srp

Probably one of the most important aspects of pipe tuning, you’ve read my posts about tuning with effective lengths formulas. An example pipe will make it easier to understand. It takes .265 milliseconds for pressure waves to travel through a header section 47mm (avg) diameter by 200mm long. It also takes .265 milliseconds for pressure waves to travel through a belly section of 110mm diameter by 150mm long. The example pipe shows the header section pressure wave travels 50mm farther than it does in the belly section in the same amount of time. Using effective length formulas makes it very easy to time pressure changes in the pipe for resonance tuning. The end of each section will start a return wave to and from the exhaust port. Header and diffuser sections are tuned and timed to be in resonance with the last diffuser, belly and baffle.

I wouldn't cut the flywheel for that build, it should rev quick. If all I had was a lightened flywheel I would run it and see how it works.

I test all pipe designs with Mota two stroke simulation software. Mota shows the 4 diffuser, 3 diffuser and 2 diffuser pipe designs will make over 70 horsepower at the crankshaft per cylinder. The test engine was a 465 Cheetah Cub on gasoline. The dyno results on all three made just over 113 horsepower and 60 foot pounds of torque. These pipes were designed for the heavy rider (doughboy class), the tuned length was much longer than the average drag pipe. Designing a pipe around the chassis weight / riders weight helps the heavy rider like myself to launch without bogging.

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I tested resonance on what I believe is the most well known two stroke pipe, Gordon P Blair’s Grand Prix 125cc pipe. This 125cc road race pipe is in his book Design and Simulation of Two-Stroke Engines on page 444. All input data for this test matches Gordon Blair’s specifications. Rpm 11750 Exhaust duration 198 Exhaust gas temperature 600 degrees Celsius Tuned length 832 mm, total effective length calculated out to be 1181.5 mm After testing this pipe, it had very good resonance at 11750 rpm and 9315 rpm. The image is at peak power 11750 rpm.

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The three most important formulas for resonance tuning are heated speed of sound, tuned effective length and horn coefficient. (Heated speed of sound) this formula converts exhaust gas temperature to pressure wave velocity. (Tuned effective length) this formula converts true tuned length of each section to effective tuned length of each section. An example pipe with a total tuned length of 1000 mm may have a total effective length of 1400 mm. The effective length of each section gets longer as the diameter gets bigger. A tuned effective length of 1400 mm on this example pipe would be used to time and tune for resonance. (Horn coefficient) the kh factor controls diffuser angles for smooth and controlled expansion.

These three images are the same two diffuser pipe, it has resonance at 10150 rpm and 7772 rpm. At 6048 rpm the belly section return wave has no support from a diffuser section. Sections in the pipe not including the main wave from the baffle have two return waves tuned to be in resonance with the header or a diffuser section with 4 return waves. A three diffuser pipe has a diffuser section supporting the belly section!

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This Banshee HQ thread is for HQ members that want to understand how two stroke pipes are designed using math. Anybody following this thread will learn how to design pipes and have the know how to compete with the top pipe builders, at the track and on the dyno. We will discuss what software to use, types of formulas to use and tricks we do to get an advantage. Tell your friends that Banshee HQ forum is the only place to get this information. Will post some technical stuff soon.

Nice port work, horse-power estimate looks conservative compared to a similar setup we tested.

That is not true and you know it. Sniper made 4 more from the hit of the throttle and made within .5 to 1 horse-power at peak with nothing but a pipe change. The bike had no gearing and no load at all, your dyno test was only good to see what pipe had the smallest stinger. This is nothing more than the payback for Jim and myself not building you a free 649 DM. You held the performance of Jim's 10 mill cub ransom for more than a year when it was running faster than the world record at the time and you wanted to get paid for it, the record was 3.73 and you were at 3.71 at two tracks. You were asked why don't you have the world record in the 10 mill class, you said "because you did not check your fuel". That's the very reason you did not get an engine. On top of that a 10 mill cub on methanol making only 104 horsepower is not even tuned in properly, and yet it runs faster than the world record at the time.

I use Mph at the track to indicate horse-power of a drag pipe and tune them to peak after 3 or 4 gear changes, that's so they peak just before the finish line. I have to use 19/38 gearing on the dyno to get them to peak and show maximum power output.

That is pipe flange to cylinder, most pipe to muffler o-rings are between 2-022 and 2-024. Just take one with you, they should have something that looks a ring sizer with steps to get the right size.

I will send out a new set of flange o-rings to the buyer, send me a PM if you buy them.

Pick up some 2-132 o-rings in Viton from your local seal shop.

I'm trying to make it out on Friday with the 14 mill Serval DM.

Tabata was fast but he never beat Tyler the day I was there.

Something that would go good with that mod, a Plexiglas waterpump cover with aluminum bolts and maybe even a scalloped aluminum top cut exactly the shape of the gasket.

Who all is in for the first spring ride?

I just got back from my local AT&T store, they said most are walking past the Iphone 6 to get the older Iphone 5s. They also said sales are soaring for the 5s and that's never happened before on a outdated phone.

True, but not many have filter fitment issues with any brand of pipes when the carb bowls are down close to the clutch arm.

Cutting 7/8" off of the filter spigot length will help the clearance on any brand of pipes. Also will help performance, the engine does not like any fixed diameter tube behind the carbs. Looks like you have more room between the frame and tailpipe than the test chassis did. I have some 1" x .400 spacers to space out the silencers, they will pull the tailpipe in closer to the frame for a little more filter clearance if you or anybody else with Snipers needs them. The spigot and reed block angle varies on aftermarket cylinders and even varies on the same brand from time to time. Just a degree or two will get the tailpipes into the filters or frame. Some thin pie shaped reed / manifold spacers would be a big hit with anybody running in-frames with fitment issues.

Several of my customers have said the added gain in performance with Sniper has made them the fastest in their pack. Some have said they have pull away power now and no longer need to get the jump to win when racing Shearer and CPI piped bikes in their class.