swm

Hi Ross, please consider why aprilia reduced the ratio transmission on engine pinion/clutch basket....because they reduced the clutch springs load!!!! regards.

Hi, I try to explain the reasons of the very long exaust pipe: -I want use the genuine silencer -I must use a '80 carburettor (and not a injection....) -I want a excellent range of RPM (the engine runs well up to 12000....wide cam axle....low bottom end torque) -I want a high bottom end torque by very long (and little diameter....) exaust pipe I tested the engine whith absorbion silencer but the loud is like a CRF.... here you are the absorbion silencer version. thank you for your opinion, regards.

Hi Martin thank you for your opinion, yes I still got the swm mono; I'll post it asap. Best regards. Marco

Hi b40rt, I have seen swm trials with moto guzzi stornello engine and honda xl200 engine but never ducati engine, there are some photos?

Hi to all, I forgot that already prepared a little description for another web-site, here's to all; SWATTRO 315 The project started in the far 1999, when already defined the bore and stroke of modified engine, talking to the friend Angelo ‘Mick’ Pensini I confided my purposes, he told me: ‘….stop!, I provide you the bike for this purpose….’ and him provide me a Cota 315R factory….from this work arisen three bikes, the first with modified frame in the 2001, the second with minimal frame modifications in the 2002, both bikes tested on italian motocross magazine and on phototrial in the 2003(* Cota 315 4 stroke); the third bike with fuel injection was born in the 2006….but this is another story…. After what described above and other projects after (professional and trials….) imposed a stop on the shopfloor bench of this engine up to 2012 when started the first merry-up of the engine on the SWM frame not modified that allow me the first test of the engine with good results but the original frame doesn’t allow the easy tuning of the engine, therefore I modified three frames for better handling of the engine accessory (i.e. carburettor….). The first frame is on the photos, and the second and third have other minimal differences. The engine development was all 2013 long, reaching in the autumn good performances, therefore I asked for the test the driver ‘simbol’ of SWM: Danilo Galeazzi. The first test was in january 2014 with good results, after that the first competition test was Crodo 2014, Danilo was third of its category behind two driver with modern bikes…. But now little engine description: engine based on : SWM 350 TL (Jumbo engine…) cylinder: by solid piece, special pig-iron liner, specification produced special piston head: based on Kawasaki engine displacement: 315.3 cc (78x66) ignition: based on Honda engine ignition with programmable digital CDI carburettor: Dell’Orto PHBL27 (26 oval to 27) The sequence of the photos is: Danilo Galeazzi in the winter test 2014 Danilo Galeazzi in the spring test 2014 Danilo Galeazzi at Crodo 2014 competition Cota 315 4 stroke Obviously, further comments are appreciated; regards. SWM

Hi to all, thank you Peter for your opinion; I'm now out of Italy for work, in the next days I'll prepare a technical description for TC; Bye.

Hi, I own a 4RT 2005 and a Repsol 2006....10 years of good service asking only new oil and filters.... the 4RT performances are more than 95% of trials drivers need....

Hi, I post a bike/engine that I started a long time ago to collect your comments about; regards.

Hi to all again.... to get a softer command is also possible increase the clutch rotation speed (as done in the climber....) in order to reduce the clutch torque and therefore reduce the preload of springs....but the torque reduced in the clutch appen again in the final transmission (mantaining the total reduction ratio....) with higher swinging arm reaction.... regads.

Hi, find a 'squish area' in the head of rotax trial engines 237, 276 and 347 is quite difficult.... first of all the shape of the combustion chamber is not symmetric; the optimistic squish area is more or less a quater of the total piston circle; therefore the efficiency of the squish area is very reduced.... I remember that the efficency of the squish area is related to the ratio of total top piston area and the 'crown' area of squish, the distance between piston and engine head, the angle between the top of piston and the head and the trumpet shape from squish area and the main combustion chamber (please read the Gordon Blair book 'theory of two stroke engine'); in fact the modern trials engines (but also the old SWM250 cross/enduro) use a very, let me say, fast combustion chamber....in fact the purpose of the squish is to increase a lot the turbolence in the combustion chamber (to increase the combustion speed,,,,) without subtracting too much work at the energy balance of the engine system.... I developed a long time ago (immediately after the SWM bankrupt....) some engines 276, 347 and 370 for trial use adopting a high turbolence head and when today I use these engines I say 'beatiful engine this engine....' obviously also the carburettor and ignition setting must be changed.... to provide some info: -squish area ratio 35-45 % -squish initial thickness 0.8 mm -squish angle 3 degree -ignition advance 10-12 degree BTDC (should be 0.8-1 mm before TDC) -carburation setting with standard carb 50-52 minimum nozzle 95-98 maximum....but the best is use the 26 carb ovally enlarged to 28 and 30 effective area.... I hope to be clear and not confused....regards.

Grazie per il benvenuto, io sono di Torino, non tanto distante da Alba.... Thank you for the welcome, I'm from Torino, not far away from Alba....

Hi to all from Italy, please be patient if I posted before the intoduction....please also be patient for my poor English.... I'm a SWM trials lover and little trials technician.

Hi to all from Italy; it is very important that the plates total thickness is near 27.5 mm .... the thickness of the plates new is 3.5+1+3.5+1+3.5+1+3.5+1+3.5+1+3.5+1.5=27.5 mm, this is very important for the springs preload, if this spring preload is reduced due to the plates wear the clutch slide for sure; about the command, I use the original little balls (in teory a point of contact of a ball is independently of the ball diameter....) the original command with 10 mm longer lever and I remove the external ring that slide to the magnesium and I add a device in the same center of the adjust bolt ingaging the external of the thrust bearing to mantain centered the command.... normally I use 3 standard springs and 3 softer springs, the result is: no clutch slide and soft command. Regards.