At last, roadgoing

[skoleskibe]

Yet another MZ diesel is on the roads. Got my paperwork done to day.
You can have a look at:
http://www.youtube.com/watch?v=jmt20ryUJ4M

[andrewaust]

Sweet


A

[balboa_71]

Skoleskibe,
Very nice and creative bit of engineering! After getting used to the ride, you might want to reduce the fueling a tad to minimize the black smoke. When I first got my Kamaclone, it smoked like your engine viewed in the video. You can adjust the amount of fuel injected by removing the safety wire down on the lowest horizontal adjustment screw (the one with a spring loaded tip) by turning it in 1/4 turn at a time till you start losing power, then back it out a 1/4 to 1/2 turn...have someone follow you to visualize the reduction in smoke. Less smoke means better economy and a cooler running engine. Too little fuel and you lose power....

Cris

[skoleskibe]

you're quite right, however, im wondering, do you guys set the "mystery" (spring loaden) adjuster so it's active, meaning that the spring in the adjuster is compressed when running full power, or is it adjusted to just tuch at full power.

Regards

[IgorVigor]

nice

the 'optimum' smoke setting on a diesel, is under load, theres a smoke haze from the exhaust....



out of interest, did you have to stretch the frame to fit the diesel?

what power diesel is it?
and whats the top speed/cruising speed?


I have an ETZ251 that I'm thinking about dieselising

[John]

Do you guys set the "mystery" (spring loaden) adjuster so it's active, meaning that the spring in the adjuster is compressed when running full power, or is it adjusted to just tuch at full power.

The answer to that is neither! The governor itself compresses the sprung plunger fully when full power is requested by the throttle when revs are lower than full rated speed. Or at a steady speed with the twist grip at, say, halfway, when a load is imposed upon the engine that reduces revs below that set by the throttle. The nature of the governor is to maintain revs at the level set by the tension upon the governor lever from the spring attached to the upper lever connected to the twist grip. Therefore the governor may be forced to inject maximum fuelling ( fully compressing the plunger ) at idle revs if a resistance is placed upon the engine, - or it may not need to depress the plunger at all even at 3600 rpm if the loading is very light. ( because a diesel is unthrottled in air intake, there is more than enough fuel going in at idle to spin it to destruction without governor control ) All you have to do, is to ensure that even under full load conditions, the fuelling is sufficiently reigned in so as not to produce black smoke, (which can quickly overheat & burn the piston) - so that maximum power is maintained while producing little visible smoke. If you begin by adjusting the screw so that it very lightly touches the governor arm with the engine off, then go for a ride. You will probably find that the engine is rather gutless. If so, wind out the screw one quarter turn, making sure it doesn't move as you tighten the locknut. Go for another ride. If still flat, adjust outwards again by one quarter turn, & repeat process until satisfied that full power is being produced without noticable smoke. If you know your gearing, & the road speed expected at 3600, it will make it easier to ascertain performance on the level. Maximum engine revs are set by the vertical screw next to the throttle cable, & is completely independent of the horizontal fuelling screw. Again, if you know the calculated speeds expected in the individual gears at 3600, you can better ascertain performance & keep revs to within manufacturers tolerances. The engine shouldn't exceed 3800 when not under load. Good luck!

[skoleskibe]

Thx to John for an elaborate explanation ón the throttle issue.

IgorVigor:
I opted for the ts250/1 frame and an 7,5" driven variator, thus combined with the use og 16" rims just enabling the engine & CVT combination finding just and barely space enough in the frame without any modification.
It's really a snugg fit, leaving 3mm between the driven and the rear forks, 5 mm between the head and the frame tube, and a 2 mm dent in the front mudguard. LOL
I'm using the original rubber mountings, to smooth out vibrations, actually its working like a charm.
Personally i wouldn't opt for the 251 frame as its ment to use 18" frontwheel, and its smaller. By the way the frame of the 251 and the 150 etz is virtualy identically. However i have tried an 251 saxon with a similar engine and mountings. The frame needed approx. 50mm elongation.