[GP125] Caractéristiques KTM FRR

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Les seuls à annoncer un chiffre de puissance réaliste...

les 250 sont à vendre...à bon entendeur

Tiens, tu fais bien de remonter ce topic...

ça bosse chez KTM!

Après avoir renoncé à la mise en fabrication d'un nouveau moteur, pour cause de crise, puis avoir été interdits de mettre en piste leur KERS par la FIM, Harald Bartol et ses petits hommes en orange n'ont pas baissé les bras pour autant!

Ils ont continué à développer le moteur actuel et ils se rapprochent vraiment tout prêt des meilleures Aprilia RSA...

HB le dit lui-même:"Maintenant nous sommes compétitifs comme nos pilotes" en se référant à Marquez au Grand Prix d'Italie.
Pour le moment, ça ne paye pas encore mais quid du GP d'Espane?

De toute façon, ici, on aime ceux qui essaient de briser les monopoles...



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Signalés par plusieurs membres, les KTM GP ont un système d'injection en plus du carburateur.

Initialement destiné à lubrifier lors des rétrogradages, il se serait vite occupé aussi des hauts régimes...

Confirmé par l'usine:

"Radically different from the competition of mostly Aprilia and Derbi factory bikes with rotary valve intakes, the KTM FFR 125 features a reed valve intake with a very sophisticated carburation system that is backed by a small electronic fuel injection. The combination allows for a supremely precise engine set-up under all conditions, making the KTM FFR 125 very fast but also very safe to ride."

KTM’s 125 FRR features a unique and exclusive fuel injection system that is not designed to replace, but instead to work in conjunction with the carburettor. It allows fine tuning of the fuel supply and lubrication under extreme circumstances – such as over-revving whilst back-shifting with closed throttle – and it does it with unparalleled precision. The engine can be set up to run lean at any rev range and under any load, without the dangers of piston seizures.

With the right set-up, the KTM engine is not only very fast, but also strong in acceleration, with smooth, easily controllable power delivery. “Riders aren’t robots. And if the power kicks in too aggressively, they will feel a risk factor at the exit of each turn. It’s like shying at an abyss. They will open the throttle later and more cautiously, and inevitably lose time,” explains the Red Bull KTM 125 Team. “Therefore, we won’t stop working on our carburetion until our engines run like electric motors, with a very linear and predictable power curve.”


J'adore l'inventivité de Bartol et je cherche d'autres infos...

quelqu'un aurait des info et des photos de la ktm 125?

je la trouve très proche de la yamaha tz, qu'en pensez vous?

Team MLR a écrit:

quelqu'un aurait des info et des photos de la ktm 125?

je la trouve très proche de la yamaha tz, qu'en pensez vous?

logique harold bartold a bosser chez yam

Quelques gros plans d'une Frr à Barcelone ce week-end

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à suivre ...

Nous voulons plus
Soulevez le cylindre

Apparement le compte tour est estampillé NX4.

Institute of TwoStrokes a écrit:

Nous voulons plus
Soulevez le cylindre

Oui, on sent très bien que tu nous caches plein de choses....

REVOLUTION !

C'est pas fini, a ton âge ?

Les soudures sur la couvre-culasse ? Et 4 ressorts pour tenir un place le pot !

Merci pour le recadrage du sujet.

Great pictures of a very interesting bike.... However the pictures are particularly unrevealing of the induction system, especially with regards to the reed cage. Is anyone familiar with what type of cage was implemented on the 125 frr.
Kermit Buller

2005bully a écrit:

 
  Great pictures of a very interesting bike.... However the pictures are particularly unrevealing of the induction system, especially with regards to the reed cage.  Is anyone familiar with what type of cage was implemented on the 125 frr.
          Kermit Buller

The details of the KTM injection system are not correct. Harald used a small pisser type of injector to spray a small amount of fuel under the piston. On the cylinder a Bosch knock sensor was fitted and upon a certain amount of knock the pisser did its job by cooling the piston bottom and killing the knocking that was occurring.
This setup was a poor variant of my injection system on an experimental Honda RS125/1990 model for study purposes. We injected with 60 bar (!) under the piston with a unique injector that was capable to do 745 Hz. For this construction we used a MOTEC M4 as I was Hollands distributor for MOTEC at the time. The injector was the design of a genius type of engineer in Eindhoven and this injector was built by the designer himself. Together with this system we used a 150mJ cdi ignition system and ran Nippon Denso 37 type of plugs.
With this setup I was able to confirm my statement that in fact you cant have enough ignition energy. For ignition power measurements we have a unique spark plug simulator which makes it possible to measure real ignition power. The resistance of a spark plug consists of 2 components : a very large capacitive and a relative small one in Ohms. The result of using mega ignition power is less ignition advance and the crux is that ANY figure of ignition advance is absolutely useless without the notification of the amount of ignition energy applied and the current in Amps thru the plug, which is igniting the mixture. Consequence of this is most important: with high power ignition you can use higher compression ratios. And according to the formula for the efficiency in any CARNOT cycle this says the the higher the cr the higher the efficiency is. Unfortunately practically all known ignition systems on racing twostrokes are in fact down on power which is the cause that in general the opinion is the highr cr dont work, the real limitation is the lack of sufficient electrical power that generates the current thru the plug.

Bob van der Zijden a écrit:

...the formula for the efficiency in any CARNOT cycle says that the higher the cr the higher the efficiency is.

That is the efficiency of the engine's work stroke. But in racing efficiency does not (yet) come first, Bob; we want horsepower more than anything else. And two-stroke power is overwhelmingly dependent on exhaust resonance (a good exhaust pipe can triple the engine power, as Jan Thiel once established).
A low compression ratio equals a low expansion ratio, hence more energy left in the exhaust gas for the exhaust pipe to work with.

Citation :

Unfortunately practically all known ignition systems on racing twostrokes are in fact down on power.

We certainly agree on that.

I thought this might be interesting:


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So what is the hole under exhaust port? Crankcase fed, or is that where electronic squirter was used?

I think it is for the injector, I could post some more pics if anyone is interested!

that is great photos senne

More pics yes!

Any durations of ports?
Piston dome or flat?
A port looks higher than the rest?

Senne s a écrit:

I think it is for the injector, I could post some more pics if anyone is interested!

Penses-tu!!!

Avec grand plaisir, par avance merci.

It make extra oil film
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Flat top piston but with a 'chamfer' of about 2,5mm wide.
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