Once it reverses direction, the energy is going to be returned to the drive train through the combustion at idle and compressed air acting as a spring), not to mention the negative pressure wave from the exhaust that will help pull the charge out (which is why 2 strokes have those bulbous exhausts). pump faulty, not enough 2t in premix). As long as your pilot jet is sized correctly and your air screw is set correctly there is no harm in engine braking a two stroke. But it is beneficial while braking into a corner. I find it hard to believe.
… Just a bit of info in ride woods which is somewhat technical. In a 4 stroke, the single energy stored in a previous exhaust event has to a) cause the other cyllinder to go down against a lower pressure due to closed throttle, then, compress the mixture again before the next event takes place. It seems like most people are missing the OP's question.
Jacobs Vehicle Systems have developed the High Power Density (HPD) engine brake that increases retarding powe, especially at low engine speed. Its very easy to make mistakes on 125's, so I leave my finger on the clutch at all times, ready for that next moment where I need more drive. Haven't seen anything unusual that I would't expect from a ridden hard 125. So what do you guys believe/think about it? They talked about how you couldn't use engine braking, down a hill for example, because when you get off the throttle you are no longer supplying the engine with oil because it's combined with the fuel.Yeah but I think they sensationalized it a bit. Of bigger concern is making a hard long wfo pull thenn rolling off into the midrange area where ignition is most advanced and fueling can be lean.
At the same time Jacobs is able to use boost from the turbocharger more effectively by controlling it to optimize boost charging for braking. This circuit is somewhat adjustable using the air screw. ft) of retarding torque at 1300 rpm and above with 611 kW (819 hp) of braking power at 2500 rpm.Jacobs provided two identical Mercedes-Benz Actros models loaded to 40-tonnes gross combination weight for demonstration, fitted with 13-L in-line six-cylinder engines. Ok? The pilot circuit in the carburetor supplies fuel and oil as long as the engine is turning, although not as much as during acceleration.No intake stroke, it fires every time the piston hits the top of its stroke.Low mass and flywheel weight and they fire every 2 strokes instead of 4New comments cannot be posted and votes cannot be cast2-wheel enthusiasts who can agree on nothing except for entry level SV650s and lane splitting.Press J to jump to the feed. Hmm...I know I'm not the best at analyzing my own technique, especially when riding full-out, I mean who really knows what the heck is going on with two legs, 10 toes, and all those other limbs flailing around. if done on a regular basis at high rpm no doubt contribute to undue wear.
People say that engine At this point in time that’s the main differences between the 2 and 4 strokers. But in reality, if the throttle is open going down the hill and you brake at the bottom of the hill, you will find the bike to be more stable during decent. Let me know! Even on my 4 stroke, I don't engine brake because I'd usually be on the brakes and a root, rock or rut can cause the back to lock up and stall the motor if the clutch is out. This engine braking effect will affect you on jumps too because if you roll the throttle off on the take off of a jump it will throw the front end down much more on a four stroke. To throw another wrinkle in, I wonder if the two stroke oil injection systems change that equation at all. Now it's perfect for riding trails. what raptor is trying to say i think, is that all this engine braking and blipping is performed in the context of 2 stroke racing where the RPM is always very high when shifting down. Chopping the throttle closed after a long hard heat soaking pull, where the throttle is closed but the rpms are still high is where you can get into trouble.
My YZ125 sees flat track and also supermoto duty occasionally.
Yep, there are so many reasons why. Look, a 2stroke is firing every time the cylinder gets to the top. This article also appears in
I ran a lean pilot in my KTM 200XC for years without a problem. I'd say I never leave the clutch out when I also ride a 125, and being whip-master-flash with the clutch I find it way easier upon coming into a turn hot to... disengage clutch (whip-master-flash clutch) to perfect powerband point Especially on a 125 I feel like leaving the clutch out while braking kills your engines momentum, and either way you're going to have to whip the clutch again to get it back into power.
(150 soon). Very new nimble capable bike. I never had a problem with any of the two strokes I've owned, including a couple of roadies, and an IT175 (waaaaay back) that I used lots on the road, where you shut off the throttle without pulling the clutch when slowing down for ages. Hmm... the thing is, on a 125 you're on the pipe most of the time, especially on straigtaway before turns... so if you're already in the meat of the powerband, downshift and engage the clutch again (at the beginning of the brake process) the RPMs will go through the roof, especially on tight corners where you might have to downshift 2 gears...? If you ride both often enough it's not really an issue either way, you adjust. Using a gopro hero 7 black to test the engine break on a kx500 2stroke. There is no need to constantly be on the gas. Riding style for both bikes is really different, kind of applesnand oranges. How stupid fast do you have to spin them to run into that?Because engine braking is primarily caused by the cylinder pulling against a lower pressure air in the intake that happens when you close the throttle valve.The difference in 2 stroke is to fold.
Engine breaking actually causes more chassis instability in the long run, so its far better to be on the throttle then coasting on the brakes.
I mean, I know that these lil 2 smokers want to be revved, but that kinda seems like too much for me? yet without any throttle shutting off the gas/oil which has an internal cooling effect.