I think I see why the 2 stroke Lada engine won't work. In the video at 11:31 your problem can be seen in slow motion. The slow motion close up of cylinder two and three shows the pistons going up and down together but are firing separately like a 4 stroke. Remember a 2 stroke has the pistons firing every time they go up and a 4 stroke is every other rotation. Here is what you do, get cyl 2 and 3 to fire at the same time and then get cyl 1 and 4 to fire together. The way you have it set up is still firing like a 4 stroke. Get this fixes and you may not need the supercharger to run it. If you want the cylinders to fire separately then you will need a crankshaft that separates all 4 pistons from each other. Good luck and great work.
He did that. They set up a wasted spark system that fires the end cylinders together at the same time and the inner cylinders together at the same time. This is a mixture issue. I don't know why they didn't just aim a can of starter fluid at the intake to see if it runs better.
You need positive displacement. A naturally aspirated 2 stroke uses crankcase pressure to push combustion air and fuel into the cylinder and exhaust out, which you don't have. A 2 stroke with intake valves use a supercharger. Using a drill won't be effective, as the engine will outrun the speed of the drill. You should also add some kind of exhaust system for scavenging. Once you fix the airflow issue, then you can work on timing. Ever version of GM 2 stroke diesels use a supercharger and are considered naturally aspirated, unless they also use a turbo.
The Trabant struggles when the exhaust pipe is broken. This is because the exhaust gets reflected from the muffler preventing fresh unburnt gases to be blown out. Ask boomers in Western Europe who tuned their mopeds in the 60ies and 70ies to go much faster just by modifying the exhaust pipe.
I think the valve timing and duration is key. The forced induction may be necessary to get it running the first time till you can fine tune the valve timing. Make sure it doesn't even start to open till the exhaust port is well uncovered to make sure no pressure will want to go back up the intake. If the intake starts to open while cylinder pressure is above intake manifold pressure that would definitely cause the engine to not run. The little two stroke engines like for lawn equipment squeeze the fuel air mixture inside the crank case under the descending piston so when the intake port gets uncovered the fresh fuel and air mixture is pressurized and pops into the cylinder. Doing it with valves at the top is a fundamental disadvantage in that regard. And Doing it with an atmospheric pressure intake manifold or even under vacuum would be very very hard i would think which is why i said forced induction will certainly help a lot with the process. You should just run the super charger off an engine belt. It makes perfect sense the super charger run by the drill basically took the place of the throttle because the intake manifold needs to be pressurized for the fuel/air to enter the cylinder. It won't go in under vacuum or even atmospheric pressure like a four stroke. In theory it could if you somehow perfectly set the timing and duration but you wouldn't be able to start figuring that out till you got it running on its own and could experiment making slight adjustments to everything to see what it liked and didn't like. It would be impressive if you could get it to run naturally aspirated. It may even need help beyond the super charger just to get it started and get rythm then switch over to only the super charger. The idea should have potential though if you stick with it. You will also need to consider the positioning of the exhaust port. The escaping exhaust gasses can toward the end pull a vacuum on the cylinder which is the only opportunity for non-pressurized intake air and fuel to come in. Fine tuning that moment between intake valve timing and duration and exhaust port placement is the key. You probably don't have the luxury of engineering computer equipment that may be able to measure and calculate all those variables for you. So you'll have to experiment
The reason you are not getting enough fuel into the cylinder is because you are using valves, and it doesn’t work on a two-stroke unless you have more pressure in the intake manifold than in the cylinder itself, which is near impossible for a two-stroke as there is still going to be pressure left in the cylinder from the explosion. The more effective explosion, the less fuel you are getting in for the next stroke, that’s why it seems to fire at every other stroke like other people have commented, i.e a non-explosion stroke will then be followed by more air-fuel into the cylinder on the next stroke, which again is followed by a non-explosion stroke, etc. To make this run properly you either have to redo the exhaust ports to earlier in the downstroke to make it suck in air on the lowest part of the stroke.. An alternative may be to use a pressurized gas like lng or propane mixed together with compressed air at a higher pressure to overcome the cylinder pressure.. Before doing this try to measure what cylinder pressure you are facing.. Good luck from Texas!
I have been a mechanic since 1994 and I will be the first to say these experiments make all of you much better mechanics then I am when we talk about thinking outside the box and critical thinking. Lada making the same car and engines for years has been one of the best things for your channel, I wish I had this sort of supply in my country but sadly nearly every engine I work on can't be destroyed or even damaged without me worried I have hurt my pocketbook and the car I am working on. I just don't have the stock to do the great testing and inventing that you guys do. With that said, I very much enjoy what you do.
You need to completely rearrange that engine layout. The intake should be coming in through the ports with the aid of a supercharger. The exhaust valves should be opening as the fresh air is entering the engine, pushing the exhaust out. This is how 2 stroke diesels work. This will only work the same way.
@@gabrielv.4358 a little but not that much harder. The only thing they would have to add would be a manifold right where the ports for the exhaust are and there put the supercharger
Most 12 volt coils don't stand a chance of recharging/ discharging fast enough to keep a 2 stroke running. Even an MSD racing ignition for a v8 will require 2 systems to last on a 4cyl 2 stroke. The guys racing outboard boats use that setup if you have a couple grand to spend on spark. Worse, the shape of combustion chamber and direction of incoming charge in relation to spark plug is very crucial. You would be dealing with more of an old cross flow 2 stroke design as opposed to a looper which has way less potential of blowing your fuel out exhaust unburned.
They should use carburetor instead (on intake of supercharger because converting carb to use on boost pressure needs some modification). It will take ages when they manage fuel injection.
My brother had a jetski with a tuned exhaustpipe. Near the end it was coupled to the outlet with a flexible fiber pipe. Some day it had burned away…. Couldn’t keep it running at idle. It was a very long pipe, but still not long enough anymore… We were at the beach and only had a can of cola. A mechanic used that thin sheet of metal and it was fixed. ( for a few minutes: it burned a hole in the sheet very quick 😂😢 )
Imagine the fuel charge you could get into the cylinder if you connected the exhaust and inlet sides of the standard head to the inlet, and tandem the 2 camshafts and opened all 4 valves at the same time to let the fuel in. Keep the new exhaust ports obviously. If you make expansion pipes for the exhausts it will dramatically increase performance also.
Garage 54 needs to study the Detroit Diesel 4-71. In other words, a uniflow system. A blower forces air/fuel into holes at the bottom of the cylinder while the exhaust exits through the top. Once the piston is past the intake holes, compression and ignition follows. This will require an 8 cylinder distributor by the way. The exhaust valves open just before the ports are exposed, the discharge is timed for maximum scavenging when the intake ports are open. And the cycle begins again.
I think one of the big problems is that you cut the intake and exhaust ports at the same height. That might be letting the air/fuel mixture flow straight through before the piston can close the exhaust port to start the compression phase. I would seal the exhaust ports and cut new ones higher up. Then, two strokes run way better with a tuned exhaust that scavenges intake into it. It probably doesn't have to be perfect, but I'd add some form of exhaust, or at least lengthen the exhaust ports, to try to make some vacuum instead of just exiting to atmosphere immediately. Last thing I can think of, try using a carburetor. The only fuel injected 2 strokes other market are ktm derived, and it's super complex. If you switch to carbs it might help by providing a constant flow of fuel rather than trying to inject at the right time. If anyone can figure out injector timing for a 2 stroke it'd probably be y'all, but I bet it'd be easier to get it running with carbs first.
You have the induction backwards. You want the presurized intake at the bottom ports and exhaust out the valves. The piston uncovering the ports could be an issue. The crankcase will need to be pressurized too. Cam timing/duration is critical.
If you could use the exhaust valve to also be an intake valve too. Where they both open together per cylinder. So instead of one valve doing all the work use both sense there already there. Seams the ignition timing is still off for 2 and 3. They seam to be firing seconds apart on the down stroke. You will get it!! I absolutely love these ideas
I love this channel. Great work and yes it IS a win in my opinion because I have seen it run. Timing is an issue for sure but it may be the timing of the exhaust port and intake valve timing not the ignition timing. That engine ran but like the kid said: "it's way to lean" so it died. Get rid of the blower because it ran without it. Just my opinions.
Hey my Russian brothers from other Mothers... Expansion Chambers on exhuast will work amazingly to "pull" dirty air vs providing more clean air... But supercharger should over come a lot of it... Two stroke harmonics are important, yes. But great effort so far.
I list what needs to be changed to make a 4t into a 2t, and what I can see you have addressed or fixed, and where I still see problems. First, I can see the cam-shaft and crank-shaft are timed 1-1 now, But to use that distributor it would need to fire every 90* of crank rotation on each cylinder/ spark plug, if using "spark to waste system" But I can see when it's turning over that it's only firing every 4th rotation on each cylinder, NOT on each rotation. If it was me, I would use a CDI from a 2t motorcycle like a twin cylinder CZ or JAWA 250/350cc, and use 2 motorcycle twin coil packs running in parallel to make 4 cylinders. Next, as you are running this like a Detroit 2t diesel, as in it doesn't have any induction pressure from the crankcase, you must have a pre-charging induction intake, which you are doing with a supercharger, is the supercharger providing the needed scavenging pressure to clear out the spent combustion chamber? As you don't have Expansion Chambers to help with clearing them, meaning they will need extra help. I will take a look at your previous videos on this build and see what ells you did...
In the 2-stroke engine, there is the cylinder washing phase, which is done during the first phase of introduction of the air-petrol mixture, already compressed in the crankcase (where the connecting rod and the engine amber are), I understand that in this case, it cannot be done, but it could be made into 2 cylinders and use the other 2, as if they were compressors, perhaps using appropriately timed valves. In your case, there is still a lot of unburned gas in the combustion chamber, which makes ignition difficult, with a risk of it returning to the intake manifold. I apologize, I am not a mechanic, but a mechanics enthusiast, I could also be wrong, like my English. Nel motore 2 tempi, c'è la fase di lavaggio del cilindro, che viene fatta durante la prima fase di introduzione della miscela aria benzina, già compressa nel carter (dove c'è la biella e l' ambero motore), capisco che in questo caso, non si può fare, ma si potrebbe renderlo 2 cilindri e sfruttare gli altri 2, come fossero dei compressori, magari usando le valvole opportunamente fasate. Nel vostro caso resta ancora molto gas incombusto, nella camera da scoppio, che rende difficoltosa l' accensione, con un pericolo di ritorno nel collettore di aspirazione. Mi scuso, non sono un meccanico, ma un appassionato di meccanica, potrei anche sbagliarmi, come il mio inglese.
Yes that is awesome. You can try firing cylinder 2 and 3 at the same time because you need to treat them as one cylinder just like in a 2 stroke. On trabant one cylinder is up and one down and they balance out. On a lada 4 stroke piston 1 and 4 go up at the same time while 2 and 3 goes down at the same time. Try maybe firing 2 and 3 same time and 1 and 4 same time. Also you could draw inspiration from trabant engine and weld the crankshaft so that the piston 1 is up piston 2 is down while piston is up just like piston 3 and piston 4 is down just like piston 2 . Maybe this will work better. But it will vibrate like hell 😂😂 Also a 3 cylinder 4 stroke engine could be converted to 2 stroke because you have piston 1 and 3 up at the same time while piston 2 is down and it is balancing itself better. Anyway you are doing an awesome job, i like your content very much and you guys deserve more. ❤❤
1..... SET THE SUPERCHARGER ON A BRACKET ON TOP OF THE VALVE COVER BELT DRIVEN ON CRANK .. 2...., WITH THE EXHAUST PORTS. USE 1/2 INCH TUBING AND WELD ON CYLINDER AND REPLACE THE OUTER ENGINE BLOCK WITH THE 1/2 HOLES ATTACHED TO THE COVERS AND MAKE THE COOLING SYSTEM WORK AGAIN ... SOMETHING LIKE COOLING LIKE AN OLD JAGUAR - OIL COOLING SYSTEMS WELD ON STRAIGHT PIPES LIKE A DRAGSTER PIPES... 3... MAKE A 1950s OLD SCHOOL RAIL AMERICAN DRAGSTER THE LENGTH OF LADA BUT 3 FEET LONGER...WITH THE MOTOR EXPOSED AND OIL COOLING TANK, IN FRONT, BIG WHEELS IN BACK AND SMALLER IN FRONT , A ROLL CAGE 4. DIRECT DRIVE CLUTCH TRANSMISSION FROM A MOTORBOAT CONNECTED TO THE 2 SPEED GEAR BOX TO THE DRIVESHAFT TO POSI REAR AXLE AND THE CAR WENT BY ENGINE RPMS AND POWER FROM THE MOTOR... THAT WAS THE WAY THEY DID IT IN FORMULA 1 CARS BUT THE FORMULA CARS DRIVEN FOR TRACKS ARE MORE MODIFY THAN DRAGSTERS A 1/4 MILE IS FUN DOWN THE STRIP 5. ADD NITRO WITH IT FOR POWER AND SPEED. IN YOUR GARAGE 54 DRAGSTER.. HAVE FUN RACING IT WITH YOUR PREVIOUS PROJECTS
try fitting the crossplane crankshaft to make a more even-fire interval instead of the standard flat-plane crank that's making a "big-bang" firing interval
Hahaha. I have to say, forgetting about the cam shaft timing is pretty funny, just because of how obvious the stroke timing is on a two stroke. But I've made dumber mistakes myself before so we are all human. 😂
The Detroit 2-stroke is probably what you're looking at but that has the exhaust run out through the valves and this one you need to use the boiler to push the air through the mass air flow sensor any injectors into maybe running the blower off the crank instead of a separate driver or one that can keep up I got a feeling your blower just can't keep up the are volume with the engines needs
Sería mucho más sencillo solo poner las válvulas en relación 1:1 con el cigüeñal de tal manera que abra justo antes del punto muerto inferior la válvula de escape ( 5 grados aproximadamente ) con intención de hacer un barrido y justo cuando el pistón llegué al punto muerto inferior abrir la válvula de admisión simultáneamente con la de escape de esa manera se renovará la mezcla y al pistón llegar a su medio recorrido cerrar ambas válvulas para así generar compresión y podrá funcionar cabe mencionar que si o si es necesario el soplador en la admisión Espero ayude de algo 😊
Fuel injectors don't open on every stroke. That was evident from the slow motion footage. The fuel injectors must open on every stroke. Whatever triggers the fuel injectors(usually the cam sensor) must be made to work double time now. You can see it right in the slow Mo. same would need to happen with the ignition, but I think the boys had addressed that already
Without a turbo or supercharger to shove air through, you need properly tuned exhaust headers for maximum exhaust scavenging on top of correct valve timing. In a normal two-stroke engine, crank case pressure from the single cylinder is used to move the air-fuel mix through the intake.
When you Drilled the Holes in the Side of each Cylinder. That new exhaust Airway is Adding more Air to the Mix than you should have. Isn't that Design Usually an Internal Hole that keeps the Fuel/Air connected with the Main Exhaust? That way it recycles the exhaust/air that still contains some unspent fuel. I think That is where you might have had some problems.
Some sort of exhaust pipe that helps on a 2stroke, even a chainsaw or grass strimmer dont work correctly without a exhaust or exhaust gasket broken and leaking
This is why most 2 strokes used reed valves, timing a 2 stroke is a nightmare. Also you need expansion back pressure from the exhaust, which on a 4 cyl 2 stroke would look like a pipe organ with a thyroid condition. Not to mention though it has been done more than 2 cyl on a 2 stroke has significant power loss.
I would say make the exhaust hole bigger. It probably can't get the smoke out quick enough compared to how much air is going in. A lawnmower has a bigger port 👍💚💛❤️
This engine would be rpm limited because the intake valve would have to move twice as much as it would in a naturally aspirated version, I would suggest using the intake and exhaust valves as 2 I take and just alternate which opens. I think it’ll also need that supercharger to be permanent so that you guys always has air being scavenged through. Maybe even try messing around with a custom cross plane crankshaft
Löcher so bohren, das der Kolben das Kurbelgehörse immer verdeckt, damit kein Öl austritt; Auslass-Nocken so positionieren, das beim Hochfahren des Kolben geöffnet wird, damit der Komprimierte Druck (vom Hochfahren) nicht in den Ansaug-Trackt gepumpt wird, dann wird ja der Benzin und Luft zumindest ein wenig zurückgeblasen. Oder gleich einen Versetzen Zylinder bauen, ohne Ventiel-Steuerung, wie beim Moped, wo auf der einen Seite der Auslass ist, und auf der anderen Seite der Einlass, und durch die Versetzung pustet er hinaus oder saugt es sich auf der anderen Seite wieder an, ich glaube wegen der Membran (Rückschlag-Ventil) zwischen Vergaser und Ansaug-Öffnung des Zylinders. Cooles Projekt, Sorry wegen Deutsch.
To make the engine more efficient, they should make the intake through ports and the exhaust controlled by the camshaft, to make this possible the intake should be forced by a supercharger, just like the old 2-stroke "detroit diesel" engines
In a two-stroke engine, the vacuum from the crankcase/oil sump is used for scavenging the cylinder. I'm not sure if this is accounted for in your setup.
You need a proper exhaust port with an exhaust for the resonance to run without the blower, you'll be loosing the fuel mix. It may run better with the blower fitted with more torque to drive it,
Forgot to mix oil into the fuel !! I think the intake timing needs more advance and the waisted spark could be a problem of that's when the injectors squirt sequence is activated. Just try using a carby as well..
I wonder if they could have run another intake system through the original exhaust ports. Effectively turning both valves into intake valves. It would greatly increase the a/f ratio. They would have to cut a camshaft again so both valves in each cylinder open at the same time. But any way you slice it or dice it, these guys are trying something that I don't think has been done before. It's all trial and error at this point.
I bet this would be a whole lot easier on a carburated fuel delivery. Understanding the exhaust port timing & duration is the key - but as with you that is out of my depth.
Actually a fantastic feat guys just to get in running with and without the blower . Most people would never understand how much brain storming this takes . As usual, you guys never disappoint . lol :)
guess they don't make or have Roots blowers in russia. there are diesel 2 stroke motors more than 100 years old that we don't use anymore these days with a Roots blower on them. Run that supercharger off the belt and make it have a 5:1 ratio compared to the cam/crank rotation for lots of good old pressure and install a waste gate you can control to reduce or increase boost.
Instead of re-grinding cam don't you need to have a cam that has two times the lobes or a gear that is the same size as the crankshaft so you're spinning the cam one to one that means it's opening every cylinder like a two-stroke every rotation
That’s not two stroke. The pistons are traveling twice per ignition. You need to have either a smaller sprocket to allow the cam to spin twice as fast,or two lobes on the intake cam (180 degrees opposite to each other) to complete the actual “ignition per stroke”(One power stroke per revolution)💥 💥
I dont understand why you guys eliminated the exhaust valves. Just modify the cam so both intake and exhaust valves open as intakes (since you now have exhaust ports). Actually you should make the valves the exhaust now that ive been thinking. Also; Maybe you should get it running on carbs first until you figure out the cam and ignition timing? It would be one less variable to worry about. as others (who likely know much more then I) have said, you should have the ports be the intake and the valves can be the exhaust. Every two stroke engine I've ever seen (down to the RC car engines i had as a kid) had the carburetor plumbed into the crankcase. I get that you want to maintain the oiling system from the lada engine, so ising crankcase is out.
The wasted spark is getting it almost running, but is also firing too early on compression - Use a regular distributor and alter the cap to reflect the cylinder firing order, ie 2 groups of 2?
Many years ago there were kits for those engines (and other diesels) to down-convert them to run at lower compression and spark ignition to work on remote sites like oil/gas wells where natural gas was plentiful.
I could be wrong but I could have swore they said it was too lean it looks like it was too rich like I say maybe I'm wrong but it look like it was spraying straight liquid out of the exhaust ports and there's no need to have twin exhaust or intake ports I believe on a two-stroke engine unless it has the same porch in the Piston to match up with the intake ports and maybe I'm wrong but any twin intake Port I have seen on a two-stroke engine usually has a piston with holes in it that line up with the intake and also the air fuel mixture in a 2-stroke engine goes under the Pistons into the base and then comes back up on top and then Burns it usually does not go straight to the top of the piston and ignite like I said I could be wrong I am no engineer by no means but I have rebuilt and ported a few two strokes in my day
I love you're commitment to "Proof Of Concept". I mean... grinding a camshaft by hand?! OUTSTANDING!!!
I think I see why the 2 stroke Lada engine won't work. In the video at 11:31 your problem can be seen in slow motion. The slow motion close up of cylinder two and three shows the pistons going up and down together but are firing separately like a 4 stroke. Remember a 2 stroke has the pistons firing every time they go up and a 4 stroke is every other rotation. Here is what you do, get cyl 2 and 3 to fire at the same time and then get cyl 1 and 4 to fire together. The way you have it set up is still firing like a 4 stroke. Get this fixes and you may not need the supercharger to run it. If you want the cylinders to fire separately then you will need a crankshaft that separates all 4 pistons from each other. Good luck and great work.
Very well said.
love these and glad so many had clicked on to what i was going to suggest
He did that. They set up a wasted spark system that fires the end cylinders together at the same time and the inner cylinders together at the same time. This is a mixture issue. I don't know why they didn't just aim a can of starter fluid at the intake to see if it runs better.
It's probably 'four stroking', like a chainsaw does when you set it up rich, fires every alternate or fourth stroke.
Nice idea
Sergei is AMAZING!!! Great crew Vlad...
Merry Christmas!
Merry Christmas to you too
You need positive displacement. A naturally aspirated 2 stroke uses crankcase pressure to push combustion air and fuel into the cylinder and exhaust out, which you don't have. A 2 stroke with intake valves use a supercharger. Using a drill won't be effective, as the engine will outrun the speed of the drill. You should also add some kind of exhaust system for scavenging. Once you fix the airflow issue, then you can work on timing. Ever version of GM 2 stroke diesels use a supercharger and are considered naturally aspirated, unless they also use a turbo.
Need bigger exaust port too those are small hole
The Trabant struggles when the exhaust pipe is broken. This is because the exhaust gets reflected from the muffler preventing fresh unburnt gases to be blown out. Ask boomers in Western Europe who tuned their mopeds in the 60ies and 70ies to go much faster just by modifying the exhaust pipe.
I think the valve timing and duration is key. The forced induction may be necessary to get it running the first time till you can fine tune the valve timing. Make sure it doesn't even start to open till the exhaust port is well uncovered to make sure no pressure will want to go back up the intake. If the intake starts to open while cylinder pressure is above intake manifold pressure that would definitely cause the engine to not run. The little two stroke engines like for lawn equipment squeeze the fuel air mixture inside the crank case under the descending piston so when the intake port gets uncovered the fresh fuel and air mixture is pressurized and pops into the cylinder. Doing it with valves at the top is a fundamental disadvantage in that regard. And Doing it with an atmospheric pressure intake manifold or even under vacuum would be very very hard i would think which is why i said forced induction will certainly help a lot with the process. You should just run the super charger off an engine belt. It makes perfect sense the super charger run by the drill basically took the place of the throttle because the intake manifold needs to be pressurized for the fuel/air to enter the cylinder. It won't go in under vacuum or even atmospheric pressure like a four stroke. In theory it could if you somehow perfectly set the timing and duration but you wouldn't be able to start figuring that out till you got it running on its own and could experiment making slight adjustments to everything to see what it liked and didn't like. It would be impressive if you could get it to run naturally aspirated. It may even need help beyond the super charger just to get it started and get rythm then switch over to only the super charger. The idea should have potential though if you stick with it. You will also need to consider the positioning of the exhaust port. The escaping exhaust gasses can toward the end pull a vacuum on the cylinder which is the only opportunity for non-pressurized intake air and fuel to come in. Fine tuning that moment between intake valve timing and duration and exhaust port placement is the key. You probably don't have the luxury of engineering computer equipment that may be able to measure and calculate all those variables for you. So you'll have to experiment
The reason you are not getting enough fuel into the cylinder is because you are using valves, and it doesn’t work on a two-stroke unless you have more pressure in the intake manifold than in the cylinder itself, which is near impossible for a two-stroke as there is still going to be pressure left in the cylinder from the explosion. The more effective explosion, the less fuel you are getting in for the next stroke, that’s why it seems to fire at every other stroke like other people have commented, i.e a non-explosion stroke will then be followed by more air-fuel into the cylinder on the next stroke, which again is followed by a non-explosion stroke, etc.
To make this run properly you either have to redo the exhaust ports to earlier in the downstroke to make it suck in air on the lowest part of the stroke.. An alternative may be to use a pressurized gas like lng or propane mixed together with compressed air at a higher pressure to overcome the cylinder pressure.. Before doing this try to measure what cylinder pressure you are facing..
Good luck from Texas!
I have been a mechanic since 1994 and I will be the first to say these experiments make all of you much better mechanics then I am when we talk about thinking outside the box and critical thinking.
Lada making the same car and engines for years has been one of the best things for your channel, I wish I had this sort of supply in my country but sadly nearly every engine I work on can't be destroyed or even damaged without me worried I have hurt my pocketbook and the car I am working on. I just don't have the stock to do the great testing and inventing that you guys do.
With that said, I very much enjoy what you do.
You need to completely rearrange that engine layout. The intake should be coming in through the ports with the aid of a supercharger. The exhaust valves should be opening as the fresh air is entering the engine, pushing the exhaust out. This is how 2 stroke diesels work. This will only work the same way.
yeah i dont get why they did it that way
@@dieselgeezer18 It's easier?
They didn't even need the ports to make it work.
@@gabrielv.4358 a little but not that much harder. The only thing they would have to add would be a manifold right where the ports for the exhaust are and there put the supercharger
Most 12 volt coils don't stand a chance of recharging/ discharging fast enough to keep a 2 stroke running. Even an MSD racing ignition for a v8 will require 2 systems to last on a 4cyl 2 stroke. The guys racing outboard boats use that setup if you have a couple grand to spend on spark. Worse, the shape of combustion chamber and direction of incoming charge in relation to spark plug is very crucial. You would be dealing with more of an old cross flow 2 stroke design as opposed to a looper which has way less potential of blowing your fuel out exhaust unburned.
They should use carburetor instead (on intake of supercharger because converting carb to use on boost pressure needs some modification). It will take ages when they manage fuel injection.
You guys do the coolest stuff. Love this Chanel!!!
Use both valves as intake valves! Also make sure you tune the exhaust with expansion pipe, its the most important part of a 2 stroke
the exhaust is not that important if you have a valve for the intake
My brother had a jetski with a tuned exhaustpipe. Near the end it was coupled to the outlet with a flexible fiber pipe. Some day it had burned away…. Couldn’t keep it running at idle. It was a very long pipe, but still not long enough anymore… We were at the beach and only had a can of cola. A mechanic used that thin sheet of metal and it was fixed. ( for a few minutes: it burned a hole in the sheet very quick 😂😢 )
@@blar2112 not true at all
Imagine the fuel charge you could get into the cylinder if you connected the exhaust and inlet sides of the standard head to the inlet, and tandem the 2 camshafts and opened all 4 valves at the same time to let the fuel in. Keep the new exhaust ports obviously. If you make expansion pipes for the exhausts it will dramatically increase performance also.
Fantastic work!
Garage 54 needs to study the Detroit Diesel 4-71. In other words, a uniflow system. A blower forces air/fuel into holes at the bottom of the cylinder while the exhaust exits through the top. Once the piston is past the intake holes, compression and ignition follows. This will require an 8 cylinder distributor by the way.
The exhaust valves open just before the ports are exposed, the discharge is timed for maximum scavenging when the intake ports are open. And the cycle begins again.
Please look into the 3 cylinder 2 stroke ferrari engine. It had a supercharger and valves too but with other arrangement. It worked. Awesome video!!
I think one of the big problems is that you cut the intake and exhaust ports at the same height. That might be letting the air/fuel mixture flow straight through before the piston can close the exhaust port to start the compression phase. I would seal the exhaust ports and cut new ones higher up.
Then, two strokes run way better with a tuned exhaust that scavenges intake into it. It probably doesn't have to be perfect, but I'd add some form of exhaust, or at least lengthen the exhaust ports, to try to make some vacuum instead of just exiting to atmosphere immediately.
Last thing I can think of, try using a carburetor. The only fuel injected 2 strokes other market are ktm derived, and it's super complex. If you switch to carbs it might help by providing a constant flow of fuel rather than trying to inject at the right time. If anyone can figure out injector timing for a 2 stroke it'd probably be y'all, but I bet it'd be easier to get it running with carbs first.
Reverse the airflow: Intake via supercharger through the block ports, then exhaust through the valves. Gasoline version of the old Dietroit Diesels.
I thought the same thing
You have the induction backwards. You want the presurized intake at the bottom ports and exhaust out the valves. The piston uncovering the ports could be an issue. The crankcase will need to be pressurized too. Cam timing/duration is critical.
Many good comments! Roots blower on the intake, expansion chambers on the exhaust, and a magneto / MSD ignition.
I've thought about this idea before it's cool to see someone actually try it please work more to get it running it would be very interesting
If you could use the exhaust valve to also be an intake valve too. Where they both open together per cylinder. So instead of one valve doing all the work use both sense there already there. Seams the ignition timing is still off for 2 and 3. They seam to be firing seconds apart on the down stroke. You will get it!! I absolutely love these ideas
that would reduce air velocity and prevent scavenging pretty much.
that what i thougt they going to
@@white_mage just needs more boost then
With a slightly different timing of those in and outlet valve, both used as intake, could you make a swirl? Different sizes…
@@ethanlindsey first you need a running engine :c
Cor! That’s gonna sound great!
Solid!
Top KEKs!
Peace be with you.
i LOVE this channel
I love this channel.
Great work and yes it IS a win in my opinion because I have seen it run.
Timing is an issue for sure but it may be the timing of the exhaust port and intake valve timing not the ignition timing.
That engine ran but like the kid said: "it's way to lean" so it died.
Get rid of the blower because it ran without it.
Just my opinions.
Expansion chamber exhaust. You need back presure. That keeps the fuel inside the cilinder. Nothing is impossible 👍🏻
A blower is essential for this type of two-stroke to function. This is how large two-stroke diesels work.
Hey my Russian brothers from other Mothers...
Expansion Chambers on exhuast will work amazingly to "pull" dirty air vs providing more clean air...
But supercharger should over come a lot of it... Two stroke harmonics are important, yes. But great effort so far.
I list what needs to be changed to make a 4t into a 2t, and what I can see you have addressed or fixed, and where I still see problems.
First, I can see the cam-shaft and crank-shaft are timed 1-1 now, But to use that distributor it would need to fire every 90* of crank rotation on each cylinder/ spark plug, if using "spark to waste system" But I can see when it's turning over that it's only firing every 4th rotation on each cylinder, NOT on each rotation. If it was me, I would use a CDI from a 2t motorcycle like a twin cylinder CZ or JAWA 250/350cc, and use 2 motorcycle twin coil packs running in parallel to make 4 cylinders.
Next, as you are running this like a Detroit 2t diesel, as in it doesn't have any induction pressure from the crankcase, you must have a pre-charging induction intake, which you are doing with a supercharger, is the supercharger providing the needed scavenging pressure to clear out the spent combustion chamber? As you don't have Expansion Chambers to help with clearing them, meaning they will need extra help. I will take a look at your previous videos on this build and see what ells you did...
Love it! We have a V8 Detroit two stroke diesel this is awesome!
In the 2-stroke engine, there is the cylinder washing phase, which is done during the first phase of introduction of the air-petrol mixture, already compressed in the crankcase (where the connecting rod and the engine amber are), I understand that in this case, it cannot be done, but it could be made into 2 cylinders and use the other 2, as if they were compressors, perhaps using appropriately timed valves.
In your case, there is still a lot of unburned gas in the combustion chamber, which makes ignition difficult, with a risk of it returning to the intake manifold.
I apologize, I am not a mechanic, but a mechanics enthusiast, I could also be wrong, like my English.
Nel motore 2 tempi, c'è la fase di lavaggio del cilindro, che viene fatta durante la prima fase di introduzione della miscela aria benzina, già compressa nel carter (dove c'è la biella e l' ambero motore), capisco che in questo caso, non si può fare, ma si potrebbe renderlo 2 cilindri e sfruttare gli altri 2, come fossero dei compressori, magari usando le valvole opportunamente fasate.
Nel vostro caso resta ancora molto gas incombusto, nella camera da scoppio, che rende difficoltosa l' accensione, con un pericolo di ritorno nel collettore di aspirazione.
Mi scuso, non sono un meccanico, ma un appassionato di meccanica, potrei anche sbagliarmi, come il mio inglese.
Yes that is awesome. You can try firing cylinder 2 and 3 at the same time because you need to treat them as one cylinder just like in a 2 stroke. On trabant one cylinder is up and one down and they balance out. On a lada 4 stroke piston 1 and 4 go up at the same time while 2 and 3 goes down at the same time. Try maybe firing 2 and 3 same time and 1 and 4 same time. Also you could draw inspiration from trabant engine and weld the crankshaft so that the piston 1 is up piston 2 is down while piston is up just like piston 3 and piston 4 is down just like piston 2 . Maybe this will work better. But it will vibrate like hell 😂😂 Also a 3 cylinder 4 stroke engine could be converted to 2 stroke because you have piston 1 and 3 up at the same time while piston 2 is down and it is balancing itself better. Anyway you are doing an awesome job, i like your content very much and you guys deserve more. ❤❤
1..... SET THE SUPERCHARGER ON A BRACKET ON TOP OF THE VALVE COVER BELT DRIVEN ON CRANK ..
2...., WITH THE EXHAUST PORTS. USE 1/2 INCH TUBING AND WELD ON CYLINDER AND REPLACE THE OUTER ENGINE BLOCK WITH THE 1/2 HOLES ATTACHED TO THE COVERS AND MAKE THE COOLING SYSTEM WORK AGAIN ... SOMETHING LIKE COOLING LIKE AN OLD JAGUAR - OIL COOLING SYSTEMS WELD ON STRAIGHT PIPES LIKE A DRAGSTER PIPES...
3... MAKE A 1950s OLD SCHOOL RAIL AMERICAN DRAGSTER THE LENGTH OF LADA BUT 3 FEET LONGER...WITH THE MOTOR EXPOSED AND OIL COOLING TANK, IN FRONT, BIG WHEELS IN BACK AND SMALLER IN FRONT , A ROLL CAGE
4. DIRECT DRIVE CLUTCH TRANSMISSION FROM A MOTORBOAT CONNECTED TO THE 2 SPEED GEAR BOX TO THE DRIVESHAFT TO POSI REAR AXLE AND THE CAR WENT BY ENGINE RPMS AND POWER FROM THE MOTOR... THAT WAS THE WAY THEY DID IT IN FORMULA 1 CARS BUT THE FORMULA CARS DRIVEN FOR TRACKS ARE MORE MODIFY THAN DRAGSTERS A 1/4 MILE IS FUN DOWN THE STRIP
5. ADD NITRO WITH IT FOR POWER AND SPEED. IN YOUR GARAGE 54 DRAGSTER.. HAVE FUN RACING IT WITH YOUR PREVIOUS PROJECTS
try fitting the crossplane crankshaft to make a more even-fire interval instead of the standard flat-plane crank that's making a "big-bang" firing interval
Hahaha. I have to say, forgetting about the cam shaft timing is pretty funny, just because of how obvious the stroke timing is on a two stroke. But I've made dumber mistakes myself before so we are all human. 😂
You need a blower to push in the air/petrol mix, and push out the exhaust gases.
The Detroit 2-stroke is probably what you're looking at but that has the exhaust run out through the valves and this one you need to use the boiler to push the air through the mass air flow sensor any injectors into maybe running the blower off the crank instead of a separate driver or one that can keep up I got a feeling your blower just can't keep up the are volume with the engines needs
Sería mucho más sencillo solo poner las válvulas en relación 1:1 con el cigüeñal de tal manera que abra justo antes del punto muerto inferior la válvula de escape ( 5 grados aproximadamente ) con intención de hacer un barrido y justo cuando el pistón llegué al punto muerto inferior abrir la válvula de admisión simultáneamente con la de escape de esa manera se renovará la mezcla y al pistón llegar a su medio recorrido cerrar ambas válvulas para así generar compresión y podrá funcionar cabe mencionar que si o si es necesario el soplador en la admisión Espero ayude de algo 😊
NICE VID Guys. Congrats to the Team. SOLID CONTENT. And thanks to BMI Russian !!!
You need squish band and port timing high octane fuel rods and crank tuning
Fuel injectors don't open on every stroke. That was evident from the slow motion footage. The fuel injectors must open on every stroke. Whatever triggers the fuel injectors(usually the cam sensor) must be made to work double time now. You can see it right in the slow Mo. same would need to happen with the ignition, but I think the boys had addressed that already
You guys are fun.
Without a turbo or supercharger to shove air through, you need properly tuned exhaust headers for maximum exhaust scavenging on top of correct valve timing. In a normal two-stroke engine, crank case pressure from the single cylinder is used to move the air-fuel mix through the intake.
a turbo wouldn't work. actually i don't think a 2 stroke turbo is even possible without cheating a bit.
When you Drilled the Holes in the Side of each Cylinder. That new exhaust Airway is Adding more Air to the Mix than you should have. Isn't that Design Usually an Internal Hole that keeps the Fuel/Air connected with the Main Exhaust? That way it recycles the exhaust/air that still contains some unspent fuel. I think That is where you might have had some problems.
Some sort of exhaust pipe that helps on a 2stroke, even a chainsaw or grass strimmer dont work correctly without a exhaust or exhaust gasket broken and leaking
This is why most 2 strokes used reed valves, timing a 2 stroke is a nightmare. Also you need expansion back pressure from the exhaust, which on a 4 cyl 2 stroke would look like a pipe organ with a thyroid condition. Not to mention though it has been done more than 2 cyl on a 2 stroke has significant power loss.
I would say make the exhaust hole bigger. It probably can't get the smoke out quick enough compared to how much air is going in. A lawnmower has a bigger port 👍💚💛❤️
This engine would be rpm limited because the intake valve would have to move twice as much as it would in a naturally aspirated version, I would suggest using the intake and exhaust valves as 2 I take and just alternate which opens. I think it’ll also need that supercharger to be permanent so that you guys always has air being scavenged through. Maybe even try messing around with a custom cross plane crankshaft
I think if you add exhaust collector similar to the one found I two strong bikes, you will have more horse power due to added compression.
Löcher so bohren, das der Kolben das Kurbelgehörse immer verdeckt, damit kein Öl austritt;
Auslass-Nocken so positionieren, das beim Hochfahren des Kolben geöffnet wird, damit der Komprimierte Druck (vom Hochfahren) nicht in den Ansaug-Trackt gepumpt wird, dann wird ja der Benzin und Luft zumindest ein wenig zurückgeblasen.
Oder gleich einen Versetzen Zylinder bauen, ohne Ventiel-Steuerung, wie beim Moped, wo auf der einen Seite der Auslass ist, und auf der anderen Seite der Einlass, und durch die Versetzung pustet er hinaus oder saugt es sich auf der anderen Seite wieder an, ich glaube wegen der Membran (Rückschlag-Ventil) zwischen Vergaser und Ansaug-Öffnung des Zylinders.
Cooles Projekt, Sorry wegen Deutsch.
To make the engine more efficient, they should make the intake through ports and the exhaust controlled by the camshaft, to make this possible the intake should be forced by a supercharger, just like the old 2-stroke "detroit diesel" engines
Furthermore, this way would allow for more efficient combustion.
In a two-stroke engine, the vacuum from the crankcase/oil sump is used for scavenging the cylinder. I'm not sure if this is accounted for in your setup.
You need a proper exhaust port with an exhaust for the resonance to run without the blower, you'll be loosing the fuel mix. It may run better with the blower fitted with more torque to drive it,
Forgot to mix oil into the fuel !! I think the intake timing needs more advance and the waisted spark could be a problem of that's when the injectors squirt sequence is activated. Just try using a carby as well..
The lada oiling system is still intact so no worries about lubricating the rotating assembly
or use both valves for 180 degrees apart for dabble intake
you guys real nuts
Makes it make more sense why most 2Ts don't have camshafts.
This is why i come to G54 :D
1:40 the safety glasses are used to protect his hat.
Thank you guys for the GREAT CONTENT, been subscribed for 6 yrs you only get better, thank you all for the great work!! 💪💥👊
We need more video ❤😊
Nice update
i would say you need a bigger exhaust port to get rid of the spent gasses
two cilinder two stroke engines have a 180 crank. 4 cylinder 2 strokes are crossplane. All of the pistons should be 90 degrees from one another
I wonder if they could have run another intake system through the original exhaust ports. Effectively turning both valves into intake valves. It would greatly increase the a/f ratio. They would have to cut a camshaft again so both valves in each cylinder open at the same time. But any way you slice it or dice it, these guys are trying something that I don't think has been done before. It's all trial and error at this point.
@ 7:47, "We've actually lost count, such a number has yet to be invented." LOL!
I bet this would be a whole lot easier on a carburated fuel delivery. Understanding the exhaust port timing & duration is the key - but as with you that is out of my depth.
Russians are so resourceful, and intelligent, these are clever lads.
Actually a fantastic feat guys just to get in running with and without the blower . Most people would never understand how much brain storming this takes . As usual, you guys never disappoint . lol :)
guess they don't make or have Roots blowers in russia. there are diesel 2 stroke motors more than 100 years old that we don't use anymore these days with a Roots blower on them. Run that supercharger off the belt and make it have a 5:1 ratio compared to the cam/crank rotation for lots of good old pressure and install a waste gate you can control to reduce or increase boost.
Maybe clean the injectors. Does that engine have an adjustable fuel pressure regulator? Up the pressure perhaps.
great job thank you
It's not sucking in enough air through the inlet valves because it's sucking air back in through the exhaust ports.
Need to set it up like a 2 stroke Detroit diesel, with a supercharger to force the fuel air mix in.
Instead of re-grinding cam don't you need to have a cam that has two times the lobes or a gear that is the same size as the crankshaft so you're spinning the cam one to one that means it's opening every cylinder like a two-stroke every rotation
Now we need a Two stroke lada, using the Detroit Diesel 2 Stroke Uniflow Design
yeah, uniflow compression ignition gasoline please
try Install supercharger before carburetor. 2 stroke do exhaust and scavaging not vacuum step.
Any chance to fit the supercharger (roots blower?) with a belt to the crank shaft?
Don't forget an air cooled head, that block ain't holding no water lol
Move the exhaust ports down lower?
make them bigger and higher and add a supercharger
That’s not two stroke.
The pistons are traveling twice per ignition.
You need to have either a smaller sprocket to allow the cam to spin twice as fast,or two lobes on the intake cam (180 degrees opposite to each other) to complete the actual “ignition per stroke”(One power stroke per revolution)💥 💥
I was wondering how you were going to overcome the lack of a pressurized intake, was thinking maybe a super charger. I guess I’m on the same page.
U need to fit and exhaust to it, the fuel just gets blown out and make it impossible to tune when it’s just right open like that
I think if you get that supercharger to where the belt drive is operating it, it'll stay running
I dont understand why you guys eliminated the exhaust valves. Just modify the cam so both intake and exhaust valves open as intakes (since you now have exhaust ports). Actually you should make the valves the exhaust now that ive been thinking.
Also; Maybe you should get it running on carbs first until you figure out the cam and ignition timing? It would be one less variable to worry about.
as others (who likely know much more then I) have said, you should have the ports be the intake and the valves can be the exhaust. Every two stroke engine I've ever seen (down to the RC car engines i had as a kid) had the carburetor plumbed into the crankcase. I get that you want to maintain the oiling system from the lada engine, so ising crankcase is out.
How about making the center cylinders 2 stroke and the outer ones 4 stroke?
Its a GMC Jimmy, but in reverse!
The wasted spark is getting it almost running, but is also firing too early on compression - Use a regular distributor and alter the cap to reflect the cylinder firing order, ie 2 groups of 2?
would you need to rebalance the camshaft ?
You guys are what made the last century possible. Man still creating and learning
How about electric injection v?V?T.And make it boosted so you'll be the only four cylinder two stroke boosted
Yep. This century is all about taking that which is reliable and proven and making it complicated and unreliable at all costs.
@illbeyourmonster3591 oh child with the small brain, get off mommy's computer
As others have said, needs an exhaust to runrun better.
Try like a Detroit diesel. Intake in cylinders. Exhaust in valves.
Smart!!!
and an EMD style hybrid centrifugal/turbo supercharger
Many years ago there were kits for those engines (and other diesels) to down-convert them to run at lower compression and spark ignition to work on remote sites like oil/gas wells where natural gas was plentiful.
And the crossplane crankshaft like yamaha r1 engine. 4 burns per 1 shaft rotation:)
YES
I could be wrong but I could have swore they said it was too lean it looks like it was too rich like I say maybe I'm wrong but it look like it was spraying straight liquid out of the exhaust ports and there's no need to have twin exhaust or intake ports I believe on a two-stroke engine unless it has the same porch in the Piston to match up with the intake ports and maybe I'm wrong but any twin intake Port I have seen on a two-stroke engine usually has a piston with holes in it that line up with the intake and also the air fuel mixture in a 2-stroke engine goes under the Pistons into the base and then comes back up on top and then Burns it usually does not go straight to the top of the piston and ignite like I said I could be wrong I am no engineer by no means but I have rebuilt and ported a few two strokes in my day
Reinvented the Detroit 2 stroke
The Russia stroke engine😂
@@fastinradfordable Vlad gonna have a stroke motor
No, they don't have exhaust ports
@MiG21aholic well actually there the other way around the ports are intake ports and the valves are for the exhaust.
@@mattdaddy_888 yes so not the same 😉
I think you might need longer pistons aswell
Add 2t oil in petrol...
Plug need to be change
It has pressurized oil lubrication in crankcase, no need for oil in fuel offcours
How do you lubricate the crankshaft and camshaft?? This is not two stroke by design, so it doesn't have canals to wash them with two stroke mix..
Im sure the Lada oiling system was not modified
Gmc had to drive a way bigger blower for the 2 stroke diesels
2 strokes are simpler, that means with less parts, every part must be more precise because it has a larger % of incidence in engine behavior