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Tiedostot:

Tiedostoarkisto~170 Mt

Sisältää:

- Ohjelmat
- PDF:ät
- Pelit
- Excelit
- Sekalaiset

Ohjelmat ~20 Mt

Sisältää:

- 2T Kaasuttimen seoksen nopeus ~26Kt
- 4T Kaasuttimen koko ~26Kt
- Area + apuohjelma ~43Kt
- Area + apuohjelma + tarkka portmap areaan ~400Kt
- Cam Analyzer ~6Mt
- Cone Layout 205 ~400Kt
- Levitys ~600Kt
- OilMix ~20Kt
- Pieni moottoriohjelma ~30Kt
- Pipe dsn ~1Mt
- Pitstop Mileage Calculator ~3Mt
- Port Flow Analyzer 3.0 ~9Mt
- TopSpeed Motorcycle Performance Calculator ~400Kt

PDF ~124Mt

Sisältää:

- 2-Stroke Tuners Handbook ~8Mt
- 2003 Exhaust ~3Mt
- A.Graham Bell - Two Stroke Performance Tuning ~3Mt
- Aspirin Takers ~600Kt
- Bmep by Tsr ~100Kt
- Crankcase Volume ~1Mt
- Delivery Ratio ~2Mt
- Dellorto Motorcycle Carburetor Tuning Guide ~400Kt
- Do You Really ~2Mt
- Higher Compression ~400Kt
- Kaksitahtitekniikkaa ~1Mt
- L-Ring Effect ~700Kt
- Mikuni Carb Manual (Engine Motorcycle) ~2Mt
- Mikuni Vm Carburetor Super Tuning Manual ~1Mt
- A.Graham Bell - Modern Engine Tuning: 4-Stroke ~25Mt
- Oil Premix ~800Kt
- Ossatuningspec ~1Mt
- Peiseler ~100Kt
- Polttomoottorit 070917 ~1Mt
- PV-S1 Vaihdenäyttö ~400Kt
- Race Preparation ~900Kt
- Sachsengine ~1Mt
- Some Development ~1Mt
- Springer - Verlag Charging the Internal Combustion Engine ~5Mt
- Superflow 110 FlowBench Manual (Aerodynamics Racing Engine Porting Ocr) ~3Mt
- Tarkka Portman areaan ~400Kt
- The Basic Design of Two Stroke Engines ~42Mt
- Tiittanen - Motocross Mekaanikon Käsikirja ~25Mt
- Topend Rebuild ~2Mt
- Tunturin Varaosaluottelo ~4Mt
- Two Stroke Piston Diagnosis ~200Kt
- Webco Power Hodoka ~1Mt

Pelit ~800Kt

Sisältää:

- Motocross Madness 2 Peliohjeet ~200Kt
- MotoGP 2 Demo Pyörapaketti ~100Kt
- MotoGP 2 Peliohjeet ~600Kt

Excelit ~400Kt

Sisältää:

- 2-Stroke ~70Kt
- 2t Pakoputken Mitoitus ~40Kt
- Aika-ala ~10Kt
- Aika-alat ~90Kt
- Ajoitukset (2) ~30kt
- Ajoitukset ~10Kt
- BlairExhaust 2 ~100Kt
- BlairExhaust 3 ~100Kt
- Bmep ~20Kt
- Boost Bottle Calculator ~10Kt
- Dyno ~30Kt
- Gearing 12 ~30Kt
- Inertial Dynanometers Calculations ~80Kt
- Inertial Dynanometers Calculations 2 ~70Kt
- Iskutilavuus ~10Kt
- Kaasarin Pinta-ala ja Virtausnopeus ~10Kt
- Kartion Laskuukaava ~30kt
- Kierrosluvun Laskukaavio ~20Kt
- Kuutiot ~60Kt
- Laskuri ~30Kt
- Laskurit ~20Kt
- Palotilan Koko ~10Kt
- Puristuspaine ~10Kt
- PV:n Nopeus ~10Kt
- Tähtäykset ~10Kt
- Tiedot Valmiista Pakoputkesta ~70Kt
- Tiittasen Pakoputken Mitoitus ~130Kt

Sekalaiset ~21Mt

Sisältää:

- 2-Stroke Guide r2 ~16Mt
- Astelevy ~40Kt
- Astelevy CD-Levylle ~50Kt
- Blair 2 Käyttöohje ~1Kt
- Laiskanmiehen Astelevy A4 ~20Kt
- Laskureita ~200t
- Viritysohjelmat - Paketti Laskureita ~5Mt

Voitte antaa risuja sekä ruusuja. Ilmoittakaa myös toimimattomista linkeistä sekö muista virheistä.

Miki kiittää ja kumartaa.

Despite all the difficulties introduced with a major change in carburetor size, the change becomes a necessity if other engine alterations work to raise peaking speeds by more than, say, 15-percent: A carburetor chosen with a power peak at 6000 rpm in mind is certain to cause some throttling when asked to deliver mixture at 8000 rpm. The problem here is, how do we determine the most suitable throat size? Everyone knows that while a bigger carburetor is sometimes indicated, "bigger" does not automatically become "better". Again, Yamaha's Naitoh and Nomura provide an answer, of sorts, with a handy formula for determining throttle bore:


Where D is throttle bore, in millimeters
K is a constant
C is cylinder displacement, in liters
N is rpm at peak power

For racing engines, the constant, K, is given as 0.8 to 0.9, and if you know how to work square-root problems it is easy enough to establish throat diameters for all engines. The catch here is that Yamaha's formula seems applicable only to road racing engines. For example, the Yamaha TR3 has a unit cylinder displacement of 173cc and develops maximum power at about 10,000 rpm, and if we assume that K = 0.85, then


D = 35.4 mm

Thus, the calculated throttle bore diameter is only slightly larger than that actually used on the TR3 engine, which indicates that the formula probably is valid for most road racing power units. But when we apply the same formula to Yamaha's DT-1, a 250cc single developing maximum power at about 6000 rpm, the calculated throttle-bore diameter is 31mm even if we use K = 0.8. In reality, the DT-1 is fitted with a 26mm carburetor and dynamometer tests have shown that this engine responds badly to a 30mm carburetor, which means that for the Yamaha "enduro" model, the best results are obtained at K = 0.64. On the other hand, the similar DT-1MX does perform well with a 30mm carburetor, and that works out to be K = 0.69. And the Sachs 125's displacement, power peak and carburetor size gives us K = 0.91, which demonstrates that there are factors here not given proper recognition in the Naitoh-Nomura formula. I am convinced that there is a "gulp-factor", consisting of all the things that influence the shape of the intake pulse, (timing, port shape, connecting rod length, etc.), complicating this matter. Someday, I may have time to solve the problem. For the moment, I can only tell you that K = 0.8 is a safe value for road racing engines, while motocross and enduro engines may need anything from K = 0.65 to K = 0.9, with relatively low, wide intake ports (which give a brief, strong intake gulp) favoring the higher values.