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    Porting and Cylinder Scavenging

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    69x4
    Porting and cylinder scavenging methods have evolved significantly for two-stroke engines over time. Early designs employed ports for intake, transfer, and exhaust but were unreliable. In the 1930s, DKW engaged Dr. Schneurle to develop a loop scavenging system using a single exhaust port flanked by two small transfer ports, which helped improve reliability. After World War II, Walter Kaaden at MZ experimented further with scavenging methods, proving Schneurle's loop system worked best while also adding a third transfer port, directing airflow up toward the head. This two-stroke technology was then introduced to Japanese manufacturers like Suzuki, who combined it with their metallurgy expertise to significantly increase power

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    Porting and Cylinder Scavenging

    Uploaded by

    69x4
    223 views2 pages
    Porting and cylinder scavenging methods have evolved significantly for two-stroke engines over time. Early designs employed ports for intake, transfer, and exhaust but were unreliable. In the 1930s, DKW engaged Dr. Schneurle to develop a loop scavenging system using a single exhaust port flanked by two small transfer ports, which helped improve reliability. After World War II, Walter Kaaden at MZ experimented further with scavenging methods, proving Schneurle's loop system worked best while also adding a third transfer port, directing airflow up toward the head. This two-stroke technology was then introduced to Japanese manufacturers like Suzuki, who combined it with their metallurgy expertise to significantly increase power

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    2 Stroke Engines

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    Porting and cylinder scavenging methods have evolved significantly for two-stroke engines over time. Early designs employed ports for intake, transfer, and exhaust but were unreliable. In the 1930s, DKW engaged Dr. Schneurle to develop a loop scavenging system using a single exhaust port flanked by two small transfer ports, which helped improve reliability. After World War II, Walter Kaaden at MZ experimented further with scavenging methods, proving Schneurle's loop system worked best while also adding a third transfer port, directing airflow up toward the head. This two-stroke technology was then introduced to Japanese manufacturers like Suzuki, who combined it with their metallurgy expertise to significantly increase power

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    223 views2 pages

    Porting and Cylinder Scavenging

    Uploaded by

    69x4
    Porting and cylinder scavenging methods have evolved significantly for two-stroke engines over time. Early designs employed ports for intake, transfer, and exhaust but were unreliable. In the 1930s, DKW engaged Dr. Schneurle to develop a loop scavenging system using a single exhaust port flanked by two small transfer ports, which helped improve reliability. After World War II, Walter Kaaden at MZ experimented further with scavenging methods, proving Schneurle's loop system worked best while also adding a third transfer port, directing airflow up toward the head. This two-stroke technology was then introduced to Japanese manufacturers like Suzuki, who combined it with their metallurgy expertise to significantly increase power

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    © All Rights Reserved
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    Download as docx, pdf, or txt
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    Porting and Cylinder Scavenging

    TODAY, when we take a look down the cylinder of a two-stroke engine, we find
    its walls literally filled with ports to handle the induction, transfer and exhaust phases
    of gas flow through the engine.
    Those of us who have grown up in the Japanese two stroke era take it for granted that
    every cylinder has a huge exhaust port flanked by anything from four to six transfer
    ports' However, it hasn't always been this way. As far back as 1904 Alfred Scott
    patented his original two-stroke vertical twin. Then in 1906 the French Garard motor
    appeared with a rotary disc inlet valve. Scott also developed a rotary valve engine in
    1912, winning the Senior TT in that year and the following year. However in spite of
    some very innovative designs being incorporated in two-stroke engines they continued
    to be embarrassingly unreliable and this single factor stifled development right up until
    the time of World War II.

    In the mid-1930s, the DKW company set out to make two-strokes respectable.
    They were in the business of manufacturing economical two-stroke motorcycles and
    stood to profit from changing the two-stroke's image. They engaged the services of an
    engineer named Zoller to build a 250 racer, which ultimately won the Isle of Man TT in
    1938. This led to the development of a 125 single employing a porting arrangement
    originally invented for two-stroke diesels by German engineer Dr.E.Schneurle. It was
    this concept which ultimately brought success to the two-stroke, both as an economical
    power source for transport and as a powerful, light-weight power source for
    competition. Schneurle's loop-scavenging method, patented in 1925, employed a single
    exhaust port flanked by two small scavenge or transfer ports, whose air streams were
    aimed to converge on the cylinder wall opposite the exhaust (FIGURE 3.1). Being
    aimed away from the exhaust, the transfer streams had a natural resistance to
    shortcircuiting
    straight out the exhaust. Earlier designs had used deflector-dome pistons to
    keep the fuel/air charge away from the exhaust port. This increased the piston's heat
    gathering area and meant that only low power outputs could be aimed for without
    continually risking piston seizure.
    After the war DKW moved to Ingolstadt in West Germany, while their old plant
    atZschopau in East Germany was rebuilt as Motorradwerke Zschopau, or MZ. In 1952
    Walter Kaaden joined MZ to take over development. His early work concentrated on

    exhaust development and alternate scavenge methods. After much experimentation he


    proved that the Schneurle loop-scavenge system yielded the best power and reliability.
    Then in 1957 he added a third transfer port, opposite the exhaust. Its air stream joined
    with the two main transfer ports, directing flow up toward the head (FIGURE 3.2)
    Contemporary two-stroke technology was introduced initially to Suzuki, and later
    to Yamaha in Japan when Ernst Degner defected from East Germany to join Suzuki.
    By combining designs which Degner brought from MZ with Japanese technology in the
    field of metallurgy two-stroke power outputs and reliability took a leap forward.

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