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Old 09-30-2011, 03:32 AM   #16
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Old 09-30-2011, 03:51 AM   #17
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Here's some 50cc inspiration for you.
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Old 10-01-2011, 01:50 AM   #18
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the bike needs to be ready for the dlra test and tune day at tailem bend at the start of november. we have alot of work to do in order to get a functioning bike by then!

the clamps moved down the forks to get a low ride height

the airbox and seat configuration

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Old 10-01-2011, 02:41 PM   #19
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Old 10-04-2011, 12:21 AM   #20
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Just wondering, with dropping the forks the steering angle will steepen considerably, great for ultra-short circuits but likely a nightmare for top speed. Did you rake the front out at all?
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Old 10-04-2011, 12:24 AM   #21
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Just wondering, with dropping the forks the steering angle will steepen considerably, great for ultra-short circuits but likely a nightmare for top speed. Did you rake the front out at all?
steering damper, its mandatory anyway for my class.

the significant reduction of frontal area and drag achieved makes it worthwhile.
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125cc Salt Racer - God of Speed Thread
'Overall happiness is directly proportional to the increasing distance between the front wheel and the ground.'
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Old 10-04-2011, 02:59 AM   #22
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Here's some 50cc inspiration for you.
Wow that is serious and ...flexy
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Old 10-04-2011, 03:25 AM   #23
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Wow that is serious and ...flexy
It's quite a boxy trellis construction, held together by squillions of rivets, and I suspect glue as well. If you google 50cc land speed racing, you'll find a few more interesting piccies, including one where it's on the workbench which gives a good perspective of size too.
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Old 10-21-2011, 04:43 PM   #24
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what do you guys think of the length of the manifold we made?



is it too long for a high revving engine? ive been trying to find comprehensive info on intake tuning but cant get any thing specific enough to give me an answer. is it the length of the entire intake from the air inlet? or the length after the carburettor that has the most effect.
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Old 10-21-2011, 06:02 PM   #25
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what do you guys think of the length of the manifold we made?

is it too long for a high revving engine? ive been trying to find comprehensive info on intake tuning but cant get any thing specific enough to give me an answer. is it the length of the entire intake from the air inlet? or the length after the carburettor that has the most effect.
G'day GoS,
I wrote a module for some simulation software, so I only have half an idea. It does apparently improve performance quite a bit that's why they use variable length trumpets to match the sonic length to the revs. The sonic length is from the valve(s) to the very top of the trumpet. The shape and length of the manifold has more to do with cooling, mixing, etc (i believe).

Next week I might be able to calculate it for you but I'll need to find out what the parameters required are, I've forgotten, then if you supply them once known and the optimum revs, I might be able to run a simulation for a fixed length, I've only done it once before for my nissan ute, lol. The results were not what I expected and I did not understand the explanation why apart from the bit where it is required to run over a large rev range.

Have you approached Rex? He is the man with the answers.

Let me know, beers,
build

BTW, I have a pdf on the subject I can email to you.

build screwed with this post 10-21-2011 at 06:04 PM Reason: added pdf info
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Old 10-21-2011, 06:05 PM   #26
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G'day GoS,
I wrote a module for some simulation software, so I only have half an idea. It does apparently improve performance quite a bit that's why they use variable length trumpets to match the sonic length to the revs. The sonic length is from the valve(s) to the very top of the trumpet. The shape and length of the manifold has more to do with cooling, mixing, etc (i believe).

Next week I might be able to calculate it for you but I'll need to find out what the parameters required are, I've forgotten, then if you supply them once known and the optimum revs, I might be able to run a simulation for a fixed length, I've only done it once before for my nissan ute, lol. The results were not what I expected and I did not understand the explanation why apart from the bit where it is required to run over a large rev range.

Have you approached Rex? He is the man with the answers.

Let me know, beers,
build
thats what i thought, it is more logical that the resonance is to do with the length of the entire intake. i will be taking in to be tuned soon after it is all together and running.
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125cc Salt Racer - God of Speed Thread
'Overall happiness is directly proportional to the increasing distance between the front wheel and the ground.'
-
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Old 10-28-2011, 01:12 AM   #27
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Ernst Degner (born Ernst Eugen Wotzlawek on 22 September 1931 in Gleiwitz, Upper Silesia, Germany - died 10 September 1983 in Arona, Teneriffe, Spain) was a German Grand Prix motorcycle road racer.[1]
Ernst Degner's father died just before the end of World War II and Ernst, his older sister and their mother wound up in the German Democratic Republic (East Germany) at the end of the war. When Degner's mother died shortly after, he left home and became an apprentice motorcycle mechanic in Potsdam. He later joined the Potsdam Motorcycle Club where he met Daniel Zimmermann who had built an exceptionally fast 125cc racing motorcycle based on the DKW RT125. It was called the ZPH in recognition of its designer and engineer (Daniel Zimmermann), its rider at that time (Bernhard Petruschke) and its mechanic (Diethart Henkel). The ZPH proved faster than the East German factory IFAs (later renamed MZ) whose machines were also based on the DKW RT125. Degner started racing and Zimmermann provided him with a ZPH engine which Degner used in the East German 125cc Championship. His racing successes on the ZPH were noted by the MZ team manager, Walter Kaaden, who signed Degner to ride the factory MZs for the 1956 season.
After the Berlin Wall had been built in August 1961, Degner arranged the escape (Republikflucht) of his family from the GDR in the boot (trunk) of a car on the weekend he himself was racing in the Swedish Grand Prix at Kristianstad. In that race he could have secured the 125cc World Championship for himself and for MZ, but his engine failed early in the race. Ironically, his main rival for the 125cc World Title, Tom Phillis (Honda), also failed to finish the Swedish race.
It was after the race, when he was able to drive out of the circuit, that Ernst Degner defected by driving his Wartburg car to West Germany via Denmark.
After the MZ team had discovered his defection, the East Germans falsely accused Degner of deliberately destroying his engine in the Swedish race. This was a crazy accusation since having started the race, Degner surely wanted to win it - and the 125cc World Title - as much as MZ. However, the East Germans' accusations resulted in Degner's racing licence being revoked. This prevented him from racing a borrowed EMC 125cc racer in the final 125cc World Championship round in Argentina. Had he won that race, he could still have been crowned 125cc World Champion.[2]
In November, the Japanese company Suzuki hired him and he moved to Hamamatsu, Japan to work in the Suzuki race-shop over the winter. Using the specialist two-stroke knowledge he had gained at MZ, Degner designed Suzuki's new 50cc and 125cc racers.
The following year, in 1962 Degner won Suzuki's first World Championship in the 50 cc class.[1][3]
In November 1963, Degner crashed his Suzuki 250cc racer at the Japanese Grand Prix held at the Suzuka Circuit. The fuel tank burst into flames and Degner suffered horrific burns which required over fifty skin grafts. As a mark of respect, the double-apex right-hand curves past the esses where Degner had crashed so badly were named Degner Curve.[4]
Although he returned to the Suzuki team to race in September 1964, he had little success and he retired from motorcycle racing at the end of 1966.[1] After dabbling with single seater car racing, he worked for a spell as Technical Manager at Suzuki's German importer in Munich. He then moved to Tenerife where he ran a car hire business. It was there, in 1983 that he died from a heart attack.

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Old 10-28-2011, 02:16 AM   #28
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Ernst Degner (born Ernst Eugen Wotzlawek on 22 September 1931 in Gleiwitz, Upper Silesia, Germany - died 10 September 1983 in Arona, Teneriffe, Spain) was a German Grand Prix motorcycle road racer.[1]
Ernst Degner's father died just before the end of World War II and Ernst, his older sister and their mother wound up in the German Democratic Republic (East Germany) at the end of the war. When Degner's mother died shortly after, he left home and became an apprentice motorcycle mechanic in Potsdam. He later joined the Potsdam Motorcycle Club where he met Daniel Zimmermann who had built an exceptionally fast 125cc racing motorcycle based on the DKW RT125. It was called the ZPH in recognition of its designer and engineer (Daniel Zimmermann), its rider at that time (Bernhard Petruschke) and its mechanic (Diethart Henkel). The ZPH proved faster than the East German factory IFAs (later renamed MZ) whose machines were also based on the DKW RT125. Degner started racing and Zimmermann provided him with a ZPH engine which Degner used in the East German 125cc Championship. His racing successes on the ZPH were noted by the MZ team manager, Walter Kaaden, who signed Degner to ride the factory MZs for the 1956 season.
After the Berlin Wall had been built in August 1961, Degner arranged the escape (Republikflucht) of his family from the GDR in the boot (trunk) of a car on the weekend he himself was racing in the Swedish Grand Prix at Kristianstad. In that race he could have secured the 125cc World Championship for himself and for MZ, but his engine failed early in the race. Ironically, his main rival for the 125cc World Title, Tom Phillis (Honda), also failed to finish the Swedish race.
It was after the race, when he was able to drive out of the circuit, that Ernst Degner defected by driving his Wartburg car to West Germany via Denmark.
After the MZ team had discovered his defection, the East Germans falsely accused Degner of deliberately destroying his engine in the Swedish race. This was a crazy accusation since having started the race, Degner surely wanted to win it - and the 125cc World Title - as much as MZ. However, the East Germans' accusations resulted in Degner's racing licence being revoked. This prevented him from racing a borrowed EMC 125cc racer in the final 125cc World Championship round in Argentina. Had he won that race, he could still have been crowned 125cc World Champion.[2]
In November, the Japanese company Suzuki hired him and he moved to Hamamatsu, Japan to work in the Suzuki race-shop over the winter. Using the specialist two-stroke knowledge he had gained at MZ, Degner designed Suzuki's new 50cc and 125cc racers.
The following year, in 1962 Degner won Suzuki's first World Championship in the 50 cc class.[1][3]
In November 1963, Degner crashed his Suzuki 250cc racer at the Japanese Grand Prix held at the Suzuka Circuit. The fuel tank burst into flames and Degner suffered horrific burns which required over fifty skin grafts. As a mark of respect, the double-apex right-hand curves past the esses where Degner had crashed so badly were named Degner Curve.[4]
Although he returned to the Suzuki team to race in September 1964, he had little success and he retired from motorcycle racing at the end of 1966.[1] After dabbling with single seater car racing, he worked for a spell as Technical Manager at Suzuki's German importer in Munich. He then moved to Tenerife where he ran a car hire business. It was there, in 1983 that he died from a heart attack.

quite the life he lead, after all that he ended up on a dead end island in the atlantic and had a heart attack.
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125cc Salt Racer - God of Speed Thread
'Overall happiness is directly proportional to the increasing distance between the front wheel and the ground.'
-
'85 XL600R-L-M-PDGSAZ

God of Speed screwed with this post 01-13-2012 at 10:11 PM
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Old 10-28-2011, 03:00 AM   #29
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We all die - it ain't pretty. Often we are only remembered because of the goat we met one dark moonlit night.

Good luck keep the updates happening.
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Old 10-30-2011, 05:42 AM   #30
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Progress has been slow of late, but with exams out of the way i plan to make up for the lost time!

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