The Ancillotti Challenge!
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Last edited by J1MS on Sat Sep 12, 2009 5:57 am, edited 1 time in total.
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Powolotti
- Dealer
- Posts: 103
- Joined: Wed Jan 07, 2009 2:53 pm
- Location: 40 miles north of Vienna
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i can only tell you what I had in mind when porting the cylinder and making the head: nearly all diagrams I see from Ancillotti engines have the peak torque at the same revs ~4300 to 4900. After this peak some drop, some keep the torque a bit.
thought 1: the Ancillotti revs, so port a cylinder and design a head that it will make peak power later then usual on this type of engines. Hoped to keep the torque up over a wider rev band, so, regardless that peak power is at over 8000 you have a much wider usable powerband and more torque at a happily 6500 or 7000 then with let´s say a stage IV tune.
For keeping the torque up the horsepower has to rise.
thought 2: can´t loose too much bottom end, conclusion was to fit a reed valve and make a compromise with the head. Reedvalve works a treat, but the head can and will be modified for less revs and more grunt. Im am now a tad over 23 hp with the new LTH reedblock (V2) and don´t mind loosing 1 or 2 if I bring the torque up let´s say between 3000 to 6000 revs.
How is it on the road: I run an AF close ratio box with 3 italian loose gears, not that it would be needed for this engine but it was lying around. So it´s GP 4th gear on 19/46. This is even with my weight too short. I live a bit deserted
in a small village, hills and fields around me for many miles. Going to a rally I rarely have to go back to 3rd gear, most of my hillside journey until I hit the motorway or an "A" road (40 miles) I stay in 4th. Revs to peak power in 4th gear on the motorway in good conditions and this is quite fast for a scoot without a performance pipe
You can travel without problems in a TS1 group, but use less petrol then them :bouncing:
I did all rallies in Austria this year, only let me down once when the head came loose.
Downside, if you want to call it this, you´re missing the usual 2-stroke kick and kickass acceleration.
Personal thought: I like it more then higher tuned engines as it is very easy and relaxing to ride.
Engine details: Mugello V2 cylinder, Supermonza 70mm piston, AFR side squish head. Crank is LTH full circle 60mm with 116mm rod, 231cc. Ignition is an old AF Ducati with Agusto 6000 added. LTH reed manifold, fibre petals, 30mm Mikuni TMX carb. Tino Sacchi elbow and Uni airfilter.
Porting: 2 boost ports added, inlet and exhaust port machined, transfers opened at gasket face, engine matched. No welding on cylinder or engine.
greetings,
Michael
thought 1: the Ancillotti revs, so port a cylinder and design a head that it will make peak power later then usual on this type of engines. Hoped to keep the torque up over a wider rev band, so, regardless that peak power is at over 8000 you have a much wider usable powerband and more torque at a happily 6500 or 7000 then with let´s say a stage IV tune.
For keeping the torque up the horsepower has to rise.
thought 2: can´t loose too much bottom end, conclusion was to fit a reed valve and make a compromise with the head. Reedvalve works a treat, but the head can and will be modified for less revs and more grunt. Im am now a tad over 23 hp with the new LTH reedblock (V2) and don´t mind loosing 1 or 2 if I bring the torque up let´s say between 3000 to 6000 revs.
How is it on the road: I run an AF close ratio box with 3 italian loose gears, not that it would be needed for this engine but it was lying around. So it´s GP 4th gear on 19/46. This is even with my weight too short. I live a bit deserted
in a small village, hills and fields around me for many miles. Going to a rally I rarely have to go back to 3rd gear, most of my hillside journey until I hit the motorway or an "A" road (40 miles) I stay in 4th. Revs to peak power in 4th gear on the motorway in good conditions and this is quite fast for a scoot without a performance pipe You can travel without problems in a TS1 group, but use less petrol then them :bouncing:
I did all rallies in Austria this year, only let me down once when the head came loose.
Downside, if you want to call it this, you´re missing the usual 2-stroke kick and kickass acceleration.
Personal thought: I like it more then higher tuned engines as it is very easy and relaxing to ride.
Engine details: Mugello V2 cylinder, Supermonza 70mm piston, AFR side squish head. Crank is LTH full circle 60mm with 116mm rod, 231cc. Ignition is an old AF Ducati with Agusto 6000 added. LTH reed manifold, fibre petals, 30mm Mikuni TMX carb. Tino Sacchi elbow and Uni airfilter.
Porting: 2 boost ports added, inlet and exhaust port machined, transfers opened at gasket face, engine matched. No welding on cylinder or engine.
greetings,
Michael
meet me on Facebook: Michael Powolotti
some of my tuning work:
http://www.facebook.com/pages/Powolotti ... 6938811863
my club:
http://www.wiener-spitzbuam.at
some of my tuning work:
http://www.facebook.com/pages/Powolotti ... 6938811863
my club:
http://www.wiener-spitzbuam.at
my only failure on the old ts1 was a head leak, mbd welded on an extra fin and recessed the head to prevent this in the future.
6LDA 28B, i dont want to hog powerlottis thread but im doing the brakes and wheels at the moment and the pipe needs ceramic coating so its a little way off yet.
i would be interested to see the rt220 set up with an ancilotti and see what it can do
6LDA 28B, i dont want to hog powerlottis thread but im doing the brakes and wheels at the moment and the pipe needs ceramic coating so its a little way off yet.
i would be interested to see the rt220 set up with an ancilotti and see what it can do
The 44mm RS Clubman revs to 9k but still has all the bottom end characteristics of a AF/Ancillotti.