This page illustrates the work I carry
out and the reasons I tune engines to the stages shown.
You can see from the images that the
porting work I carry out does not appear as radical as many seen on
other engine tuner sites. There are several reasons for this mainly
brought about after many years of tuning full size two stroke engines,
most of the same rules apply to nitro r/c engines.
I build my engines not only for
improved performance but also for utmost reliability and ease of tuning,
something I believe is very important to most racers. Nobody wants an
engine that goes like stink but goes out of tune and cuts halfway
through a fifteen minute final.
You have probably seen some of the
very aggressive looking porting carried out by some very well known
engine mod companies. This work looks impressive but often does little
to improve the fuel flow through the transfer porting. As nearly all
nitro engines with the exception of model boat engines are air cooled
they require a reasonably constant running temperature to maintain tune
and performance. The more metal taken away from the liner, especially
when deep fuel transfer grooves are cut into the ports, the thinner the
liner becomes. This creates very uneven wall thickness leading to poor
heat transfer and hot spots. This in turn causes liner distortion and
premature engine wear with liners often splitting. Not desirable unless
you can afford to buy a new engine every few races.
Manufacturers such as RB, Nova rossi,
Sirio etc . spend many thousands developing incredibly powerful and
reliable engines, but they are not perfect as it would not be cost
effective to hand finish these units. Look inside them and you will
never see porting anything like some engine mod company’s liners.
However look at a liner in a Rody
Roem’s edition RB or a Kanai spec Sirio and you will see work very
similar to my own and these are very quick engines. “They’ve got it
right” no question.
All my engines see very good power
gains and will have improved reliability.
It is very easy to ruin an engine by
over enlarging and altering port timing in an engine which has already
had a fortune spent in R&D before it reaches the customer.
I have included an image of a used
Rossi P5 liner to illustrate fuel transfer which can be seen from the
staining leading to the ports. You can clearly see how even this is.
Uniform is the key to clean combustion.
I can do the more extreme work on
request but prefer not to attract a reputation of poor reliability just
to give the customer an undriveable screamer.
I hope this helps to shed some light
on my way of modifying R/C engines.
Dean Harmes
DHP tuning
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