Fifty shades of Jade

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Stu Twin
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Re: Fifty shades of Jade

Post by Stu Twin »

How's the weight distribution Will? Hope you can keep the front wheel on the ground.
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autofetish
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Re: Fifty shades of Jade

Post by autofetish »

RobTwin wrote: Fri Sep 25, 20 1:11 am I hope the frame is still the same weight you had planned for... :-k :shock:
Stu Twin wrote: Fri Sep 25, 20 1:23 pm How's the weight distribution Will? Hope you can keep the front wheel on the ground.
Good questions !!

Haven't had a chance to get to this but I have a plan stay tuned. :thumbright:
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autofetish
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Re: Fifty shades of Jade

Post by autofetish »

Electronic Throttle Control (Drive By Wire) :-#



The throttle cable has almost become redundant on today’s motor vehicle. The drive-by-wire system is by no means a new concept as it was introduced by BMW on their 7 series range back in 1988.

The system BMW use is referred to as EML (German term for electronic throttle control).

:hiding: "Elektronische Motorleistungsregelung" :hiding:

The system has now found its way onto other vehicles with humbler routes and can be found on most modern engines. Historically a mechanical linkage between the accelerator pedal and the throttle butterfly has always existed, be it via a cable or via rods and linkages. These have now been replaced by sophisticated electronic control modules, sensors and actuators.

This system is also referred to ‘Fly-by-Wire’ / Drive By Wire /FBW/DBW










:?
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autofetish
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Re: Fifty shades of Jade

Post by autofetish »

Such long throttle cables on Mk1 bike and twist-grip issues not to mention boost bending throttle blades on shut down ...


I have bite the bullet swallowed the brave pill and installed a fly by wire throttle actuator.

We connected a pipe from the turbo to the fly by wire throttle actuator and then continued to the plenum in aluminum piping.

all connections clamp are w.adelwiggins.co and allow movement.









:reindeer:
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morgan
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Re: Fifty shades of Jade

Post by morgan »

autofetish wrote: Tue Sep 29, 20 10:26 am swallowed the brave pill
This explains a lot.
I assume its playing nicely with your regular 'looney-tunes' pills ?? :lol: :lol:

Keep it comin' WIll. I'm enjoying it. :thumbright:
"Cum homine de cane debeo congredi." Woof.

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mygasser
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Re: Fifty shades of Jade

Post by mygasser »

autofetish wrote: Tue Sep 29, 20 10:16 am
RobTwin wrote: Fri Sep 25, 20 1:11 am I hope the frame is still the same weight you had planned for... :-k :shock:
Stu Twin wrote: Fri Sep 25, 20 1:23 pm How's the weight distribution Will? Hope you can keep the front wheel on the ground.
Good questions !!

Haven't had a chance to get to this but I have a plan stay tuned. :thumbright:
pressurise the frame with helium? :D
neil.
mygasser
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Re: Fifty shades of Jade

Post by mygasser »

your creations (both) look much safer to ride than this. :thumbright:
neil.
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HarrySaggs
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Re: Fifty shades of Jade

Post by HarrySaggs »

Hahaha! They have a word for that, it's called "overkill." :lol:
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autofetish
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Re: Fifty shades of Jade

Post by autofetish »

Wastegates
When a turbocharger's exhaust-driven turbine wheel spins fast enough to produce the desired level of boost, a wastegate is typically used to allow the excess exhaust pressure to divert around the turbine wheel. By opening the wastegate (typically boost-pressure referenced), exhaust pressure bypasses the turbo's turbine wheel to prevent the turbo from reaching an unsafe speed. You'll find external wastegates on the exhaust (hot) side of turbo plumbing between the turbocharger turbine wheel and the exhaust manifold—or sometimes in the exhaust manifold itself—where it can get exhaust upstream of the turbo and route it back into the exhaust downstream of the turbo or shoot it out a screamer pipe like I’m doing directly upwards :-#

In its at-rest state, a wastegate is closed and boost pressure can be controlled by varying the pressure of the spring holding it closed. A wastegate can also work in concert with a boost controller to improve boost response by staying closed to a higher boost threshold.



Blow-Off Valves
Located on the pressurized intake (cold) side of the turbo plumbing, blow-off valves (BOVs), like wastegates, are normally closed and open to bleed off boost pressure. Their main job is to prevent the pressure in the intake tract from backing up and causing compressor surge when engine speed changes abruptly—like when the throttle closes during a shift. When a BOV is vented to atmosphere, it produces a distinctive hissing sound, and when a BOV isn't used or is of insufficient size, the compressor surges and makes a chirping or rattling sound. Compressor surge can put stress on the compressor and its bearings, shortening its life it’s also very common on turbo drag bikes to bend the throttle blades open if you snap the throttle closed to quickly :roll:


My plan is to store compressed CO2 in the frame and then computer Controlled regulate this over the wastegate and the BOV to artificially Control them. :read2:

This will allow the turbo system to do thing that wouldn’t normally be done and are very Specific to drag / LSR racing.

For example:
Spin the turbo up to full rpm and bleed off boost on the cold side and then slam the BOV shut on launch..

Diverting hot gases away from the turbo to produce less boost when less power is demanded...


Basically the system I’m building will allow me to almost control the turbo and engine boost level Completely independent of what the engine is doing and decide when and how it should be added or the engine.


Both the BOV and Waste gate are mounted =D>

it took a while to get them perfectly symmetrical but they really look the part :)
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ScottyDave
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Re: Fifty shades of Jade

Post by ScottyDave »

Can't say I understand fully what you're doing but can grab the basics, I think. Nice attention to detail with the valves :thumbright:
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autofetish
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Re: Fifty shades of Jade

Post by autofetish »

Option 1

Exhaust wastegate is open and it’s a non turbo engine.
all exhaust gas is diverted away from the turbo out the screamer pipe straight up N/A


Option 2
Wastegate is closed BOV is open

All exhaust gas is forced though the turbo the turbo is spinning making boost no lag turbo is up to full speed and all boost is being released out the BOV engine sees no boost. N/A no lag


Option 3
Wastegate closed BOV closed

All exhaust gases is forced though turbo turbo is making boost BOV is closed full boost delivered into engine


And every shade and combination in between using any other variable to control it like interesting things like front suspension height or a Comparison of slip between a front and rear wheel speed .... :-k :-$ :reindeer: :geek: :reindeer: :geek:
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mopar_mark
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Re: Fifty shades of Jade

Post by mopar_mark »

mopar_mark wrote: Tue Oct 06, 20 10:09 pm
autofetish wrote: Tue Oct 06, 20 9:47 pm And every shade and combination in between using any other variable to control it like interesting things like front suspension height or a Comparison of slip between a front and rear wheel speed .... :-k :-$ :reindeer: :geek: :reindeer: :geek:
As well as shock sensors, I am also using laser ride height sensors to aid with traction, I have one on front & rear. Likewise using Co2 on top of gates
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Bratfink
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Re: Fifty shades of Jade

Post by Bratfink »

autofetish wrote: Wed Sep 09, 20 2:56 pm Contemplating the idea of a some sort of Ram air intake plenum.

The engine is a 1300cc 14,000rpm turbo 40 Psi boosted engine.

Utilizing a Ram air affect will hopefully supply some free boost to the front of the turbo.

If we place the intake on the nose cone it could also reduce a high pressure area and reduce our drag coefficient.

Some sort of sealed tube with a plenum but there is little information out there and it all seems to be black magic and snake oil.
Kinda.
Rule of thumb, most efficient place to pull air from is points of high stagnation (I.e. nose cone), but in terms of reducing drag it’ll really end up a wash. By pulling from stagnation you do reduce the high Cp. But in order to pull enough air for the application you need to make the intake bigger than you ever would have had the stagnation region in the first place.

The real trick is to identify places on the vehicle where static pressure is high during a run. Those places will act to drive air into an intake.

Think cowl induction. Good example.
I am coming to believe a 56mph speed record is harder to achieve than a 400mph one!
Bratfink
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Re: Fifty shades of Jade

Post by Bratfink »

autofetish wrote: Tue Sep 29, 20 10:26 am Such long throttle cables on Mk1 bike and twist-grip issues not to mention boost bending throttle blades on shut down ...


I have bite the bullet swallowed the brave pill and installed a fly by wire throttle actuator.

We connected a pipe from the turbo to the fly by wire throttle actuator and then continued to the plenum in aluminum piping.
Are you going for NHRA or SCTA tech inspection on this? You’ll need to consider their requirements for Mechanical shutoff.
I am coming to believe a 56mph speed record is harder to achieve than a 400mph one!
Bratfink
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Re: Fifty shades of Jade

Post by Bratfink »

autofetish wrote: Tue Oct 06, 20 6:57 pm Diverting hot gases away from the turbo to produce less boost when less power is demanded...


Basically the system I’m building will allow me to almost control the turbo and engine boost level Completely independent of what the engine is doing and decide when and how it should be added
I think George uses a system like this to traction control Speed Demon. And he just went 481 with a single big block!
I am coming to believe a 56mph speed record is harder to achieve than a 400mph one!
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