increase engine power

[matty0l215]

Okay i'll have a look.

[Vini]

...in the meantime, i'm going to try using the varese engn file and scaling all the values up manually in notepad.

[Vini]

using the varese engn file worked nicely.

300bhp @ 12.4k rpm.

...and the bike still handles great.
had to make the crankshaft counter-rotating, though

[HornetMaX]

i just want to keep the same torque curve but i want to scale it up a bit.

What do you mean exactly ? Raise the curve (i.e. move it vertically, up) ?

Edit the .engn and give it more torque at each point. For example, multiply the torque at each point by 1.1 to increase it of 10%.
You can use engned to visualize the curve (or Excel or whatever).

one more thing: is it power at the crank, clutch, output shaft or rear wheel?

Crank. There's a parameter in the bike.cfg file that gives the transmission losses (out of memory, it may be named efficiency, in the transmission section, and it's something like 0.92).

is changing the max_power value in the bike.ini enough or does that only change the bike info?

That changes only the bike info, no effect on physics.

also i noticed the rgv750 has "230 hp" in the ini, yet gp bikes shows it as "230 kW" in the bike info window.

Conversion needed

[matty0l215]

Try this. I've applied my throery and gradually increased the percentage of increase (over 14 points, from 0 to 100%) and the engine curve looks good but it is brutal.

https://mega.nz/#!jRYl0JhS!Mj2i7-ISqE5QxYLWPhdrlk_ptYTf_Ou31tJ8fILXew8

[Vini]

thanks but it already worked great with the varese engine. i simply edited the .engn file manually with notepad like you suggested and scaled every value by 1.6.
going to try your engine curve as well.
if you make the crankshaft counter-rotating, it's definitely controllable and probably right at the limit of reasonable (300hp@137kg). any more power and you would get wheelie right up to the braking point on every straight

[HornetMaX]

probably right at the limit of reasonable (300hp@137kg). any more power and you would get wheelie right up to the braking point on every straight

300hp @ 137kg is well past the limit of reasonable, especially as I suspect that you folks want no electronic at all

[Hawk]

probably right at the limit of reasonable (300hp@137kg). any more power and you would get wheelie right up to the braking point on every straight

300hp @ 137kg is well past the limit of reasonable, especially as I suspect that you folks want no electronic at all

This isn't the same project me and Matty are working on Max.  We are working on a bike totally from scratch and not one based on another bike which I presume in this case is the Verase?

Hawk.

[Vini]

nah, it's still ridable. see the video.

plus ~140kg is possible for a 2t v5 in a moto2 chassis. a two stroke v4 weighs ~15kg less than a moto2 engine. the suter mmx 580 weighs 127kg.
300hp at the crank is also possible for a modern 750cc v5. 125cc kart cylinders today are capable of 55hp. swissauto/suter already got 52.5 in 1995 with their v4.

[HornetMaX]

This isn't the same project me and Matty are working on Max.  We are working on a bike totally from scratch and not one based on another bike which I presume in this case is the Verase?

That was understood

nah, it's still ridable. see the video.

Yeah, in GPB maybe ...

plus ~140kg is possible for a 2t v5 in a moto2 chassis. a two stroke v4 weighs ~15kg less than a moto2 engine. the suter mmx 580 weighs 127kg.
300hp at the crank is also possible for a modern 750cc v5. 125cc kart cylinders today are capable of 55hp. swissauto/suter already got 52.5 in 1995 with their v4.

The Ryger was possible too, right ?

[Vini]

no the ryger is not delivering what's promised because the conrod length is too long. still cool that they got hcci (no burning 2-stroke oil, and 99% combustion) working, though.
i'm talking about real engines here. like superkart engines of today or the 125cc and 250cc championship bikes (or modern replica versions of those).

http://www.swissauto.com/e/motor/projekt_techdata.jsp?ID_Display=20000D
..a 750 v5 would have 150cc cylinders.

nah, it's still ridable. see the video.

Yeah, in GPB maybe ...

In real life it would obviously only work with electronics but given how advanced they are in MotoGP (or at least were last year on the Honda), there is no reason such a bike would be unridable.
..AW would practically make it a monocycle on the straights

[HornetMaX]

no the ryger is not delivering what's promised

No, really ?! 

Didn't they show a dyno/engine test bench run what .. 3 years ago with incredible power, mileage and emissions ?

..a 750 v5 would have 150cc cylinders.

It's not because you can make one 150cc cylinder giving Xhp that you can make a v5 engine with 5 150cc cylinders outputting 5*X hp and fitting into a bike that is not a goldwing (no offence to ddcc, he loves these trucks).

[Vini]

those are real power values for real engines that have been raced successfully in championships.
"oldschool", dirty two-strokes, no direct injection or hcci experiments that don't quite work correctly.

if you check the math, you would get 330hp if you would just scale it up like 5*55*150/125.
plus, 2Ts seem to scale quite well, as suter proved by building a 500 V4 that produced 210hp in 1995. lightweight moving parts are definitely part of the reason.

a 580cc V4 fits into a moto2 chassis. since the bottom row does not have to sit between the frame, half a cylinder more of width on each side is no problem.
also, three tightly packaged square 150cc 2t cylinders are not much wider than, let's say the M1 engine (if at all), quite possibly even a Moto2 engine.

[HornetMaX]

For a large 2s (you were talking about 750cc), what may be problematic is the size of the exhaust pipes needed after the collector (sort of resonant chambers needed to help the scavenging), not the size of the engine of course. 500cc ones were already fairly big (eating up all the space under the "tank").

[Vini]

it will probably be right at the limit of possible/reasonable again. but i'm sure one more pipe would fit under the suter mmx 580.
this right here is a harris 500 V4 chassis with a six cylinder RG750 engine + six pipes:
https://www.flickr.com/photos/teamheronsuzuki/sets/72157623652460096/
the bike has four expansion pipes under the bike, only three would be needed for a V5.

the difference between 150cc and 125cc 2T expansion chambers is close to insignificant. you could make it 0 by using slightly larger bore-stroke ratio.