BINGO!!!

Well,
It looks like he thinks he invented/patented the "magic" offset swirl chamber.
Good for him.
This is actually an OLD idea w/ many versions that have "popped up" over the years, just like the "turbo" cranks.
SOME of the theory behind how it works is correct.
Unfortunately, anything (a groove for instance) in the squish band that is of greater distance than the boundary layer between the piston and head has potential for end gas igniting (detonation) issues. Hence all the improvement in combustion chamber turbulence is negated by potential detonation issues.
The real trick to an efficient chamber design is one that promotes a homogeneous mixture to be combusted completely at a rate that coincides w/the optimum timing (degrees BTDC and ATDC) a given engine design is most efficient mechanically. Typically peak pressure at ~10 degrees ATDC.
Not just some freaking chamber grooves cut w/a Dremel.
GMAFB.
Again, back to why your cylinder head "guru" (like RKT) can really make a difference if he has enough info to design something that is optimum for what you use it for.
Sorry, I said I was not gonna "chime in" but the long winded technical dissertation on combustion dynamics in the earlier post piqued my interest.
This is an area that I have "just a little" experience with using too many types of fuels to list. I won't even get on the "what causes what type of emissions" detour subject.
Just ain't that freakin' simple.............. otherwise every 2-s manufacturer would have already some patented "super gizmotchy" combustion design.
I still like the interest in the post though.
The fact that people here have their "thinking caps" on is all good, no matter what their viewpoints are.
Ok, I promise to shut up again.
$.02
RK

What happens when these "swirl cut patterns" that promote combustion become filled with any amount carbon? Or should there not be ANY carbon present if the A/F is correct?


Which is why I can`t understand why someone would purchase an "off the shelf" generic type application head assembly when there are SO many variables involved in creating a worthy combustion chamber.....and with the price at which custom domes can be cut I don`t think cost is one of them....although i could (and usually am) wrong.

because they are available RIGHT NOW most yahoo's wont wait to whip there friend. and i just thought that the singhs designs were interesting and the fact that he has figured out a lot of things on his own and without much training or help just lets see if this works and not having the fear of trying something different... no head i have run has had carbon problems.. and if the predictions are correct the head and piston would have much less residues and carbon deposits.. everything i have seen in this post is old news as well.. now i dont mean to break any one down but the programs described were formed from therorys adn results form math and a few tests... all found in a few old 2-stroke design books.. they are veryinteresting but why not try to do something different why be soooooooo afraid to fail? is that how we learn? by failing and then changing things and try for success??? keep up the discussion i do enjoy it and am learning a lot.. but try not to have a closed mind on others ideas.... anyones idea is crazy untill a lot of people think it is ok and then it becomes fact.... think of the first guy to make a "pipe" for a 2 stroke.. or the first guy to try a big bore banshee (440-450) or the first BIG pipe chambers, first to ride a skinny framed tooth pick 65mph up a mountain.. first guy to try and make a shock with no spring and relies on pressure to hold it up.... rember inovation is just not fearing failure..

I was going to suggest we turn all those 15 cc domes into swirl cut chambers but sounds like they maybe patent pending? TC racing used to sell those for 250's several years ago. I bet if you could advertise in dirt wheels and say Patent Pending those 15's would be flying off the shelf. Although I'm not yet convinced off the shelf parts are not acceptable, it just depends on the level of performance your looking for.

Has anyone run a dome with no squish area? I both read about and heard it can be done and does work but is not worth it due to jetting issues.

camatv, I agree with the need to change. In racing most all out race teams may change 70% of the components in a year. You'll won't go any faster unless you decide to change something and sometimes you must step backwards before going forward.

Guys,
I don't want to rain on your parade.
All of us have tried stuff that has or hasn't worked.
Just didn't want you to get your hopes up too high that this "super turbo swirl" head was going to change physics as we know them.
Do yourself a favor, run those things on the dyno and do a "real" A to B test and please share w/us.
Maybe we can get GPRacerX to run the "Banshee head shootout" w/ maybe the "super turbo swirl", stock, PD and RKT among others.
I believe he would give accurate, unbiased results.
Let the chips fall where they may.
Fair enough?
BTW: Trinity has been doing "turbo swirl" heads for about 15-20 yrs. I have used them and have had "some" success, but I could not directly attribute it to the "swirl" pattern. When I checked the squish dimensions and chamber volume they were very close to optimum w/out the swirl pattern cut in.
And yes, I found carbon in the deep swirl cuts after a few trips out on a gas motor. This means the end gas were igniting in the grooves too.
$.02
RK

Kelsey,

Had I used a crown volume of 7cc, instead of 6.5cc, my answer would have been 24.09:1 (6.5cc crown volume yields 22.73:1 CR).

Regards,
Buttermilk

i also have had the swirl cut or turbo head. this is different. the motor i intigreated this in to seems to pull very strong from the lower rpm's for stock carbs! it runs very surprisingly. i am all for doing a test with the rkt and grooved head.. i am willing to do it on my 535 cheeta i will cut the stock head that the cylinder comes with and then use a rkt head and see what the changes are i am not saying either one would be better i could run the head in stock configuration and then run the grooved head and then switch to the rkt lets do it!! i would also post results and kevin could post the same results so that no confusion would be made... here is pics of the experimental bike..(350) i could also put a stock head on this and then replace it with the grooved head???

pic of build up. sorry didnt get any of the head mod. but there are 11(per dome) cuts in the band area that extend half way through the squish area and into the band.. they are about 2mm deep..

17cc domes = 19.47:1
18cc domes = 17.79:1