Some movies stored at YouTube over the years of BoostBusters two-stroke turbo development. First a big "Thank you" to Hans Bergström who supported my initial studies related to Minarelli AM6. A lot of pistons were spent during lessons learned...
The AM 6 project started in the engine dyno and after some years later a demonstrator vehicle was built based on a Yamaha TZR 125 and tested on the road. The movie with the bike is a bit long but shows how the system was built and the behaviour in its application. Please pay attention to the right digital exhaust temperature sensor. This is the exhaust temperature downstream the tuned exhaust pipe and the afterburner but upstream the turbine. With the design at that point in time it took some time to achieve light off but when it was achieved it stayed in operation also after some minutes of idling. The turbine temperature is almost the same as the left which is the exhaust port temperature. Sorry for not showing vehicle speed. The camera was to low to capture the scientificly more interesting readings and it was public road...In another enviroment I was able to read + 160 [km/h] sitting.
I have one engine dyno runs with the AM 6 engine with afterburner supported turbocharger. The movie with the 2FAST 100cc cylinder and exhaust pipe is a Derbi engine but also rebuilt from 50cc. This engine is planned for Bonneville and a streamliner. Thanks to Ian Arnold who ordered the project and good luck in your streamliner.
The Yamaha TZR 125 bike left a single cylinder 125cc engine when the bike was converted for road tests so I turbocharged that engine also and made engine dyno testing.
The last movie was done with matured hardware for a Rotax 122 engine on the engine dyno. This project supported my PhD project between Scania CV and Chalmers University of Technology. The Rotax 122 engine at PRc=2.2 produced 70-75 [PS] on the sprocket with a Garrett GT2056 turbocharger and a refined afterburner system at a turbine temperature of 850 [degC]. With this set up boost pressure was 10-15 [kPa] than average exhaust temperature which on purpose lowered the trapping efficiency. The important result of all this is a reduced exhaust port temperature to 550-600 [degC] keeping the piston alive at twice the rated power. Some experiments for exhaust emissinon test results lasted for 5-10 [min] at rated power and the engine was in perfect conditions after the tests were conducted.
