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ExhausTEC FEATURES

ExhausTEC is incorporated in Silencer to induct optimum


volume of air-fuel mixture inside combustion chamber at mid
range engine
revolutions i.e. @ 3000-4000 rpm for improving low end torque and
drive-ability.

ExhausTEC - Advantages and Benefits


Advantages

Improved volumetric efficiency.

Improved & optimized low end torque.

Improved Scavenging.
Benefits

Less frequent gear shifting in city driving conditions.

Less frequent clutch operation.

Subsequent increase in fuel efficiency (Mileage).

Better engine performance - Power & Pick-up.

Improved drive-ability especially at low and mid range engine


R.P.M.

ExhausTEC - The unique ExhausTEC


technology allows you to rev up when your
heart feels like and the engine will pick up
instantaneously irrespective of the gear you
are in. It improves engine torque even at low
rpms and is optimized to get maximum
performance from the engine. Gives a feeling
of abundant latent power at any stage of
riding, which ensures effortless pulling for
any load conditions.

Induction of optimum volume of


air-fuel mixture i.e. Improved
volumetric efficiency.

So wats the cost of installing the ExhausTEC on pulsar dtsi v1??

IT WILL COST AROUND 3600/- , FROM AUTHORISED


DEALER.THE PORFORMENCE WILL INCREASE A BIT, ENGIN
NOTE WILL CHANGE AND MARGINALINCREASE IN EFFICINCY.

its exhaust TEC = Torque Expansion Chamber 80 % of


the exhaust is allowed to leave from the Bike n rest 20%
is accumulated n sent back into the chamber which hits
the pistons to give u that extra torque n push/ jerk when u
throttle. only makes a little difference in the initial pick
up of the pulsar, which every1 brags about

Why would spent exhaust gases be sent into the exhaust


chamber? What purpose does it serve?
The final stroke is the exhaust stroke where the exhaust valve
opens as the piston moves from BDC to TDC. How will the gases
enter the chamber?? The exhaust valve would close as soon the
piston comes down as the intake valve opens.
i am not really 100% sure abt the principle behind the
ExhausTEC. but it has something to do with the generation of a
secondary pressure wave which helps the silencer to scavenge the
spent gases fully from the cylinder, so that during the intake
stroke there is more volume for the fresh charge. more fresh
charge, more BANG and more power.

ExhausTEC
ExhausTEC stands for Exhaust Torque Expansion Chamber, a Bajaj Auto trademark.
The technology involves use of a small chamber connected to the exhaust pipe of the
engine to modify the back-pressure and the swirl characteristics, with an aim to improve
the low-end performance of the bikes. This was attempted in response to the issue of a
reported lack of low-end response in Bajaj's single-cylinder four-stroke engines. The
ExhausTEC technology is claimed to be highly effective in improving the overall
engine response, especially the low-end torque characteristics. This enhanced
performance is claimed to come at no loss of top-end performance or engine
smoothness.

Expansion chamber
An Expansion chamber is an exhaust system used on a two-stroke cycle engine to
enhance its power output by improving its volumetric efficiency. It makes use of the
energy left in the burnt exhaust exiting the cylinder to aid the filling of the cylinder for
the next cycle. It is the two-stroke equivalent of the tuned pipes (or headers) used on
four-stroke cycle engines.

How it works
The high pressure gas exiting the cylinder initially flows in the form of a "wavefront" as
all disturbances in fluids do. The exhaust gas pushes its way into the pipe which is
already occupied by gas from previous cycles, pushing that gas ahead and causing a
wave front. Once the gas flow itself stops, the wave continues on by passing the energy
to the next gas down stream and so on to the end of the pipe. If this wave encounters
any change in cross section or temperature it will reflect a portion of its strength in the
opposite direction to its travel. For example a high pressure wave encountering an
increase in area will reflect back a low pressure wave in the opposite direction. A high
pressure wave encountering a decrease in area will reflect back a high pressure wave in
the opposite direction. The basic principle is described in wave dynamics. An expansion
chamber makes use of this phenomenon by varying its diameter (cross section) and
length to cause these reflections to arrive back at the cylinder at the desired times in the
cycle.

Parts of an expansion chamber


There are three main parts to the expansion cycle.

Blowdown
When the descending piston first exposes the exhaust port on the cylinder wall, the
exhaust flows out powerfully due to its own pressure without assistance from the
expansion chamber and so the diameter/area over the length of the first portion of the
pipe is constant or near constant with a divergence of 0 to 2 degrees which preserves
wave energy. This section of the system is called the "head pipe" (the exhaust port
length is considered part of the head pipe for measurement purposes). By keeping the
head pipe diameter near constant, the energy in the wave is preserved because there is
no expansion until needed later in the cycle. In any case the flow leaving the cylinder
during most of the blowdown process is sonic or supersonic and therefore no wave
could travel back into the cylinder against that flow.

Transfer
Once the exhaust pressure has fallen to near atmospheric level the piston uncovers the
transfer ports. At this point energy from the expansion chamber can be used to aid the
flow of fresh mixture into the cylinder. To do this the expansion chamber is increased in
diameter so that the out going high pressure wave reflects a negative pressure wave
back toward the cylinder. This negative pressure arrives in the cylinder during the
transfer cycle and greatly increases the flow of fresh mixture into the cylinder and can
even suck fresh mixture out into the headpipe. This part of the pipe is called the
divergent (or diffuser) section and it diverges at 6 to 12 degrees. It may be made up of
more than one diverging cone depending on requirements.

Port blocking
When the transfer is complete the piston is on the way back up on its compression
stroke but the exhaust port is still open, an unavoidable problem with the two stroke
design. To help prevent the piston pushing fresh mixture out the open exhaust port a
strong high pressure wave from the expansion chamber is timed to arrive during the
compression stroke. The port blocking wave is created by reducing the diameter of the
chamber. This is called the convergent section (a.k.a baffle cone or section). The
outgoing high pressure wave hits the narrowing convergent section and reflects back a
high pressure wave to the cylinder which arrives in time to block the port during the
compression stroke and can push back into the cylinder any fresh mixture drawn out
into the head pipe. The convergent section is made to converge at 8 to 90 degrees
depending on requirements.
Combined with the high pressure wave there is a general rise in pressure in the chamber
caused by deliberately restricting the outlet with a small tube called the stinger. The
stinger restricts flow out of the chamber to cause higher pressure during the
compression cycle and empties the chamber during the compression/power stroke to
ready it for the next cycle. The stingers length and inside diameter are selected to match
the engines requirements. (The inside diameter has the greatest effect and so is the most
sensitive of the two.)

Complicating Factors
The operation of expansion chambers in practice is not as straightforward as described
above. Waves traveling back up the pipe encounter the divergent section in reverse and
reflect a portion of their energy back out. Temperature variations in different parts of
the pipe cause reflections and changes in the local speed of sound. Sometimes these
secondary wave reflections can inhibit the desired goal of more power.
It is useful to keep in mind that although the waves traverse the entire expansion
chamber over each cycle, the actual gasses leaving the cylinder during a particular cycle
do not. The gas flows and stops intermittently and the wave continues on to the end of
the pipe. The hot gasses leaving the port form a "slug" which fills the header pipe and
remains there for the duration of that cycle. This causes a high temperature zone in the
head pipe which is always filled with the most recent and hottest gas. Because this area
is hotter, the speed of sound and thus the speed of the waves that travel theough it are
increased. During the next cycle that slug of gas will be pushed down the pipe by the
next slug to occupy the next zone and so on. The volume this "slug" occupies constantly
varies according to throttle position and engine speed. It is only the wave energy itself
that traverses the whole pipe during a single cycle. The actual gas leaving the pipe
during a particular cycle was created two or three cycles earlier.
Expansion chambers almost always have turns and curves built into them to
accommodate their fit within the engine bay. Gasses and waves do not behave in the
same way when encountering turns. Waves travel by reflecting and spherical radiation.
Turns causes a loss in the sharpness of the wave forms and therefore must be kept to a
minimum to avoid unpredictable losses.
Calculations used to design expansion chambers take into account only the primary
wave actions. This is usually fairly close but errors can occur due to these complicating
factors.

How Expansion chambers are made


There are three main methods of fabricating expansion chambers.

Hand formed
Flat sheet metal is rolled into cones and round sections, which are then welded together
section by section. Although time consuming, it is usually the method chosen for
development of a new design due to its flexibility, accuracy and low tooling costs.

Hydro forming
Two flat representations of the required finished pipe are cut out of sheet metal. The
edges of the two identical flat cutouts are welded together forming a sandwich. On one
end of the pipe a fitting is welded and high-pressure water is pumped into the cavity
between the sheets. The pressure inflates the flat sheet into its final rounded shape. This
method can be quicker than hand forming and only slightly more costly in tooling,
however it requires a number of trials before a finished design as accurate as hand

formed or stamped can be produced. All curves must be made in a single plane so
cutting apart and re-welding is often required but the final product can be as good as a
stamped pipe if enough care is taken to be precise.

Stamping
Flat sheet metal is pressed between a male and female mold in the shape of the required
pipe. Each half of the pipe is stamped this way and the two halves are welded together.
Stamping requires expensive tooling and machinery and is used only for mass
production.
(Note-Functionally, expansion chambers need not be round in cross section but in
practice a round shape is the best acoustically and is the only shape which (at a
reasonable weight) can withstand the intense vibration and pounding without cracking.)

Summary
All these events need to be synchronized with the engine port timings and speed. An
expansion chamber tuned for 8,000 rpm will not deliver the proper wave timings at
4,000 or 11,000 rpm. In fact it is likely to incur a power loss outside its tuned range.
The length of the pipe determines at what time the waves arrive back at the cylinder.
Longer pipes require more time for the waves to traverse and so will be tuned to a lower
rpm than a shorter pipe. The shorter the pipe the higher the rpm it is tuned to.
The rate of convergence/divergence of the cones determines the duration of the wave
returned. A gentle taper give a long duration but weaker return wave while a steeper
taper gives a short but strong return wave. The longer the wave, the broader the RPM
range at which it is useful. This extra power band width is at the sacrifice of peak
torque.
The diameter of the center or dwell section determines the ratio of scavenging suction
to port blocking pressure as well as the over all energy recovery. The resulting volume
determines the maximum pressure rise with large volumes giving less pressure rise. The
fatter the pipe the harder it sucks but the weaker the blocking pressure. Thinner pipes
will scavenge less but block the port very strongly. The optimum diameter is related to
compression ratio, the quality of the transfer port layout and its scavenging efficiency.
A variety of devices are used to try to extend the tuned range of the expansion chamber.
Pipes that slide like a trombone adjust the timing to match the rpm changes of the
running engine. Devices that control the exhaust port timing to vary blowdown duration
as well as extending the tuned range of the expansion chamber. Valves that open at
certain speeds to absorb or dump waves arriving at undesirable times.
Another approach to altering the tuned RPM of an expansion chamber is to alter the
speed of the pressure waves inside the exhaust pipe. The speed at which pressure waves
travel is greatly affected by temperature: higher temperature means faster wave speed.
As a result, expansion chambers can be retuned for higher-than-design RPM resonance,
by increasing the average temperature of the exhaust gases inside the pipe. Techniques
to achieve this increase in gas temperature can include: insulating the pipe (thermal

wrap), restricting flow from the pipe (smaller stinger diameter), or by retarding the
ignition timing at the correct RPM (a later burn allows more heat to escape into the
pipe).
Conversely, a pipe can be retuned to work at a lower-than-design RPM range by
reducing the temperature of the exhaust gases. Injecting water or a water-alcohol mix
into the headpipe of an expansion chamber can reduce temperatures significantly,
enough to lower the tuned RPM of an exhaust system by as much as 1500- 2000 RPM.
The heat absorbed as the liquid changes into a gas is responsible for the drop in
temperature. As a result, the two stroke exhaust can be tuned to stay "on the pipe" over
a remarkably wide RPM range, if the designer takes advantage of all the tools available.
Retrieved from "http://en.wikipedia.org/wiki/Expansion_chamber"

Expansion Chamber
The expansion chamber can be considered as a simple low
pass filter. The transmission loss performance is
determined by the cross-sectional area ratio between the
inlet and outlet ducts and the volume. With the single
expansion chamber the transmission loss falls to zero when
a half wavelength or multiple thereof equates to the length
of the chamber.
Extending the inlet and outlet pipes into the volume will give a more abrupt impedance
change and hence a larger transmission loss.
The transmission loss is given by:

where
f = frequency [Hz]
fn = resonant frequency [Hz]

c = speed of sound [ms-1]


S = cross-sectional area of inlet and outlet ducts [m2]
Sc = cross-sectional area of expansion chamber [m2]
Lc = length of expansion chamber [m]

Due Tempi & Le Espansioni Theory


How Two Strokes and Expansion Chambers Work

(I think this fabulous animation was created by Joseph Schuster. It doesn't show a Rumi
engine, but this is a similar design.)
A two stroke ("due tempi" in Italian) is an engine in which each piston moves 2 stokes
for each firing of the spark plug. Two stoke engines do not have valves or the
associated cams. The intake of air and fuel and exhaust are controlled by ports in the
cylinder walls that are covered and uncovered by the movement of the piston.
Compared to 4 stroke engines, 2 stroke engines are light (no valve train) and they fire
twice as often creating more power than a similar 4 stroke. Additionally, oil is mixed
with the fuel (called premix) and is used to lubricate the crankcase. The animation
above illustrates the engines function.
When the piston moves toward the spark plug (up), the following things happen:
Below the piston, air and fuel (along with the premixed oil) are sucked into the
crankcase through the intake port uncovered by the piston. The oil in the fuel lubricates
the big and small ends of the crank, cylinder walls and other bearings in the crankcase.
Above the piston the waste gasses are forced out the exhaust port, and after that port is
closed off by the rising piston the charge is compressed for ignition.
After ignition the piston moves away from the spark plug (down) and the following
things happen: The power generated by the ignition of the charge turns the crank.
Above the piston the spent charge starts to escape out the exhaust port as it is uncovered
by the piston. Below the piston the fuel and air mixture in the crankcase is being
compressed. The intake port opens next as the piston uncovers it and the air and fuel is
forced through the intake port into the combustion chamber. This charge being forced
into the combustion chamber also pushes the spent charge out the exhaust port.
Now if that all makes sense, it may be clear that there is inefficiency with the intake and
exhausts ports: both happen to be open at the same time during some of the process!
Why doesn't the intake charge just slide across the piston and out the exhaust port?
Well, to some degree it does. Note that Rumi's have a deflector on the piston crown; a
ridge that is designed to divert the charge some and help prevent the intake from just
sliding through the combustion chamber. But this is where the expansion chamber

exhaust comes into effect. The expansion chamber is designed so that at certain RPMs
the exhaust gasses resonate just right and help suck out the spent gasses and then reflect
back and compress the charge back into the combustion chamber! This is what two
stroke riders mean when they say the engine "comes onto the pipe" at the right RPM the
engine becomes much more powerful as the expansion chamber starts to help the
engine run much more efficiently. Obviously, this effect can greatly improve a two
stroke engine's performance!
Note that the engine in the illustration above has a reed valve between the carburetors
and the crankcase. This valve prevents the intake charge from escaping out the
carburetors. Rumi's do not have this valve and this explains why Rumi's never rust
behind the engine: they are always covered by a thin film of oil that escapes the
carburetors!

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