Calling Mike Powell to remeber the - AE Rose article ref Les

Mike
its taking a long time to load those letter/articles sent /done by AE.Rose,

the items sent to you from Les !

any chance I could get a copy please or better still loaded on here, I thought you said you may email them as it would be quicker ??, Mind you I'm sure every one is busy with last minute fetling, are you ready and what new for this year, any new developments.

I have a new pipe WELL modified/some carb adjustments/ a new head with a higher combusion ratio./ a much larger tail pipe on end on a longer centre section but shorter revers cone that has a steeper angle, - just a few minor adjustements left -Like waiting for dad to make a new belly section for our fairing, ref George Todd comments and some air scoops to add. this will just about do it for now.

I may even have time to add a new reed valve as we have detected a restriction we think it may be comming from the reed valve. Iremeber you showing me a funny shapped item please elaborate its performance compared to conventional. v shapped

I do need a quick chat to clear up a little issue, I will call you when I get time in the week.

regards Derek

I was going to post to you Derek but you said put up on here so send it to ChrisB and he has scanned it and emailed to Alan. Alan will post when he has time. He is very busy.

Regards Mike

Ok " sorry to push mike - and no worries Al is or has looked after so many of us, sure we are all busy,

Im getting goose bumps just thinking about the comming season, carnt hide my excitment, I'm very much looking forwards to the frst meeting clear the air and cogwebbs, I hope, then onto more important stuff - and what a difference it makes having the correct information / tools / facilities, hopefully over the next 12 months Ican make proper use of them.

Mike I will comment on the face book issue, I understand your point of view, but was just waiting to see what others said first, but I do feel "Ned as always has said it "the way it is", and I have to say on this point "I agree with his point" spot on mate - but missing a few important aspects "that I will pass coment on his post.


regards Derek

Derek text me your address and i'll post you a paper copy that Chris B returned to me. Mike

Derek
PM me you e-mail address and I'll forward you a pdf file of the scanned letters.
Regards
Chris

AE Rose? -- weren´t he a great cricketer?

got it many - will read it today but thanks chris, "I hope your reliability continues" for your own good fortune.

regards Derek

Well Derek you must of read the 2 letters by now what were your findings/opinions??

Hi mike " two letters ? !

im missing a letter then as only one arrived.

I really like the point, it makes about the square ports with small radii in the corners, seems its the same advice today after 50 years.!

what is also very interesting is the timings and his issue on volume's.! i seem to pick up something every time I read it again.

great, obviously this was a lower reving Engine, the timings that is, but I think/feel the rest of the information is excellent.


I asked George T to comment on it for us. he returned a spec on his ports, on here somewhere, did anyone know that he assisted Gordon Blair at queens Uni, with the works Yamaha's

somthing about keeping the exhaust port top edge as sharp and square as possible - apparently it delivers a much stronger suction and the return wave intensity is higher for longer!.

that's all.

I spoke to Tom Miller on Saturday morning, I believe you were behind him at the time I called, anyway not sure you heared every thing, he had some really interesting things to say on porting, specifically the exhaust port and inlet port and sizes, he feels transfers are less important. This is interesting as it seems our experts have differing opinions on this theory, porting is a really interesting subject interestingly both trevor and Tom have I think suggested the actual open and close timings are not as critical,
Tom said they need to be as big as you can get them, not sure he means big as in area or big as in port timing, I will ask him to explain this in greater detail on sunday, its a shame your not comming.

regards Derek

The BTW Workshop Page -- on here -- shows Brian White´s large, radiused ports looking upwards from below. It is a 175 engine, of course, but those transfers work well.

I wasn´t lazy -- I had all my tranfer ports done for me because I was always short of time. Yet I heard a lot of advice given to those who were grafting ports which included aggro over the angle of attack, that last corner before the port -- (or what you might call the transfer port `roof´) should be. That is the roof angle should be parallel to the piston dome radius or at a steeper angle to it. I remember Andy -- with his 250 GP5 -- being much frustrated with 2 or 3 dyno horsepower difference because of a `change of contour´ in this corner.

I know that if you put a small bump in a 4-stroke inlet tract, where it curves in towards the valve the output performace changes changes -- for trhe better!!

I´ve read no mention of the transfer port, roof-angle aspect on here -- maybe I missed it??

And is it really important?

Cheers!

PS -- I looked again and found another section of Brian´s tuning notes where this corner I was talking about (the `roof´of the transfer port) is a beautifully curved radius which means the inlet-charge is directed horizontally at the piston as the transfer port opens..

Any comment Trevor?

Not that is is going to do me any good -- or be of advantage -- I´m interested in Bantam engine tuning about 45 years too late!!

All the best -- dont forget that hard-work never killed anyone, but there´s still the risk that it might.

JayBee for John-Boy....