Kawasaki KR-1RR IFI Build
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- Premix Junkie
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- Joined: Wed May 16, 2007 2:24 am
Re: Kawasaki KR-1RR IFI Build
I think if it works on a dirt bike it would work better on a road bike
- JanBros
- Avgas Sniffer
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- Location: the land of Francorchamps
Re: Kawasaki KR-1RR IFI Build
the higher the BMEP, the more dificult it gets.
My ultimate goal is to die young as late as possible !
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- Premix Junkie
- Posts: 1587
- Joined: Wed May 16, 2007 2:24 am
Re: Kawasaki KR-1RR IFI Build
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forced induction engines require higher fuel pressures to combat the environment (∆P ?) they are trying to inject into
similary a Gasoline Direct Injection engine typically may have fuel rail pressures ~1400 psi because you are trying to inject into an environment of 10-13 atmospheres
(you require more puff to start blowing up a balloon)
for a 2T have the Engine Management System sample the crankcase pressure (MAP) at say 70° ATDC (before any ports open) and make a decision against what the Mass Air Flow (MAF) sensor (upstream of reed block) sampled say 90° earlier. These two things would give you a good idea of how fast and how much air entered into the engine as well as the load on it. Add in throttle position sampling .... air temperature, RPM, and even EGT
all these parameters can be acquired (DAQ) on a test bike running carburetors
somewhat like how MJ43 reverse engineered the ignition timings (MJ43 hacks the curve with an oscilloscope
viewtopic.php?t=5308)
Then its a question of fuel necessary at each RPM for the output - eddy current dyno
calling Scooble who did alot of this for profession
control the fuel, gives you benefit you can then control the oil - the KTM/Husq fuel injected 2T run oil at 70:1 to 100:1
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forced induction engines require higher fuel pressures to combat the environment (∆P ?) they are trying to inject into
similary a Gasoline Direct Injection engine typically may have fuel rail pressures ~1400 psi because you are trying to inject into an environment of 10-13 atmospheres
(you require more puff to start blowing up a balloon)
for a 2T have the Engine Management System sample the crankcase pressure (MAP) at say 70° ATDC (before any ports open) and make a decision against what the Mass Air Flow (MAF) sensor (upstream of reed block) sampled say 90° earlier. These two things would give you a good idea of how fast and how much air entered into the engine as well as the load on it. Add in throttle position sampling .... air temperature, RPM, and even EGT
all these parameters can be acquired (DAQ) on a test bike running carburetors
somewhat like how MJ43 reverse engineered the ignition timings (MJ43 hacks the curve with an oscilloscope
viewtopic.php?t=5308)
Then its a question of fuel necessary at each RPM for the output - eddy current dyno
calling Scooble who did alot of this for profession
control the fuel, gives you benefit you can then control the oil - the KTM/Husq fuel injected 2T run oil at 70:1 to 100:1
- JanBros
- Avgas Sniffer
- Posts: 3306
- Joined: Wed Jul 26, 2006 11:50 pm
- Location: the land of Francorchamps
Re: Kawasaki KR-1RR IFI Build
that way you know how many air/mixture has entered the crankcase, but you still do not know how many has gone into the cylinder.KR-1R wrote: ↑Tue Apr 28, 2020 12:14 pm for a 2T have the Engine Management System sample the crankcase pressure (MAP) at say 70° ATDC (before any ports open) and make a decision against what the Mass Air Flow (MAF) sensor (upstream of reed block) sampled say 90° earlier. These two things would give you a good idea of how fast and how much air entered into the engine as well as the load on it. Add in throttle position sampling .... air temperature, RPM, and even EGT
when on the pipe, 2-stroke will keep running without reeds/rotary-valve, the pipe sucks directly on the carburetor. How much the pipe sucks depends on a lot of factors. it is not as straight forward as in a 4-stroke.
My ultimate goal is to die young as late as possible !