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Thread: Humare han aisa sochna bhi Haram hai

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    Thumbs up Humare han aisa sochna bhi Haram hai

    impossible says i m possible

    See the DIY project and comment on the pakwheels thread


    GS500 build thread... cf tanks, internal supercharger, etc - Custom Fighters - Custom Streetfighter Motorcycle Forum


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    lagta hai sab ko bura lag gaya meri baat ka

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    Chill out bhai. I think everyone liked the link you have posted. Keep posting the good stuff!
    Web: http://www.bikepics.com/members/sniperr and http://wanderersbook.blogspot.com

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    junaid bhai just chill kisi ko apki post buri nai lagi..
    Life is beauty, admire it.

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    that project is awesome
    31.5497 N, 74.3436 E

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    The more I read.....the more I have to read.........on page 12 of 21.
    Bikes don't leak oil, they mark their territory.

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    So basically he ended with a 250cc supercharged single cylinder motorcycle with a intercooler and a fuel pump. He used one cylinder of the GS500 as a supercharger while the other cylinder was the one where the combustion will take place. The modifications he made are extremely complex. Nice Share Junaid.
    Bikes don't leak oil, they mark their territory.

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    Thats a one hell mean machine...!! Wow.. and yar banday ka apne garage hona chahye jahan woh khud **** gholay beth k mazay sey

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    Quote Originally Posted by Automotorsport_Lover View Post
    Thats a one hell mean machine...!! Wow.. and yar banday ka apne garage hona chahye jahan woh khud **** gholay beth k mazay sey
    angoor khatay hain janab hum ne ye b ker k daikh liya ha
    legend will revive soon

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    Quote Originally Posted by aximaxim View Post
    So basically he ended with a 250cc supercharged single cylinder motorcycle with a intercooler and a fuel pump. He used one cylinder of the GS500 as a supercharger while the other cylinder was the one where the combustion will take place. The modifications he made are extremely complex. Nice Share Junaid.
    turbo charged 250cc
    axi can u imagine the accelration n thurst
    legend will revive soon

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    its not the matter of supercharged 250cc,
    i think he just want to prove himself that he is capable to do these types of jobs,
    he really deserve appreciation

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    As the Engine is super charged, it will lag a bit in acceleration however what it loses in low end grunt it will more than make for in the high end speed of the machine. Super Charger ho ya Turbo Charger.........both act as a load on the engine at lower RPMs just like how your car A/C is a load on the engine.
    Bikes don't leak oil, they mark their territory.

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    frankly I didnt get the point he just halfed out the total BHP it was producing by making on Chamber as an inter-cooler compressor so a 52Hp is left with26HP only (keeping in mind nothing in wieght is reduced even its increased) if intercooler really puts an increase in 26 HP what best it would be ? 30HP ? what I mean is How is he characterizing the gain/ effeiency ? secondly the most important .. vibration of power stroke are canceled out by alternative power stroke and the placement of counter weight (but now) there is no power stroke at one end .. Will he modify the crack weight and the power output (torque is going to be sin O' like a smooth alternative wave) hows he going to smooth out that... and the funny part How much cooling he is expectign from inter-cooler compressor just beside the blasting power chamber :/ ...



    Quote Originally Posted by aximaxim View Post
    As the Engine is super charged, it will lag a bit in acceleration however what it loses in low end grunt it will more than make for in the high end speed of the machine. Super Charger ho ya Turbo Charger.........both act as a load on the engine at lower RPMs just like how your car A/C is a load on the engine.
    https://www.pakwheels.com/forums/motorcycle-travel-diaries/277725-sober-riders-visit-khunjerab-adventurous-way-via-nori-pass

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    Quote Originally Posted by vickytulla View Post
    frankly I didnt get the point he just halfed out the total BHP it was producing by making on Chamber as an inter-cooler compressor so a 52Hp is left with26HP only (keeping in mind nothing in wieght is reduced even its increased) if intercooler really puts an increase in 26 HP what best it would be ? 30HP ? what I mean is How is he characterizing the gain/ effeiency ? secondly the most important .. vibration of power stroke are canceled out by alternative power stroke and the placement of counter weight (but now) there is no power stroke at one end .. Will he modify the crack weight and the power output (torque is going to be sin O' like a smooth alternative wave) hows he going to smooth out that... and the funny part How much cooling he is expectign from inter-cooler compressor just beside the blasting power chamber :/ ...
    Forced Induction VS Normal Aspiration
    As a general principle forced induction do create a lot of complications and fine tuning the setup to extract optimium power is like a holy grail. Street racers follow this path of more power with forced induction but not everyone's experience is succesful. even big car companies failed to produce better / faster cars than normally aspirated cars. But.......but there are some exceptions......take Porsche for example........ they perfected the turbos on the 911.......it took them few years......but finally they ended up with a 3 litre turbo charged engine which is damn reliable and produces over 450 BHP.

    Honestly speaking a boy racer can strap a turbo the size of a moon on his honda and can end up with similar power but the difference between Porsche's engineering is that the 911 delivers good power on almost all power bands of the engine, whereas a boy racer moded up engine will dish out power at higher RPMs only.......thats why Porsches are faster.

    Internal SuperCharger May Have a Future Afterall
    The point im trying to make here is Internal Supercharger is not as efficient as a normal aspirated engine with double the displacement today, but if you work on it....it has advantages over external superchargers we find here traditionally. Internal superchargers do not heat up the inlet air to the same extent that external supercharger or turbo charger do. A cooler intake charge means a denser volume of air per pound of boost goes into the engine which produces more power. Therefore you can run more boost, usually one to two more PSI, on a given engine with a Internal supercharger than you can with External forced induction. So the key is expermients.......Maybe one day internal superchargers will become a thing..........for now its for educational purpose only. We now know there is something like an internal supercharger.
    Bikes don't leak oil, they mark their territory.

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    Indeed!!!

    but it will be not be making no better output which the GS actually made in stock, as he is an engineering student its the "Fighter in learning" as his DP says..
    https://www.pakwheels.com/forums/motorcycle-travel-diaries/277725-sober-riders-visit-khunjerab-adventurous-way-via-nori-pass

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    Quote Originally Posted by vickytulla View Post
    secondly the most important .. vibration of power stroke are canceled out by alternative power stroke and the placement of counter weight (but now) there is no power stroke at one end .. Will he modify the crack weight and the power output (torque is going to be sin O' like a smooth alternative wave) hows he going to smooth out that...
    GS500 engine is a parallel twin engine.....thats what most of us know........but what most of us dont know is that it's crank angle is 270 degrees. which means one piston follows three quarters of a rotation behind the other. This yields firing intervals identical to a 90? V-twin. Firing order here is that cylinder 2 fires 270 degrees (3/4 of a rotation) after cylinder 1, and cylinder 1 fires again 450 degrees (one and a quarter rotations) after cylinder two, again at a total 720 degrees and the beginning of the next cycle.

    Whenever we think of a parallel twin engine we thinks of the 180 degree crank angle matlab when one piston rises the other one falls. In this configuration the Pimary and secondary imbalances are minimal. Same is the case with 90 degree V twin engine. However some engine configurations have inherent imbalances such as the 270 degree crankshaft angle of a parallel twin. The reason why manufacturers use a 270 degree crank angle is because it imitates and sound and feel of a 90 degree V twin (which is costlier to built).

    Obviously when you shut down one of the two cylinders in a parallel twin motor then you have to balance the Crankshaft. There are 2 types of balances, primary and secondary balances, in this given case the secondary balance needs to be achieved to compensate for the non existing reciprocating force of the shutdown piston.

    In theory the secondary balance cannot to achieved in any case whereas primary balance can be achieved 100% by adding or removing weight from the crankshaft. Increase in secondary imbalance of the engine will increase vibrations but the stress levels will remain the same.
    Bikes don't leak oil, they mark their territory.

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    lol so you mean its a pretty useless experiment ? I am sure he has thought out all this stuff before kicking in and he must have better alternatives... he hosted only one video and that is also in dark room with no signs if that is really the same bike I am subscribed there and to his blog to ...want to see more from him .. lets c...

    Quote Originally Posted by aximaxim View Post
    GS500 engine is a parallel twin engine.....thats what most of us know........but what most of us dont know is that it's crank angle is 270 degrees. which means one piston follows three quarters of a rotation behind the other. This yields firing intervals identical to a 90? V-twin. Firing order here is that cylinder 2 fires 270 degrees (3/4 of a rotation) after cylinder 1, and cylinder 1 fires again 450 degrees (one and a quarter rotations) after cylinder two, again at a total 720 degrees and the beginning of the next cycle.

    Whenever we think of a parallel twin engine we thinks of the 180 degree crank angle matlab when one piston rises the other one falls. In this configuration the Pimary and secondary imbalances are minimal. Same is the case with 90 degree V twin engine. However some engine configurations have inherent imbalances such as the 270 degree crankshaft angle of a parallel twin. The reason why manufacturers use a 270 degree crank angle is because it imitates and sound and feel of a 90 degree V twin (which is costlier to built).

    Obviously when you shut down one of the two cylinders in a parallel twin motor then you have to balance the Crankshaft. There are 2 types of balances, primary and secondary balances, in this given case the secondary balance needs to be achieved to compensate for the non existing reciprocating force of the shutdown piston.

    In theory the secondary balance cannot to achieved in any case whereas primary balance can be achieved 100% by adding or removing weight from the crankshaft. Increase in secondary imbalance of the engine will increase vibrations but the stress levels will remain the same.
    https://www.pakwheels.com/forums/motorcycle-travel-diaries/277725-sober-riders-visit-khunjerab-adventurous-way-via-nori-pass

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    Quote Originally Posted by vickytulla View Post
    lol so you mean its a pretty useless experiment ? I am sure he has thought out all this stuff before kicking in and he must have better alternatives... he hosted only one video and that is also in dark room with no signs if that is really the same bike I am subscribed there and to his blog to ...want to see more from him .. lets c...
    No, it is very much possible to achieve what he wants to achieve.....i.e. a working example of an internal supercharger which yeilds better power than stock. What im trying to say is shutting down one piston will not make the engine self destruct itself, the stress on the crankshaft will remain the same only the vibrations will increase and even that can be minimize to some extent by balancing the crankshaft. Even without balancing the crankshaft the engine will run. A super charger can double the power output of an engine safely, however as with this setup he can run the boost on higher PSI becuase the air intake is cooler than traditional super chargers therefore he might be able to extract more than double the power of the stock engine quite easily.

    Its not like ppl have not done it before, it has been done successfully.
    Bikes don't leak oil, they mark their territory.

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    lets cee if he really nails it...

    Quote Originally Posted by aximaxim View Post
    No, it is very much possible to achieve what he wants to achieve.....i.e. a working example of an internal supercharger which yeilds better power than stock. What im trying to say is shutting down one piston will not make the engine self destruct itself, the stress on the crankshaft will remain the same only the vibrations will increase and even that can be minimize to some extent by balancing the crankshaft. Even without balancing the crankshaft the engine will run. A super charger can double the power output of an engine safely, however as with this setup he can run the boost on higher PSI becuase the air intake is cooler than traditional super chargers therefore he might be able to extract more than double the power of the stock engine quite easily.

    Its not like ppl have not done it before, it has been done successfully.
    https://www.pakwheels.com/forums/motorcycle-travel-diaries/277725-sober-riders-visit-khunjerab-adventurous-way-via-nori-pass

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