

[@905orange]

Good to see you are back at it, keep sticking to one change at a time.

[@thebrain9384]

I think you need a fuel rail to stop pulsation. Cox makes 1ci that produces 5 hp. You could have 3 in W formation and produce 15hp at higher rpm. Add a heavy flywheel and gears close to ratio of each other and you can attain the goal you're trying to reach.

[@johnsolimine1164]

Maybe you already knew this.... but.... old Hilborn injection systems used on dragsters controlled the air fuel mixture via restrictors on the fuel return line to the fuel source (fuel tank.)

[@BillWrites-t2e]

Ive been looking into pumps and the most accurate for metering can be built rather easy,there are many 3d printed projects online to refrance , i would imagine yours would need to be bulletproof for bonaville . Just an idea to shop around , your good at building things and this syle seems easy to build . With a wet nitrous nozzel and some jets hooked to one of these pumps the metering would stay accurate to the rpm and fuel consumption needs of a 2 stroke ramping up then leaning out at the top end to stretch the powerband

[@BillWrites-t2e]

kzbin.info/www/bejne/m6HOlKOPaKuUatEsi=SyKCOxIP3PVo-zbN

[@BillWrites-t2e]

kzbin.info/www/bejne/d37MiaCbaceAi80si=1ZlGMxNQnbgPpoBU

[@HGM33021]

Did basically the exact same thing on my 05 Vulcan 500 with a ninja 500 block. Got some powerjet carbs where the powerjet was nearly flush with the top of the carbs intake spigot, so it would only activate at wide open, got some baby check valves that made sure it didnt leak but held fuel right at the powerjet and routed them to a reservoir on my handlebars filled with rc fuel. Fun times.

[@2000freefuel]

With 80 bar delivery pressure, you should be able to mount the injector in the crankcase and aim the output directly at the transfer port. fwiw you may be able to inject the fuel and lube oil separately too. perhaps even run a dry intake.

[@anderswahlgren9308]

It is very easy to "overpower" those small three phase motors... Let it run under your load for a while and check the temp.. I did this on a RC-boat and when they get hot the magnets loose strength before the windings burn and the motor loses power. Drastically.

[@TEAMVISKAT81]

the water injection works well, small 2hp on a two stroke is huge.

[@mr.b2232]

How is your fire extinguisher situation ?😅. Kind of scary seeing all that atomized fuel next to the electronics boards 😬.

[@1-3645]

-The pump is to big, -The fuel circuit is to primitiv, the pump gives one pulse for every pair of coggs. -Use a bladder accumulator to eat up the pulses. -Run the pump at much higher RPM and control the fuel flow into the engine with a regulated blowby valve (trottle circuit).

[@stevec7596]

I think you need a sensored esc. They do a much better job running motors at low rpm. Of course you'll have to install a timing ring or something on the motor. It takes hall effect sensors and magnets to sense rotor position. I do love some oxidizing water! Lol

[@leifkarlsson323]

Vhy not just use an old style k-jetronic injction sysyem? It can easily be mechanised, and is constant flow. Look for cars from.the late 80's early 90's. I know audi and Mercedes used it a lot.

[@laurensvanvuuren6840]

I think that for the system with the hydro pump you need a bypass valve so that you create a higher pressure. then you immediately get rid of the pulsing

[@tomboxyz5564]

If you want it simple and reliable, ditch the ignitech, get a speeduino, set it up for EFI, configure it to use alfa-n, basically the same scheme as using mechanical injection, except you get a perfectly timed injection event each revolution, you run constant pressure which means you get good atomisation at idle and high rpm, you get like 16 rpm and 16 TPS setpoints, you can also compensate for engine temperature, air temperature, pressure, compensate for when you're opening and closing the throttle and you get adjustable ignition angle which also has a rpm and TPS map

[@ferrumignis]

Pulsed injection synced to the engine position is very difficult to get working properly on on two strokes due to the large amount of fuel that collects in the crankcase. This is an annoyance on a port injected four stroke where transient fueling is hard to perfect due to port wetting but it's in a whole different league on a two stroke. I think he's on the right path with continuous injection if it's going into the crankcase. I suppose he could investigate direct injection like Aprillia used on the SR50, that solves a lot of problems (and creates some of it;s own).

[@TarenGarond]

@@ferrumignis How does continuous injection fix the issue with crankcase wetting?

[@ferrumignis]

@@TarenGarond It works more like a carburettor (probably better in fact), you are only concerned with the bulk fuel input and you live with the pooling in the crankcase. Because you aren't injecting small amounts once per cycle you don't have to be concerned about how much of that individual injection charge drops out or actually makes it into the cylinder. The fact that the only production fuel injected two strokes engines use either transfer port injection or direct injection should be a big clue to the scope of the problem when injecting into the crankcase.

[@2000freefuel]

@@ferrumignis it should be possible to aim the injector so it sprays the fuel directly into the port.

[@2000freefuel]

@@ferrumignis I see no reason why another electric gear pump could not be used to dry sump the crankcase to keep the pooling under control.

Automotive companies have spent millions on perfecting Injector spray and you would save a lot of what " If's" by using one instead of a primative water injection nozzles . Same for the style of pump you are using is just not right for purpose . Fuel Tech make a system for this application and has a huge support base for troubleshooting problems and it would eliminate lots of guess work on the fueling side and leave you much more time for developing port and cylinder profiles that could make huge gains in HP . Dont get me wrong or take it the wrong way because I think you are a Fkn Genius with what you have achieved so far and by using a tried n true fuel system would make troubleshooting much easier and be better for judging cylinder changes by keeping the fuel system the same , With so many changes so fast it is hard to find the problem or solution by clouded results .

[@Gnappo91]

consider using a sensored electric motor with an adequate esc if you find it stuttering at very low rpm

[@Gnappo91]

or even a lower kv motor

[@2STROKESTUFFING]

Thanks for the advice!

[@cb900fighter84]

Have you considered injection directly into the transfer ports? This will get around the crank case induction and have a 'normal' carb for idle and lubricant only?

[@hunnybunnysheavymetalmusic6542]

Something is either wrong with your motor, or your pump which is causing the pulsing for a fact. It is not the nozzle causing the pulses, it just amplifies the effect.

[@Krishell]

I have several Vesc laying around. Also have some 506x motors . But they often “rev out” without enough torque added.

[@atlasgames4275]

For the fuel pump since it seemingly uses a standard rc motor you could probably use a sensored motor meant for rc rock crawlers they use closed loop control so often come with rpm regulated modes and have high torque and you get them in 2in1 units that are motor esc combos so make it a bit more compact and simpler, The Hobbywing QuicRun Fusion SE might be a good option has a constant rpm option and is sensored so it very smooth at low rpm, plus hobbywing stuff is super reliable in my experience. also something i saw in another comment saying that rc control signals are PPM but this isn't very common and a recent addition for rc controls as far as im aware, most rc stuff uses conventional PWM commonly within 500-2500us duration at a base frequency of 50hz this can vairy, some devices can use much higher base frequencies. keep up the inspiring work and hope this is of some help :D

[@franciscoerjavec3155]

Hi Alex, about CRANKSHAFT ISSUE: considering the relatively high radial load applied by the CVT at some distance from the main bearing, the induced web bending is something to be considered due to alternative deformation, specially at high RPM. The combination of the alternative bending and the resisting torque (and the increased friction) at high RPM can produce twisting between webs. I highly recommend you install a bearing in the crankshaft end in order to avoid the bending deformation due to CVT

[@2000freefuel]

with VESC you should be able to use a serial interface to send a single byte to select between 0 to 100% flow rate.

[@Kamis47]

I think you need much smaller jets for the pressure. Like diesel injector nozzle. They have very small holes, very fine mist. Also tighter jet will reduce pulsing, maybe with added volume to the system to buffer the pressure.

[@1-3645]

Yes, but one thing to considder: The more pressure, the more power it takes to make it.

[@fullsendmarinedarwin7244]

If you are running the fuel pump speed off engine RPM I think you will end up with a forward feed loop , plus you need PRESSURE for the fuel to atomise correctly. If it was me I'd be running fixed speed with a pressure reg on the return line

[@robertgillin]

that "water" is amazing stuff such a big gain for a little bit of liquid

[@TheRcbthree]

This video is epic!!!! I’m so excited for what’s next! Next video should be how much water can a moped take? I really want to see this thing sling a rod out the side of it! After all testing is done of course!

[@jimdale9187]

Some random thoughts on your pulsed fuel issue: You might eliminate the pulsed flow by changing from a straight cut spur gear pump to a helical gear pump. If this is not possible then you would be looking for a miniature hydraulic accumulator. Hydraulic accumulators are traditionally made by using a chamber with a diaphragm separating the working fluid from a pressurized compressible fluid, whose pressure and volume are tuned to the system. Since you will be operating over a wide range of pressures and frequencies, this might be problematic. Since nozzle flow is directly related to pressure, you can use a pressure transducer to tune the damping in your accumulator. If you keep the pressure pulse wave height (high to low of variations) limited to a small value compared to total pressure, then your flow variations should be limited to the same ratio. It does not need the pulses to be totally tuned out, just reduced so that you don't get lean and rich pockets. Consider using the pump at constant high pressure and controlling the nozzle flow either by variable jet, or by conventional time-pulsed metering. This would eliminate problems at idle from low pressure fuel not being vaporized well.

[@shaner.5]

Go VESC it is the way to go! VESC has so many settings and parameters that can be configured to what you need.

[@JareebsGarage]

Awesome video. I'm building a electronic fuel injected 650cc triple 2 stroke with later plans for a turbo.. using a megasquirt/speeduino based ecu called proyectecu. Can't wait to see more

[@PHUSII]

Wow, what a difference, imagine if you would have modified the cases to fit the cylinder!

[@wvuvino21]

Pulsing.... for engagement

[@Mat-u3d]

can i suggest using an RGV 250 inline TPS and connecting it directly to the speed controller as it is just a pot inside. this would give a linear fuel curve not ideal but would giver a good idea if this is going to work and should be quick cheap and dirty.

[@remijio303]

Could a miniature accumulator help with the pulsing? Spread the pressure pulse out. Maybe a tiny piston with spring behind and just recirculate "blowby" back to the tank.

[@sandysherman4629]

Loved the music on this episode! 🎉

[@tubestyle]

Oh yes. Again something with Arduino. Like it!

[@Flash-FX]

How about gearing the fuel pump to something like 2:1? (2 turns motor/1 turn fuel pump)That way the motor will have more leverage and operate the pump smoother at a lower RPM. less cogging.

[@johnstuart3851]

It sounds to me that the hydraulic pump gears are not concentric, thus the pulsing.

[@paulevans5822]

I'd really like to know what that first song is.

[@mowglimike8169]

A sensored brushless motor would run a lot smoother at low rpm. The motor you have on your pump is sensorless .vsec esc is the way to go

[@Mrshotshell]

Have you thought about using barrel valve controlled by the ecu though a servo instead of the variable speed pump?. Any gear pump is going to have pulsations so running it at a higher constant speed would even them out

[@pious.techpriest]

"We don't do normal here. We are the bleeding edge of the future."

[@stephenbates8370]

You'll have no problem stopping with that front brake 😂👍

[@thedarkknight1971]

Hmmm 🤔 that gives me ideas for my sh!tbox 2007 Fiat Grande Punto 1.2 8v (65 Bhp)... A switch on 'Wide open throttle', a reservoir & pump with Nitromethane with a pipe leading to a fine mist jet into the air box/throttle body! And Boom! MOE POWAAAARRR... Or BOOM! Blown engine! 😏🤣🤣🤣 😎🇬🇧

[@Altprophet]

I built a 2 stroke 2 cylinder generator with a 360CC engine and ran it on microsquirt and it did just fine for $300. I ran cop ignition, used toyota coils.

[@paradiselost9946]

a generator runs at ONE rpm... well, a non inverter type at least... really does make life a lot easier.

[@teotwawki_je]

Looks like the pump throughput can go a lot higher than you need but maybe not quite as low as you might want. So how about a 3:1 gear reduction between electric motor & the pump? That should reduce the pulsating too.

[@1-3645]

Yes, a 100W motor does not like to run att 3W. If it´s built for 3000 Rpm it would not thrive at 30 Rpm.

[@DandSCreations]

Isnt the pulsing due to it being a gear pump? You would need a heavy check valve and an accumulator to get rid of the low speed pulsing

[@2STROKESTUFFING]

I'm not sure, seems to pulse too slow for it being just the pump. We'll figure it out👍

[@Reiner_Markenfreund]

Die Zahnradpumpe weist noch ein Übermaß im Zahnradmodul auf. Es wäre vorteilhaft, sie für eine Weile in einem gefilterten Kreislauf zu betreiben, bis sie ruhig läuft und die Stromaufnahme stabil bleibt. Anschließend sollte man, um die Zahnradoberfläche zu verbessern, Hypoid-Getriebeöl verwenden, um einen reibungslosen Betrieb zu gewährleisten. Ist dies erfolgreich, kann die Zahnradoberfläche mit Teflonöl effektiv geschützt werden. Danach sollte die Pumpe auch mit einer 20%igen Nitromethan-Öl-Mischung einige Minuten lang ohne Kavitation der Schutzschicht funktionieren.

[@danilolattaro]

​@@2STROKESTUFFINGI was surprised you didn't open the pump to check. The pulsation seems to be at each revolution, which is unusual for gear pumps. I'm starting to believe it is a lobe pump, with a single or 2 lobes only

[@ferrumignis]

@@2STROKESTUFFING You are using a sensorless motor and controller, these tend to have problems getting smooth rotation at very low speeds. I'd suggest either using a sensored motor/controller, or gearing down your current motor so idle is a higher speed. It looks like you have more than enough headroom at the top to do this.

[@kurtyoung6769]

If you added a large fuel reservoir after the pump but before the injector much of the pulsing will be eliminated. There must be an air chamber in the reservoir to "cushion" the pulse.

[@ferrumignis]

You also add more lag into the system, and creating momentary lean periods is not ideal.

[@gg4760-k5n]

controled madness, that's the way to go man !

[@Lunify]

EFI seems to be the way. Congrats

[@JamesWhite-tw4hw]

Take it or leave it, but I believe your pulse issue is the vanes inside the pump.. and if you could find a Helix style pump your pulsing would go away

[@2STROKESTUFFING]

Need to disassemble and see what's in there. Gears should pulse much faster I'd think.

[@colinhamer6506]

I've seen that exact same pump in VW DSG gearboxes

[@colinhamer6506]

Thinking about it they always show signs of wear even when pumping oil so might not last very long

[@2STROKESTUFFING]

Thank you for that info! The genuine version might be higher quality. Also that helped me finally find a picture of the inside of it. Typical external gear pump with two 20t gears. As it pumps 20 small "pockets" every revolution the pump itself can not be the reason for the pulsing I think.

[@colinhamer6506]

@@2STROKESTUFFINGI agree the motor looks like it's the problem definitely using a better controller and possibly adding a extra step down gear in-between so you can run the motor faster and pump less or try adding extra mass to the motor casing. It's not relevant for this but one thing I thought about when I first opened one of those pumps is how similar to a rotary engine they are and you could easily stack them up in a similar way

[@zedostenso3069]

Sounds at high pump rotation the pump is cavitating but my hearing is not that good😊

[@cameronjenkins6748]

That was my thought too. It wasn't sounding good at high speeds.

[@DStageGarage]

I personally would just go for ECU and regular injectors BUT if you need less crude control over your system or pretty much any kind of custom electronic system I can help you with that, design a custom PCB, perhaps help with microcontroller programming etc. I have some automotive project on my account ;-)

[@kidd7359]

I tried RC nitro methanol in my chainsaw once. Or twice. The choke had to be activated in order to shut it off. Was the spark plug a little glowy, perhaps😂😂😂

[@frankroll8080]

Maybe adding a accumulate in line with the fuel will stop the pulsing . good luck.

[@jamest.5001]

I was just thinking, why not tuna engine on gasoline, then inject nitromethane and methanol ? Similar to a nitrous system?

[@billykershaw2781]

Production on this is really good, ....

[@tubestyle]

How about a bluetooth connection to the phone? So you can adjust some values without reprogramm it. Also you can try an controller with more power, better pwm, adc.

[@waffleown4258]

You could try gearing down the pump so it runs with higher motor rpm. That might help reducing the pulsation. Or perhaps making a flywheel for the motor, so it has more inertia and runs more smooth. A combination of both would probably eliminate it pulsation altogether. Or get a bigger motor with more torque and lower rpm, that would do both

[@2STROKESTUFFING]

Good advice 👍

[@Reiner_Markenfreund]

Der PWM-Regler benötigt lediglich die genaue Position des Rotors, um präzise zu bestimmen, wann er welches Feld aktivieren muss, wodurch der Ruckeffekt eliminiert wird. Es scheint, dass der Motor ein Drehfeldmotor mit Dreieckschaltung ist. Wenn Sie einen kleinen 3-Phasen-Transformator mit der Schaltgruppe DYZ parallel zum Motor schalten, können Sie diesen mit Kondensatoren, die Sie zwischen RST und den Sternpunkt schalten, auch zur Regelung des Motors verwenden. Das "Z" steht für eine Zickzackwicklung auf den Schenkeln, die die Y-Schaltwicklung tragen. Dies bewirkt, dass alle drei Phasen einwandfrei funktionieren und der Motor perfekt dreht. Sollte jedoch der Sternpunkt der Y-Schaltung nicht spannungsfrei sein, liegt sehr wahrscheinlich ein Materialfehler mit Softwaredämpfung vor.

[@levitated-pit]

an accumulator might be of some use use! it will even out the pulses (ex hydraulic dude)

[@Pippy626]

Have you considered going back to supercharged? For a 50cc take half a small turbo (or CNC one) and use a motor like that

[@lanceulbrich6249]

Injection pulse timing looks like it's going to be an issue

[@geoffmcwiggan2814]

Would a twin plug cyl head be a good thing running nitro ? The amount of fuel required is massive and you don’t want to hose or wet your only spark plug otherwise it’s going to go bang and hydro….. like to hear your theory 👍🥃🇦🇺

[@1-3645]

At 15 Rpm probably not, at 20000+ Rpm probably yes.

[@Krishell]

Be careful! Stanley Mayer did this. The government killed him! 😂

[@BEYTEK]

love dyno vids they my fav

[@rapturedreamvision7205]

Rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrringgggg ding ding ding ding ding!

[@wcarraft]

you sould maby use rc car enginge they runs smother becouse they using sensore cabel but then you also need proper speed controler for it to run it

[@wfomph1435]

welcome back......... i really enjoy the r & d .... keep up the good work

[@onenewworldmonkey]

I like your channel and wish I could be involved in something where your engineering ability is quantified. All of this pulsating.....What if you had two smaller pumps and timed them at 180 degrees. Also, for some reason, and I don't know where, my mind is going to some tube that expands and absorbs the pulse.

[@haraldhannelius]

How are the rules written for the record attempt, are auxiliaries to be driven by the engine and if not all are required to be, then which of these are allowed to be driven by external stored power (batteries)?

[@Arcticpagan]

Awesome now i have something to watch after i fix my chainsaw

[@Arcticpagan]

Hah have to hone the cylinder and change the piston should have looked at the piston the first thing I did but nah stoopid me tried everything else first 🤣

[@JimmyRJump]

In the latter half of the seventies, the only 50cc bikes with watercooling were Zundapp and Kreidler. What brand of bike is this, please?

[@jas-FPV]

Look at blheli esc for brushless They have a governor

[@VFleck1994]

@FuelTech please help this guy

[@macspeedlabs3103]

Try a small hydro-pneumatic accumulator

[@EnduroDroneHub]

20mins in you mention a simple power gain mod “aux tank and pipe to inlet” Yamaha had this in the 80’s with “YEIS” system… it’s a thing…. 😂 Yamaha RXS100 had it I think

[@graemelake8419]

11:50 ish, chuck key!

[@l0ckd0wn360]

That's a lobe pump you can hear it.

[@staffordbeals2045]

I think it's the pump pulsating