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On we will discuss that old vixion can easily be upgraded into a new vixion lightning. In this article we will discuss together whether NVL can be upgraded becoming r15 racing version, which used OMR in Sentul, which he says has the power 27 hp (up 60% from the original power that only 17ps).
This change requires tetep 150cc cylinder volume, let's start from the beginning NVL condition, can be seen in the picture below
The first change is the earliest improving volumetric efficiency (VE) up to a maximum of 100% or so-called "fully tuned". This change can be done by modifying:
Air filter (water filter) using a racing version
Saluran2 re ported in and ex, and polish if needed.
Memperbaili duration, lift and overlap camshaft, to increase the scavenging effect
Redesign the scavenging effect of the exhaust to help and give proper backpressure that can achieve 100% VE.
consequences; throttle body must be replaced, to compensate for the VE has been considerably increased.
ECU also need to be setup again to signal that supply sufficient fuel injectors are now becoming more extravagant.
Optimization of the steps it has to do with hati2, because even if one bisa2 achievement of an increase in power even become not optimal. As a result of this change can be seen in the picture below
The increase is clearly still a long way R15 spec racing (27 ps), so it should be another improvement is to improve the original CR 10.4 to 12.4. This increase is equivalent to an increase in BMEP be a 13:45 bar, a change that must be made are:
Trimming a block or cylinder head a few mm
replace the piston with a more prominent
And the power generated is 19:13 hp, is still far from r15 racing (27 hp), with the value of BMEP 13:45 bar or equivalent with CR = 12.4:1, placing NVL already entered a level "above" high performance. The consequences of this change are:
the use of fuel with over 95 octane (pertamax +), safe to use racing fuel (jet fuel). If it is using 100 octane racing fuel or more, then the CR could be increased again.
ignition mapping rearrangement (replace std ECU with racing ECU)
strengthen the piston with heat treatment or cold (cryogenic)
amplify per valve to avoid leakage of compression
If dicukupkan CR to 12.4:1 which generates power 19:13 hp, then further improvement is to increase the rpm. This is reasonable in the race, because the rpm is one determinant of the magnitude of power. And when the power peak is positioned at 12000 rpm, let's see what happens:
In a previous article stated that the old vixion can easily be upgraded into a new vixion lightning . In this article we will discuss together whether NVL can be upgraded becoming r15 racing version , which used OMR in Sentul , which he says has the power 27 hp ( up 60 % from the original power that only 17ps ) .
This change requires tetep 150cc cylinder volume , let's start from the beginning NVL condition , can be seen in the picture below
NVL std
The first change is the earliest improving volumetric efficiency ( VE ) up to a maximum of 100 % or so-called " fully tuned " . This change can be done by modifying :
Air filter ( water filter ) using a racing version
Saluran2 re ported in and ex , and polish if needed .
Memperbaili duration , lift and overlap camshaft , to increase the scavenging effect
Redesign the scavenging effect of the exhaust to help and give proper backpressure that can achieve 100 % VE .
consequences; throttle body must be replaced , to compensate for the VE has been considerably increased.
ECU also need to be setup again to signal that supply sufficient fuel injectors are now becoming more extravagant .
Optimization of the steps it has to do with hati2 , because even if one bisa2 achievement of an increase in power even become not optimal . As a result of this change can be seen in the picture below
NVL VE100
Kanaikan is clearly still a long way R15 spec racing ( 27 ps ) , so it should be another improvement is to improve the original CR 10.4 to 12.4 . This increase is equivalent to an increase in BMEP be a 13:45 bar , a change that must be made are :
Memapas block or cylinder head a few mm
replace the piston with a more jenong
NVL VE100 CR124
And the power generated is 19:13 hp , is still far from r15 racing ( 27 hp ) , with the value of BMEP 13:45 bar or equivalent with CR = 12.4:1 , placing NVL already entered a level " above " high performance . The consequences of this change are :
the use of fuel with over 95 octane ( pertamax + ) , safe to use racing fuel ( jet fuel ) . If it is using 100 octane racing fuel or more , then the CR could be increased again .
ignition mapping rearrangement (replace std ECU with racing ECU )
strengthen the piston with heat treatment or cold ( cryogenic )
amplify per valve to avoid leakage of compression
If dicukupkan CR to 12.4:1 which generates power 19:13 hp , then further improvement is to increase the rpm . This is reasonable in the race , because the rpm is one determinant of the magnitude of power . And when the power peak is positioned at 12000 rpm , let's see what happens :
NVL VE100 CR124 rpm12000
While the peak power was taken at 12000 rpm , the power is now a 27 hp . Naaah now on par with the new R15 version used for OMR Racing Yamaha Asian Cup Race .
But what happened to the engine , due to be upgraded rpm of 8500 rpm 12000 :
its piston speed rata2 be 23:47 m / s . at this level jelas2 cylinders , pistons and piston rings dah standards can not be using that again . But it should use the " strong as MotoGP components " . Which piston speed in MotoGP max 24 m / s . And also is approaching the limit of 25 m / s , which is at the limit already entered the class " racing short race " , in the sense that after the race component can not be using that again , aka discarded .
at 12000 rpm , obviously by valve std were not able to deliver opening and closing the valve is precision . So std valve must be ousted , replaced perklep racing . If not done so , in addition to compression leak , the valve will float ( floating ) and are likely to be hit by the piston .
as per the valve has been replaced with a racing version , the per becomes harder . To menghiindari broken valve so it's good racing valve replaced as well .
Due to the already high compression and high rpm as well , then there must be a better cooling than standard . Chances will be deposed std radiator replaced with a bigger radiator . Fairing also must dimodif thus providing greater airflow towards the radiator .
And exhaust camshaft profile settings should be longer to support 12000 rpm , nor with his ECU mapping
Once the power reaches 27 hp , the other consequences are ;
certainly canvass + per clutch std will not be able to transfer energy perfectly . If you want to avoid losses due to the clutch slip clutch home and its contents must be replaced .
bearing / bearing std pendulum can clear Protol to transfer the pressure piston into rotation , so it must be replaced with a racing version
The pendulum must re - balance and strengthened so as not to wobble , or may be replaced with a version that is more resistant to the onslaught of racing 27 hp - 12000 rpm . Ane not convinced by the power of the motor pendulum yamaha , suzuki kalo ane sure , has a lot of testimonials from national tuner .
NVL his teeth just 5 , if you want to optimize the transfer of engine work that until 12000 rpm , it shall replace his teeth with a tooth r15 , with a close- ratio modifications .
to relieve the acceleration , then the weight of the magnet should be reduced , or replace it with a magnet racing .
So for these changes ( from 17 hp to 27 hp ) , according to the crankcase only ane ( gearbox casing ) NVL who could be using .
Other changes may be made as a combination of
volumetric efficiency
BMEP or CR
rpm
Three of these variables can be ubah2 to get 27hp , of course with a different ubahan2 . But all of them will conclude that if
" NVL will not be upgraded to version R15 Racing "
can is : replace all engine parts NVL with R15 racing version , while using his framework std .
Kira2 so wrote on the analysis of evolution that may occur from NVL not be racing the R15 version . Obviously a lot of mistakes and shortcomings encountered in the analysis , apologize in advance . For those who are more competent suhu2 , please correct and input .
This change requires tetep 150cc cylinder volume, let's start from the beginning NVL condition, can be seen in the picture below
The first change is the earliest improving volumetric efficiency (VE) up to a maximum of 100% or so-called "fully tuned". This change can be done by modifying:
Air filter (water filter) using a racing version
Saluran2 re ported in and ex, and polish if needed.
Memperbaili duration, lift and overlap camshaft, to increase the scavenging effect
Redesign the scavenging effect of the exhaust to help and give proper backpressure that can achieve 100% VE.
consequences; throttle body must be replaced, to compensate for the VE has been considerably increased.
ECU also need to be setup again to signal that supply sufficient fuel injectors are now becoming more extravagant.
Optimization of the steps it has to do with hati2, because even if one bisa2 achievement of an increase in power even become not optimal. As a result of this change can be seen in the picture below
The increase is clearly still a long way R15 spec racing (27 ps), so it should be another improvement is to improve the original CR 10.4 to 12.4. This increase is equivalent to an increase in BMEP be a 13:45 bar, a change that must be made are:
Trimming a block or cylinder head a few mm
replace the piston with a more prominent
And the power generated is 19:13 hp, is still far from r15 racing (27 hp), with the value of BMEP 13:45 bar or equivalent with CR = 12.4:1, placing NVL already entered a level "above" high performance. The consequences of this change are:
the use of fuel with over 95 octane (pertamax +), safe to use racing fuel (jet fuel). If it is using 100 octane racing fuel or more, then the CR could be increased again.
ignition mapping rearrangement (replace std ECU with racing ECU)
strengthen the piston with heat treatment or cold (cryogenic)
amplify per valve to avoid leakage of compression
If dicukupkan CR to 12.4:1 which generates power 19:13 hp, then further improvement is to increase the rpm. This is reasonable in the race, because the rpm is one determinant of the magnitude of power. And when the power peak is positioned at 12000 rpm, let's see what happens:
In a previous article stated that the old vixion can easily be upgraded into a new vixion lightning . In this article we will discuss together whether NVL can be upgraded becoming r15 racing version , which used OMR in Sentul , which he says has the power 27 hp ( up 60 % from the original power that only 17ps ) .
This change requires tetep 150cc cylinder volume , let's start from the beginning NVL condition , can be seen in the picture below
NVL std
The first change is the earliest improving volumetric efficiency ( VE ) up to a maximum of 100 % or so-called " fully tuned " . This change can be done by modifying :
Air filter ( water filter ) using a racing version
Saluran2 re ported in and ex , and polish if needed .
Memperbaili duration , lift and overlap camshaft , to increase the scavenging effect
Redesign the scavenging effect of the exhaust to help and give proper backpressure that can achieve 100 % VE .
consequences; throttle body must be replaced , to compensate for the VE has been considerably increased.
ECU also need to be setup again to signal that supply sufficient fuel injectors are now becoming more extravagant .
Optimization of the steps it has to do with hati2 , because even if one bisa2 achievement of an increase in power even become not optimal . As a result of this change can be seen in the picture below
NVL VE100
Kanaikan is clearly still a long way R15 spec racing ( 27 ps ) , so it should be another improvement is to improve the original CR 10.4 to 12.4 . This increase is equivalent to an increase in BMEP be a 13:45 bar , a change that must be made are :
Memapas block or cylinder head a few mm
replace the piston with a more jenong
NVL VE100 CR124
And the power generated is 19:13 hp , is still far from r15 racing ( 27 hp ) , with the value of BMEP 13:45 bar or equivalent with CR = 12.4:1 , placing NVL already entered a level " above " high performance . The consequences of this change are :
the use of fuel with over 95 octane ( pertamax + ) , safe to use racing fuel ( jet fuel ) . If it is using 100 octane racing fuel or more , then the CR could be increased again .
ignition mapping rearrangement (replace std ECU with racing ECU )
strengthen the piston with heat treatment or cold ( cryogenic )
amplify per valve to avoid leakage of compression
If dicukupkan CR to 12.4:1 which generates power 19:13 hp , then further improvement is to increase the rpm . This is reasonable in the race , because the rpm is one determinant of the magnitude of power . And when the power peak is positioned at 12000 rpm , let's see what happens :
NVL VE100 CR124 rpm12000
While the peak power was taken at 12000 rpm , the power is now a 27 hp . Naaah now on par with the new R15 version used for OMR Racing Yamaha Asian Cup Race .
But what happened to the engine , due to be upgraded rpm of 8500 rpm 12000 :
its piston speed rata2 be 23:47 m / s . at this level jelas2 cylinders , pistons and piston rings dah standards can not be using that again . But it should use the " strong as MotoGP components " . Which piston speed in MotoGP max 24 m / s . And also is approaching the limit of 25 m / s , which is at the limit already entered the class " racing short race " , in the sense that after the race component can not be using that again , aka discarded .
at 12000 rpm , obviously by valve std were not able to deliver opening and closing the valve is precision . So std valve must be ousted , replaced perklep racing . If not done so , in addition to compression leak , the valve will float ( floating ) and are likely to be hit by the piston .
as per the valve has been replaced with a racing version , the per becomes harder . To menghiindari broken valve so it's good racing valve replaced as well .
Due to the already high compression and high rpm as well , then there must be a better cooling than standard . Chances will be deposed std radiator replaced with a bigger radiator . Fairing also must dimodif thus providing greater airflow towards the radiator .
And exhaust camshaft profile settings should be longer to support 12000 rpm , nor with his ECU mapping
Once the power reaches 27 hp , the other consequences are ;
certainly canvass + per clutch std will not be able to transfer energy perfectly . If you want to avoid losses due to the clutch slip clutch home and its contents must be replaced .
bearing / bearing std pendulum can clear Protol to transfer the pressure piston into rotation , so it must be replaced with a racing version
The pendulum must re - balance and strengthened so as not to wobble , or may be replaced with a version that is more resistant to the onslaught of racing 27 hp - 12000 rpm . Ane not convinced by the power of the motor pendulum yamaha , suzuki kalo ane sure , has a lot of testimonials from national tuner .
NVL his teeth just 5 , if you want to optimize the transfer of engine work that until 12000 rpm , it shall replace his teeth with a tooth r15 , with a close- ratio modifications .
to relieve the acceleration , then the weight of the magnet should be reduced , or replace it with a magnet racing .
So for these changes ( from 17 hp to 27 hp ) , according to the crankcase only ane ( gearbox casing ) NVL who could be using .
Other changes may be made as a combination of
volumetric efficiency
BMEP or CR
rpm
Three of these variables can be ubah2 to get 27hp , of course with a different ubahan2 . But all of them will conclude that if
" NVL will not be upgraded to version R15 Racing "
can is : replace all engine parts NVL with R15 racing version , while using his framework std .
Kira2 so wrote on the analysis of evolution that may occur from NVL not be racing the R15 version . Obviously a lot of mistakes and shortcomings encountered in the analysis , apologize in advance . For those who are more competent suhu2 , please correct and input .
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