Timing Diagram

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Timing Diagram
In most circumstances Engine Timing is illustrated by means of a Clock Diagram, unfortunately this is an
inadequate statement of engine function. It provides the designer and user with information regarding the
Mechanical limitations of the engines porting. It does not provide any indication of how efficient or balanced
the porting is.

THE CLOCK DIAGRAM

The clock diagram is useful at the design stage to establish potential port size for all functions, there has to
be a balance between the ports if the required flow rates are to be achieved. The layout of these ports is
determined by the Scavenge system to be employed. It is important to appreciate under what
circumstances a particular system is best suited.
Before considering any port or timing modification, either a considerable amount of testing or computer
analysis is desirable. Computer analysis is by far the safest approach because you have a complete picture
of the possible outcome.
Whilst so called tuning experts may recommend raising the cylinder using shims to increase RPM, my
experience is that unless there is a major manufacturing error no significant power increase can be
attributed to this. To raise RPM you must increase flow rates, these are determined by the port area,
delivery coefficient and pumping pressure. The problem is that you do not change the Exhaust and
Transfer relationship and a reduction in working cylinder capacity occurs. Raising the cylinder reduces the
pump delivery pressure, the most important feature with regard to Scavenge Efficiency.
The advance opening of the Exhaust port relative to the Transfer (Scavenge) port is required to minimise
the pressure difference between the Cylinder and Crankcase chambers and avoid reverse flow. It is difficult
to achieve a Crankcase Pressure greater than 26 psia, at the point of Transfer Port Opening with naturally
aspirated Two-Strokes. Normally Exhaust commences between 80 to 100 psia, depending on the desired
engine RPM range. Premature opening of the Transfer Ports should be avoided due to the reasons
indicated.
The Induction and Scavenge systems need to be closely matched. An engines delivery
pump (Scavenge system) determines the maximum flow rates, the minimum is determined by the choke
size or Throttle and Induction porting. Because both use the crankcase chamber as a
reservoir, Induction cannot normally exceed the Scavenge flow. Currently many model
engines feature excessive Induction Periods. This appears to have occurred due to cut and try methods.
The problem to be resolved is the Rate of Change of Port Area with respect to pumping displacement
.

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Timing Diagram

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THE PRESSURE / VOLUME DIAGRAM

In full size practice PV (Pressure/Volume diagrams) are generated during test. These diagrams
indicate the cylinder pressure cycle over a range of engine RPM. The importance of this is that the area
contained within this diagram determines the engine output (Torque and BHP). The MEP (Mean Effective
Pressure) is determined by the area contained within enclosed loop, the greater the area the higher the
engines Torque and HP.
Both Cylinder and Pumping system diagrams are required to assess and illustrate the engines potential
performance at a specific RPM. Similar diagrams with respect to Temperature assist in the Study of
Combustion and Scavenge functions.
Diagrams can be plotted with alternative X-axis, the options are Rotation Angle (0 to 360 degree's), Stroke
or Cylinder Volume. The example above applies the Volume option.
FLOW TIMING DIAGRAMS
At first instance users may not see these as timing diagrams, eventually however the application becomes
apparent. The addition of the Curve fitting and plotting function permits analysis over a range of RPM to be
reviewed. This is not limited to the default curve plotting functions.
Port flow can be evaluated in various units, the user will no doubt have a personal preference. What is
most appropriate will depend on the analysis required. All of these are included in the Evaluation default
list.
In some circumstances it is necessary to determine that; the volumetric efficiency can be matched or is
applicable to the engines Mechanical efficiency. This can be critical with Induction systems. The graph that
follows illustrates a timing problem. Plotting an Induction and Exhaust flow diagram in the critical speed
range indicates there is a problem with overlap of the Scavenge and Induction ports. When Induction opens
blow back occurs; if the same cylinder porting is evaluated with an automatic inlet valve the problem is
resolved. Hence modification is required to the rotary port design; this will increase the IMEP improving
power output.

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Timing Diagram

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The above Flow diagram demonstrates unsatisfactory Induction and Scavenge port timing.
Blow-back does not cease until 20000 RPM is exceeded. BHP does not increase because the Mechanical
efficiency is not high enough at that speed (the crankshaft is not mounted on ball bearings.
Copyright 2008 Gordon Cornell
Copyright 2008 Gordon Cornell

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