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SAE TECHNICAL
PAPER SERIES 942478

Acceleration Test Method for a High

Performance Two-Stroke Racing Engine

Robert J. Kee and Gordon P. Blair

The Queen’s University of Belfast

Reprinted from: 1994 Motor Sports Engineering Conference Proceedings

Volume II: Engines and Drivetrains
(P-288)

The Engineering Society Motor Sports Engineering

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942478
Acceleration Test Method for a High
Performance Two-Stroke Racing Engine
Robert J. Kee and Gordon P. Blair
The Queen’s University of Belfast

ABSTRACT A number of well known difficulties are also

encountered during the steady state dynamometer
This paper describes an inertial dynamometer testing of high performance two-stroke engines. The
system which has been applied to the testing of small first difficulty is piston seizures due to excessive
two-stroke kart racing engines. The dynamometer thermal loading on the piston. Most high
incorporates a flywheel of appropriate moment of performance two-stroke engines operate close to the
inertia to simulate the mass of a kart and driver. The design limit under racing conditions, where the time-
test procedure involves measurement of the flywheel averaged power output from the engine is
speed during an acceleration phase resulting from significantly less than the maximum available from
opening the throttle. Calculation of the instantaneous the engine. Consequently, during full load testing, the
flywheel acceleration corresponding to each engine limits of the engine may be exceeded during the 20
speed directly gives a measure of the torque and to 30 seconds of running required to record a stable
power characteristics. Performance results, including measurement. In order to reduce the likelihood of
exhaust pressure traces, are presented from a series damage to the engine, the fuel/air mixture is often
richened and the ignition timing is retarded. These
of tests conducted on a 100 cm3 kart engine. The precautions reduce the thermal loading, but give an
results are compared with corresponding steady unrepresentative measurement of engine
state measurements recorded on an eddy current performance.
dynamometer. In addition, the measured results are
compared with predictions from a computer A second difficulty arises due to the dependence
simulation. of power output on the temperature of the engine and
its exhaust system. In the two-stroke engine, the
INTRODUCTION charging of the cylinder, combustion of the mixture
and the discharging of exhaust gas are
The outstanding features of the crankcase accomplished within one revolution. Consequently,
compression two-stroke cycle engine are its high the charging and discharging events overlap and
specific power, low weight and mechanical simplicity. hence the gas flow during these phases is highly
Thus, this engine type is well suited to racing dependent on the pressure wave action in the inlet
applications in vehicles such as motorcycles, karts, and exhaust tracts. Since the velocities of the waves
snowmobiles and powerboats. are in turn dependent on the gas temperatures, it
follows that the output of each engine cycle is highly
Development and tuning of two-stroke racing dependent on the temperature characteristics of the
engines typically involves a combination of gas resident in the exhaust and inlet tracts. In
conventional steady state dynamometer testing in addition, the density of the charge transferred from
the laboratory and timed trials on a racing circuit. the crankcase into the cylinder is dependent on the
However, under typical racing conditions, the engine temperature of the inlet tract and the crankcase
seldom operates in a steady state condition and surfaces. Consequently, this temperature effect,
engine acceleration rates of up to 7000 rpm/see are particularly in air-cooled engines, contributes to poor
encountered. Since the performance of two-stroke repeatability during steady state testing.
racing engines may be significantly influenced by the Furthermore, during a transient acceleration phase,
acceleration rate of the engine, the value of steady the instantaneous temperatures corresponding to
state dynamometer testing is often limited. Hence, each engine speed differ from those recorded under
greater emphasis is often placed on the timed trials steady state conditions. Thus the power developed
conducted under dynamic racing conditions. under steady state

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conditions may differ from that produced on the race The results presented in this paper relate to a
track. Figure 1 illustrates the influence of cylinder reed valve induction engine which is manufactured
temperature on engine performance. by the lame company and marketed under the Sirio
brand. The specification of this engine is given in
Table 1 and the engine is illustrated in Fig. 2.
Table 1 Engine Specification
Engine Sirio
Bore 50.0 mm
Stroke 50.0 mm
Swept Volume 100 cm3
Induction Reed Valve
Cooling Air
Fig. 1 Influence of Cylinder Temperature Exhaust Port Opens 92.5° atdc
Transfer Ports Open 116.5° atdc
A further difficulty arises when the engine is fitted
with a mechanical exhaust timing control device, as Trapped Compression Ratio 10:1
the response of the mechanism to a change in Carburettor Venturi Diameter 19.8 mm
engine speed will incorporate a finite lag time (1). In Carburettor Type Butterfly
order to maximise performance during acceleration,
advanced management systems incorporate facilities
in which the ignition timing, fuelling and exhaust
timing strategies are dependent on the acceleration
rate of the engine. For such engines, it is
immediately apparent that steady state testing will
not provide representative performance
characteristics (2).
Finally, steady state testing usually involves
measurement of performance at discrete speed
intervals of 500 or 1000 rev/min. Occasionally, a
significant decrease or ‘hole’ in the torque
characteristic can fall between two measurement
speeds.
From the foregoing it is clear that, in addition to
the practical difficulties, the optimization of
performance under steady state conditions is unlikely
to give the optimum characteristics for the dynamic
racing situation. Laboratory optimization of high
performance two-stroke racing engines ideally
requires the use of a technique which reproduces the
dynamic conditions of the racing circuit. This paper
describes the development and application of a
simple and effective dynamic test method which Fig. 2 100 cm3 Kart Engine
employs the use of an inertial dynamometer.
INERTIAL DYNAMOMETER
KART ENGINE
The inertial dynamometer is an alternative testing
In the European 100 cm3 kart racing classes, the system which measures power under acceleration
crankshaft of the engine is directly coupled to the conditions. This method has many attractions, but
rear axle by a chain. Consequently the drive ratio is the transient nature of the test procedure requires
fixed. The rules do not exclude the use of centrifugal the use of a computer and a data acquisition system.
clutchs, but in practice they are only used by some The current availability of low cost computer
junior classes. The typical racing circuit is 500 to hardware has eliminated this potential drawback.
1000 meters in length, and usually incorporates one
major straight. Since only one drive ratio is available, At The Queen’s University of Belfast, an inertial
the engine is required to operate over a wide range dynamometer has been designed by students as the
of speeds. Typically, the current engines reach project element of their engineering degree course.
speeds above 18000 rev/min at the end of the The dynamometer incorporates a flywheel of
straight and approximately 6000 rev/min at the appropriate moment of inertia to simulate the mass of
slowest corner (3). the kart and

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driver. The test procedure involves measurement of to record the temperature of either the crankcase or
the flywheel speed during an acceleration phase the spark plug seat.
resulting from opening the engine throttle. The test procedure involves the following:
Calculation of the instantaneous flywheel
acceleration corresponding to each engine speed 1. Set engine speed limits for data acquisition
directly gives a measure of the torque characteristic. (usually 7000 and 16000 rev/min).
A computer data acquisition system is used to record
the flywheel speed and to calculate the performance
2. Start engine.
characteristics.
DYNAMOMETER DESIGN - The dynamometer 3. Operate at low speed until the engine
incorporates a flywheel which is directly coupled to temperature measured at the plug seat reaches
the engine by a chain as shown in Fig. 3. The chain 75 °C.
drives the flywheel via a flexible rubber coupling and
a shear pin. The function of the flexible coupling is to
introduce compliance into the drive system and 4. Switch computer data acquisition system to
thereby reduce the loading on the engine crankshaft ‘acquire’ mode.
due to torque and speed fluctuations. The shear pin
is included to reduce damage to the engine in the 5. Open throttle fully and record flywheel speed
event of an engine seizure. When the pin breaks, the during the ensuing acceleration.
flywheel will continue to rotate on lubricated bushes
and thus the stored energy will not be dissipated 6. When the maximum engine speed is reached,
through bending and breakage of engine close throttle.
components. A disc brake is incorporated in the
design to reduce the flywheel and engine speeds
after each test. An automotive clutch allows the 7. Apply the brake to stop the flywheel.
flywheel to be accelerated prior to engaging the
clutch and starting the engine.
An optical shaft encoder is coupled to the Analysis functions within the computer
dynamometer flywheel to provide a frequency signal programme calculate the engine torque, bmep and
which is converted to an analogue voltage by an power. Figure 5 shows a typical speed characteristic.
integrated circuit. This voltage is proportional to
flywheel speed and is connected to one input of a
custom designed data acquisition system. A second
input channel is used

Fig. 3 Inertial Dynamometer

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Fig. 4 Shaft Assembly

Fig. 5 Typical Engine Speed Characteristic

Fig. 6 Typical Torque Characteristic
The torque developed by the engine is calculated
by the following equation.
FLYWHEEL INERTIA REQUIREMENT - The
2
dynamometer simulates the loading on a kart racing
T e = I f ω· e R f + T b (1) engine during a typical acceleration period. In a kart,
the crankshaft of the engine is directly coupled to the
where
rear axle and thus only one gear ratio is available.
ωe = Engine speed (rad/sec) This ratio (Rk) is defined as the ratio of axle speed to
If = Flywheel inertia engine speed. During acceleration of the kart due to
a torque (Te) applied by the engine, the rate of
Rf = Ratio of flywheel speed to engine speed
acceleration is dependent on the mass of the kart
Tb =Torque due to dynamometer bearing friction (mk), the gear ratio (Rk) and the radius of the rear
wheels (rw). Neglecting wind resistance and the
The torque due to friction in the dynamometer inertia of the rotating components, the force to
bearings was calculated from a run-down test. The accelerate the kart is given by:
value was found to be in the range 0.13 to 0.15 Nm.
From the torque characteristic, the bmep and power F = m k ω·e R k r w (2)
can be easily calculated.

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Fig. 7 Relationship between If and Rf.

Fig. 6 Kart Drive System
ENGINE TESTING
The torque applied by the engine is given by: The inertial dynamometer has been used to
evaluate the performance of the 100 cm3 kart
T e = m k ω·e R k rw
2 2
(3) engine. Two different exhaust systems were used to
illustrate the influence of this component on the
Acceleration of the dynamometer flywheel due to performance characteristics. The exhausts are
an engine torque (Te) is dependent on the flywheel illustrated in Fig. 8 and had identical overall
inertia (If) and the ratio of flywheel speed to engine dimensions. The first was a ‘stock’ exhaust and
speed (Rf). Thus, incorporated a perforated internal convergent cone.
The perforations in this cone reduce the amplitude of
the reflected pressure wave, and are intended to give
a broader torque characteristic. The second exhaust
had no perforations and has been designated ‘solid’.

Tf is the torque applied to the flywheel, and ωf is the

flywheel speed. For equivalent loading,

Fig. 8 Exhaust System

Comparisons of the power and bmep
characteristics are shown in Figs. 9 and 10. These
results show that the perforated exhaust gave lower
peak values, but a much broader torque
The analysis given above has shown that the
characteristic. Examination of the test data shows
Moment of Inertia (If) of the dynamometer flywheel is
that the times for acceleration from 6250 to 15500
dependent on the mass of the kart (mk), the radius of
rev/min were 4.49 and 4.72 seconds for the
the rear wheels (rw), and the gear ratios Rk and Rf.
perforated and solid systems respectively. Thus the
The variables mk and rw are determined by the kart
broader characteristic of the perforated exhaust
specification and are therefore independent
gives a time advantage of 0.23 seconds.
variables. Rk is dependent on the settings for each
Excellent repeatability was noted throughout all
circuit - an intermediate value 0. 125 was chosen.
the tests conducted on the inertial dynamometer -
The design variables are If and Rf.
power and bmep measurements were repeatable to
As illustrated in Fig. 7, it can be seen that an within ± 2%. It is believed that this is due to the
infinite range of values for If and Rf will satisfy Eq. 5. standardised test procedure and the small
Consideration of stresses in the flywheel and clutch temperature variations which occur during the brief
assemblies aided in the selection of appropriate test. Prior to recording results, the engine was
values for If and Rf. - 0.81 kgm2 and 0.25 warmed up to give a crankcase temperature of 35°C
respectively. and a temperature of 75°C at the plug seat. During
the acceleration test, it was found that the
temperatures varied by less than 2°C and 15°C at
the crankcase and plug seat respectively.

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connected to the first input channel of the board and

a customized programme was written to control
sampling of the other input channels. When the
analogue voltage at the first channel reach a value
corresponding to a required speed, data was
recorded at the other input channels for a
predetermined number of cycles - usually 4. Exhaust
pressure data was recorded at 1000 rev/min intervals
for speeds from 8000 to 16000 rev/min.
A Kistler type 4045 A5 water cooled
piezoresistive transducer was connected via an
amplifier and low-pass filter to the second input
channel. The filter used was a 4th order low-pass
Butterworth type and was tuned to give a cut-off
frequency of 2.5 kHz. This filter introduced a group
Fig. 9 Comparison of Power Characteristics delay of approximately 0.16ms which gave a
corresponding phase shift in the pressure
measurements. For low speed measurements, this
delay corresponds to a small phase shift - 2.9° at
3000 rev/min. However, at 16000 rev/min, the delay
corresponds to approximately 15°. In order to reliably
evaluate the phase shift, the unfiltered signal was
recorded at the third input channel. Finally, a tdc
reference signal from a photodiode was connected to
the fourth channel. An overall sampling rate of
250kHz was used to give a sampling rate of 62.5kHz
for each channel.

Fig. 10 Comparison of bmep Characteristics

EXHAUST PRESSURE MEASUREMENTS - The

measurement of exhaust pressure characteristics is
an essential element in the optimization of any high
performance two-stroke engine. Usually, these
measurements are recorded during steady state Fig. 11 Comparison of Exhaust Pressures at
operation and are fraught with the difficulties 8000 rev/min
discussed earlier in this paper. To avoid these RESULTS - The results presented in Fig. 11 show a
difficulties, an alternative method has been comparison of the exhaust pressure traces recorded
developed which allows pressure traces to be at 8000 rev/min. The annotations EO, TO, TC and
recorded during an acceleration power test on the EC denote exhaust open, transfer open, transfer
inertial dynamometer. close and exhaust close respectively. It should be
Since the system was required to record the noted that the pressure transducer was located
cyclic variation of pressure at engine speeds up to 100mm from the exhaust port, thus giving the
16000 rev/min, relatively high sampling rates were observed delay between opening of the exhaust port
required - at 16000 rev/min, a sampling rate of 96kHz and arrival of the blowdown pulse.
is necessary to give one reading of the pressure and For both exhausts, the reflected plugging pulse is
tdc signals for every two degrees of crankshaft returning to the exhaust port too early to give an
rotation. Therefore due to memory limitations, it was effective increase in cylinder pressure at exhaust
not possible to sample continuously at this rate closure. The early arrival of this pulse also reduces
during an acceleration from 6000 to 16000 rev/min. the beneficial influence of the suction pulse which
To overcome this limitation, a Computer Boards DAS results from reflection of the blowdown pulse from
330 data acquisition system was configured to the divergent cone. The resultant effect of the
sample data at discrete speed intervals. An analogue relatively poor trapping pressure and delivery ratio is
voltage which was proportional to engine speed was a torque value well below that produced at the

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optimum speed for the exhaust system, Comparison 2. At the higher speeds, a relatively rich mixture
of the two characteristics shows that the plugging setting was used to prevent seizure of the engine.
pulse reflected from the solid cone had a greater
3. The control of air/fuel ratio during the acceleration
amplitude and was followed by a suction pulse, just
test may differ from that of the steady state
prior to exhaust closure. These differences resulted
condition.
in the 1 bar decrease in bmep noted at 8000 rev/min.
4. The steady state exhaust gas temperatures may
Figures 12 and 13 show exhaust pressure traces
be significantly different from those during an
recorded at 10000 and 16000 rev/min with the solid
acceleration test.
cone fitted. These traces illustrate the exhaust
pressure wave characteristics at the tuned speed In an effort to ascertain the influence of the final
and at a speed well beyond the peak torque point. At factor, a fast response thermocouple was installed in
10000 rev/min, a strong suction pulse is followed by the mid-section of the exhaust pipe. This
a plugging pulse which arrives at the exhaust port thermocouple had a 0.5mm diameter inconel sheath
just prior to closure. These features maximise both and had a grounded junction to give improved
the airflow into the engine and the mass of the thermal conductivity. The actual response
charge trapped in the cylinder when the port closes. characteristics of the thermocouple have not yet
At 16000 rev/min, it is clear that the plugging pulse been measured, but in the near future, a single pulse
arrives after the exhaust port has closed. rig will be used to determine the response to a step
change in gas temperature.

Fig. 12 Exhaust Pressure at 10000 rev/min

Fig. 14 Comparison of bmep Characteristics

The results presented in Fig. 15 show that, for the
inertial dynamometer, lower exhaust gas
temperatures were recorded between 7000 and
12000 rev/min. For most of this speed range, the
lower temperatures will reduce the pressure wave
velocity and will give improved exhaust tuning
characteristics by delaying the arrival of the plugging
Fig. 13 Exhaust Pressure at 16000 rev/min pulse. This feature may contribute to the measured
bmep difference. Between 13000 and 14000 rev/min,
STEADY STATE RESULTS - A comparison of the the temperatures are very similar, and the
steady state and acceleration results is presented in corresponding bmep results also show little variation.
Fig. 14. These results show that under steady Above 14000 rev/min, higher temperatures were
conditions, the bmep was up to 10% less than that recorded on the acceleration test. These higher
recorded by the inertial dynamometer. It is believed temperatures will increase the pressure wave
that a number of factors given below have velocity and, in this speed range, improved the
contributed to this result. exhaust tuning effects will result.
The results recorded to date indicate that the two
1. During steady state testing, the crankcase test methods give significant differences in exhaust
temperature increased from 35°C to 50°C. The temperature which in turn produce marked changes
plug seat temperature increased from 75°C to in performance. Clearly, further investigation of these
150°C. These temperature increases occurred exhaust temperature effects is necessary to
despite a cooling down period between each determine the nature and extent of these
measurement. phenomena.

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For example, on a single-cylinder racing engine,

replacement of a tuned exhaust pipe with a straight
pipe of constant cross-section would result in a
decrease in peak torque of at least 50%.
In general, the central element in the modelling of
reciprocating engines is the simulation of the
unsteady gas flow in the inlet and exhaust tracts. In
the case of the two-stroke engine, the accurate
simulation of unsteady gas flow phenomena is
essential. In the exhaust duct, finite amplitude
pressure waves result from the release of high
pressure exhaust gas; in the inlet, pressure waves
result from the volumetric changes in the crankcase
Fig. 15 Comparison of Exhaust Gas Temperatures volume due to piston motion. Until recently, the
‘Method of Characteristics’ (5) was primarily used as
COMPUTER SIMULATION the basis for simulation of the pressure wave action.
However, an alternative method developed by
Today, much of the understanding of physical Blair(6) is now employed. This non-isentropic method
systems is derived from computer simulations which has been extensively validated on a pressure wave
incorporate mathematical models for the relevant simulator (7) and its claim to accuracy is increasingly
physical processes. Development of these models is supported by correlation with measurements from
often aided by experimental techniques which help firing engines.
identify the important variables, and either provide In the simulation of the two-stroke engine, models
validation for a theoretical analysis or a basis for an are also required to simulate the cylinder
empirical relationship. Hence, a typical simulation scavenging, combustion, heat transfer and port flow
model for any complex physical system may processes. In addition, for reed valved two-stroke
comprise interacting theoretical and empirical sub- engines, a model is required to simulate the complex
models which collectively predict the overall flow characteristics and dynamic action of the reed
petals under the action of gas pressure forcing
response to changes in design or external inputs.
functions. Extensive experimental studies (8,9,10)
In the case of most reciprocating engines, the have led to the development of validated computer
basic operating principles are easily understood, and models to simulate these elements of the engine’s
successful engines can be designed without operation.
recourse to simulation techniques. However, the fluid KART ENGINE MODEL - A computer model of
dynamics and thermodynamics of the internal the 100cm3 kart engine was set up to elucidate the
processes are extremely complex, and thus in many wave action phenomena and to aid the future
instances the use of ‘cut and try’ methods involves development of improved exhaust systems. The
excessive experimentation and prototype model included detailed geometrical and physical
development. The continual quest for techniques information on all aspects of the engine ducting,
which aid the rapid development of improved cylinder, crankcase, combustion chamber, reed
engines has provided the stimulus for the study of valve, etc. For example, the model of the reed valve
theoretical simulation techniques. At The Queen’s included 17 geometrical parameters in addition to the
University of Belfast (QUB), the computer modelling density and Young’s modulus of the reed petal
of internal combustion engines has been major material. The exhaust system details used in the
research topic for over twenty years. The majority of computer model were, those illustrated in Fig. 8 A
this research has been directed at two-stroke solid reverse cone was included as a validated model
engines, but four-stroke, rotary and gas turbine for the perforated variant is not yet completed.
engines have also been considered. The computer model predicts the pressure-time
histories, mass flow rates and temperatures
The two-stroke engine, although mechanically throughout the engine at discrete crankshaft angle
simpler, possesses a greater degree of fluid dynamic intervals. It is assumed that the engine is operating in
complexity than its four-stroke counterpart. During a steady state condition and that a constant air/fuel
the cylinder blowdown, scavenging and trapping ratio is maintained. During the computation, a
phases, the flow into and out of the cylinder is graphical display shows the piston position and the
primarily due to the action of pressure waves, and variation of the major parameters during each engine
not cylinder volumetric changes, as in the case of the cycle. After completion of each cycle, the model
four-stroke engine. Consequently, the performance generates data for the performance characteristics of
characteristics are more markedly influenced by bmep, bsfc, delivery ratio, peak cylinder pressure,
changes in the dimensions of the inlet and exhaust etc. Stability is attained after 10 to 20 cycles, and the
ducts, and the orientation of the ports. simulation then progresses to the next engine speed.

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Fig. 18 Comparison of Measured and Calculated

Fig. 16 Measured and Calculated Delivery Ratio Exhaust Pressures at 8000 rev/min
Characteristics
RECOMMENDATIONS AND LIMITATIONS
The inertial dynamometer system described in
this paper has proved to be a reliable and useful
device. However, in light of the experience gained in
designing and operating the dynamometer, a number
of possible improvements have become evident.
Firstly, the shear pin has proved to be unnecessary,
as seizure is extremely unlikely during the brief
acceleration period. In the event of a seizure, the
clutch can be used to disengage the flywheel.
Furthermore, tensile tests on specimens from a kart
chain has shown that the chain will break at a
relatively low torque level.
The initial design for the dynamometer did not
include the automotive clutch, which was added after
preliminary tests showed difficultise in starting the
Fig. 17 Measured and Calculated bmep engine. Consequently, the addition of the clutch
Characteristics assembly involved a number of design compromises.
Clearly, the clutch friction plate could act directly on
SIMULATION RESULTS - The measured and the main flywheel, thereby eliminating the need for
calculated delivery ratio characteristics are shown in the small secondary flywheel seen in Figs. 3 and 4.
The design and manufacture of a more compact
Fig. 16. Despite the wide range of speeds
dynamometer is currently in progress.
considered, reasonable correlation is evident. The
The current limitations of the acceleration test
corresponding bmep characteristics given in Fig. 17 method are the absence of any means to measure
show excellent agreement. A sample plot showing air-flow and air/fuel ratio.
measured and calculated exhaust pressure is
presented in Fig. 18. Comparison of the traces CONCLUSIONS
shows that all the major features of the measured
trace are reproduced by the calculations. The The design and development of the inertial
pressures given in Fig. 18 represent the actual dynamometer system has proved to be an interesting
dynamic pressure as recorded by a transducer and challenging project theme for mechanical
100mm from the exhaust port. This pressure is the engineering students. The breadth of the project and
superposition of leftwards and rightwards moving the high performance aspects have inspired the
waves which cannot be separated by any students, and excellent commitment and quality of
instrumentation. However, within the computer work have resulted. When employed in the testing of
model, these waves are calculated independently a high performance two-stroke engine, the inertial
and graphical output showing each wave can be dynamometer has eliminated many of the difficulties
produced. This feature of the model is often very encountered during steady state testing, and has
beneficial in elucidating the exhaust pressure wave provided a test method which more closely
action. represents the conditions of the race track. The

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addition of a system for recording a series of 7. S.J. Kirkpatrick, G.P. Blair, R. Fleck and R.K.
pressure traces at predetermined engine speeds McMullan, ’Experimental Evaluation of 1-D
during a single acceleration has provided a powerful Computer Codes for the Simulation of Unsteady
tool to aid the tuning of engines and the validation of Gas Flow Through Engines - A First Phase’,
computer simulations. SAE International Off-Highway & Powerplant
Congress, Milwaukee, Wisconsin, September
ACKNOWLEDGEMENTS 1994, SAE Paper No. 941685.

The authors acknowledge The Queen’s 8. M.E.G. Sweeney, R.G. Kenny, G.B. Swann
University for provision of the manufacturing, and G.P. Blair, ’Single Cycle Gas Testing
experimental and computing facilities employed in Method for Two-Stroke Engine Scavenging’,
this study. The contributions of QUB technician SAE International Congress, Detroit, Michigan,
Raymond McCullough, students Robin Montgomery, February 1985, SAE Paper No. 850178.
Clive Stewart, Paul McEntee, David Scullion, Peter
Turner and Adrian Cunningham, and visiting
students Kai, Stephano and Stephane are also 9. M.G. Reid and R. Douglas, ’Quasi-
gratefully acknowledged. Castrol International Ltd. is Dimensional Modelling of Combustion in a Two-
acknowledged for supply of the test engine and Stroke Cycle Spark Ignition Engine’, SAE
lubricants. International Off-Highway & Powerplant
Congress, Milwaukee, Wisconsin, September
REFERENCES 1994, SAE Paper No. 941680.

1. Karl-Heinz Bendix, ’Optimizing of the 10. R. Fleck, G.P. Blair, R.A.R. Houston, ’An
nonsteady operational behaviour of high Improved Model for Predicting Reed Valve
performance two-stroke engines’, SAE Paper Behaviour in Two-Stroke Engines’, SAE
No. 931509, SETC Conference, Pisa, 1993. International Off-Highway & Powerplant
Congress, Milwaukee, Wisconsin, September
1987, SAE Paper No. 871654.
2. Kart-Heinz Bendix, ’Optimierung des
Instationaren Betriebsverhaltens von
Hochleistungszweitaktmotoren’, 5th
International Two-Wheeler Symposium,
Technische Universitat Graz, Austria, April
1993.

3. H. Holzleitner, ’Snowmobile 340ccm Formula 1

- and Kart 100ccm Racing Engines: Two
Extremes in Terms of High-Performance Two-
Stroke Engine Layouts’, SAE Paper No.
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4. G.P. Blair, The Basic Design of Two-Stroke

Engines, SAE Publication No. R-104, ISBN 1-
56091-008-9, 1990.

5. R.S. Benson, The Thermodynamics and Gas

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6. G.P. Blair, ’An Alternative Method for the

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Milwaukee, Wisconsin, September 1991, SAE
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