#small engines

[shikariiin]

Ha! Idiot get thrown.

James too why not 🫵

Got his ass

[transette]

Ahhhhhh why must I have so many expensive hobbies!

I just got into another one yesterday after looking up some parts for another hobby! This brings my total up to like 6 or 7. Why can't I get into some sort of cheap hobby for once!

[xenonreality]

I would love to buy one, it does look like it needs a better turbo with a closer manifold & the collector has a better taper to the point in the center to help with flow dynamics. Their sizing for the pipe is too big & needs to taper down to a smaller point to help with heat loss causing condensing which helps increase flow velocity & improve spool times with such a tiny turbo. The intake needs to be bigger for that thing & the width, meaning circumference, needs to be larger; The engine appears to be sucking in a lot more air than they thought.

If they don't want to redesign the exhaust manifold, then going with the cad model of equal length tubes to a rear collector would work, same for a standard water to air heat exchanger. It would be tiny, so maybe just being able to hook it up to the radiator would be fine as the cold water coming directly out of it can go directly first into the thing then go into the engine. Its small enough that I doubt it would have enough heat with a properly sized radiator that it would not cool it sufficiently.

It's going to be built for higher rpm, the cam shafts need to be built around an idle that is higher & an operating speed that is higher than an average car. This is probably the case, but it it isn't then that needs to be changed. Same for the need for a cooler for air, the sucking in part is meant for gas because of it helping with changing air temp, when pushed through many of these chain saw carburetors that aren't meant & or built for a pressurized air feed through it causes issues long term & works in a way less conducive to gaining maximum power.

This sucker is cool though. That's the thing. I would love to see it properly done up to be able to min max it just a bit. Going hard on this would be so tremendously, and annoyingly, difficult. It....

It's 28 cc, the size of the pistons means the travel speed of the burn is stupendously small & so the length of time needed is reduced at the same time. Which gives you a massive advancement of timing then even higher amounts of compression needed. A shorter stroke is always needed for a higher revving engine, but it comes at a cost of lowered torque. Torque is genuinely needed for these things though to be able to enjoy in certain rc applications...

Upping it to a 150cc variant would help you guys out tremendously. Otherwise its using timing, compression reduction through a flat head like you likely have in there already, but gaining your air for increasing the total power.

Its awesome that its an already mass produced "world's smallest" turbo but its design needs changing. It's built around, current designs, being the, roughly speaking, size of turbo they are. The flow & compression dynamics here are such that it needs to be elongated at the edges with a quad split design at the final point that's super small in terms of the blades that help further pump air. The 1 splitter / stator is a compressor in most designs & its fine for our sizes we deal with often. To gain the advantages you need for this size you need a thinner outer ring that gains 2, instead of 1, splitter / stators.

I call them bifurcators, the compression blades that lead to the outer ring in the larger compressor designs. Because that's all they do, split the air & make it pass through a smaller path forcing work energy into air to compress it. They are fixed blades, so they are stators.

So having 2 is a good thing when its this small, thinner is better to help with weight reduction & so it should still spool up just fine enough. Sucking in gas is better for the design too, it will help out with cooling of the air if you get real amounts of air moving & compressed. Usually a good thing :)

But you are engine manufacturers now, you knew that. Same with you Johnnyq90. The intake of the compressor needs to have the center be an axel as well to larger blades to force more intake in to the deval (hourglass) intake shape part, so a larger ducting part sticks out in front of the blades to attach a filter just like this has, but now the blades have something around them to allow for the same.

It combines the harsh truths of physics in fluid dynamics, the larger the props/blades for air, the more efficient & effective they are at getting the air. The intake is only able to get so much vacuum going & atmosphere only gets you so far. Forcing more in, like a blower but its to force in more air like a Cessna airplane prop while having a structure around it to use said increase of air & vacuum to gain a Bernoulli's principal to the deval nozzle throat choke point means a larger filter to encompass it to have more surface area to improve total reduction of total energy needed to gain more pressure & flow into the area it needs to go into.

The larger box reduces the total psi needed for larger volume because more holes in the larger filter. It then flows more, basically.

I doubt they'll do it, but if they can it would be super cool. I have had this design on my youtube channel for a while now too. It combines impeller & propeller together as a pump. The axel gets in the way a bit so the Bernoulli side gets to the throat choke point in my design through widening the right way for a bearing to be there & then by-passing stators that are structural to hold it in place better for less wobble. This allows for a rotation to occur when you have it by-pass diagonally & use an intake that takes advantage of having a lower pressure side of the inner diameter of the tube that has to go around in that area to add in more air.

Which helps with holding the filter, larger filters are easier to come by that are cheaper & now make sense for something like this because, remember the carburetor in front of this, well the more easily attach to those than the structure needing to be made all weird. Instead the box, as mentioned above, can be made to have tubes to run to those points, making it so its stronger to movement & that's generally better. Mounting those things sucks sometimes, so I figured a few mounting tubes would be good.

For those who read this comment, feel free to credit me in all ways for any inspiration towards their designs, as I don't want you to take it without that, just like with all comments & posts ever by me.

[dungeonfart]

Drew the engine on my bf’s 1979 XS650

[dsiddhant]

Small Gas Engines Market worth $4.3 Billion by 2028

Mar 15, 2023 (AB Digital via COMTEX) -- The global Small Gas Engines Market is projected to reach USD 4.3 billion in 2028 from USD 3.3

Mar 15, 2023 (AB Digital via COMTEX) -- The global Small Gas Engines Market is projected to reach USD 4.3 billion in 2028 from USD 3.3 billion in 2023 at a CAGR of 5.4% according to a new report by MarketsandMarkets™. The Small Gas Engines Market has promising growth...

[yourwizardofaus]

Nostalgia Is;

2 Stroke Victa mowers named after car models.

[therepairspecialist-blog]

How a 2-Stroke Engine & Carburettor work together

[seat-safety-switch]

When they called me in to close down the Briggs & Stratton small engine division, outsource the whole whack to a five-month-old country on the Pacific Rim whose engineers just learned how to make boats on Monday and were already banging out oilless compressor engines after lunch on Tuesday, I knew that I had my work cut out for me. Not in any technical sense, mind you: I believed in my bones that every technical problem was at its heart a people problem. My job was to break it to the existing engineers.

Now, if you’ve dealt with mechanical engineers before, you might be scoffing at my task, already warming up some kind of Dilbert-quote subprocess that will bury me beneath a false world-weariness that we both find tiresome. Let me reiterate for you: these are small engine engineers.

I knew I was in for a fight as soon as the elevator dinged and I stepped out onto the floor to the scent of boiling two-stroke oil and overrich methanol exhaust. Each cubicle’s felt was stained by spilled marking fluid, cutting oil and carbon marks left behind from experiments to reach the ragged edge of the flame front and finally become one with the uncaring machine god of internal combustion.

Managing engineers is a lot like going to supermax prison: if you kill someone your first day, everything from then on is a lot easier for you. I decided to start by picking out one of the weaker ones. Just by looking at him, I knew that his significant other (if he had one) stood by the door to his study, worried, as they peered out over his corkboard littered with diagrams of combustion chambers and spark plug electrode straps, newspaper clippings and red push-pins tied with specialized aerospace-grade FOD-proof felt yarn stretched across the board, overflowing onto the wall.

He had been inside the expansion chamber and what he had seen there changed him. I came into his domain, intent on removing him. I was the aggressor. Was I a bad person? I had read the Economist on the airline flight in: it told me that no such thing as morality existed anymore, that the churn cycle of raw capitalism was itself virtuous, that craft and purpose were obsolete mechanisms of the low-yield artisanal age.

He knew I had entered his cube before I had a chance to complete my step. Whirling around on his office chair, stripped of casters in what was presumably a late-Friday attempt to build a ghetto go-kart, he fixed me in the eye. Not quite the eye, actually. It was like he was looking through me.

“Have you come bearing tidings of the Flame Front?” he spoke all at once.

Behind me, I could hear the war whoops of the exhaust department echoing down the hallway, punctuated by the staccato scraping of a Vernier caliper against the tile floor.