Raket R 95, Руководство пользователя

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R 95 Manual - English
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R 95 Manual - English
6. Technical data for R 95
Engine model One-cylinder two-stroke engine of Dual Charge model
Cylinder volume 94 cm3
Cylinder diameter 56 mm
Stroke 38 mm
Connecting rod length 74 mm
Carburettor Tillotson HS 319 a, venturi 17,7 mm
Ignition system Selettra analog
Flywheel Selettra 113,9 mm
Starter system Electric, integrated starter (or Magnapull cord starter)
Starter battery Raket, 14.4 V Nickel-metal hydride (NiMH) 3.0 Ah
Spark plug NGK BPM 8 Y
Clutch Centrifugal clutch metal
Sprocket on clutch drum 11 teeth, type 219
Exhaust system Tuned system with end silencer
Fuel Alkylate or 95/98 octane lead free petrol
Petrol mix 4% of synthetic two-stroke oil
Squisch Min 0,8 mm
Combustion chamber volume Min.11,0 ml
Bearings Original SKF 6203 TN9C3
Sealing rings 17x28x7 sealing lip with Teflon coating and dust seal
Idling speed 2500 rpm
Max rpm 12500 rpm
Max power 7,6 kW at 8600 rpm
Recyclable parts in the engine 82 %
Emission values CO and HC According to EPA2 standards
Weight 12.1 kg complete engine (engine, starter battery and silencer)
7. What do we mean by an en -
gine of Dual Charge model?
If one looks at the inlet in the cylinder one
can immediately see the big difference. The
inlet is divided up into an upper section and
a lower section. If one then follows the chan -
nels one will see that the upper channels
go directly into the cylinder’s upper section,
while the lower section of the inlet leads via
channels down into the crankcase, just like an
ordinary two-stroke engine.
Insulating flange with two channels ensures
that the two streams of air are not mixed to -
gether. As you can see from the picture of the
cylinder, the two air streams continue each
of them through their respective channel into
the cylinder.
You may wonder why the air that travels on
the top side of the throttle doesn’t suddenly
stop when it no longer has any depression to
pull it. Well, when it comes to air it happens
to be the case that when one part of an air
mass moves, it pulls the surrounding air along
with it.
When it comes to the operating strokes,
when the piston moves downwards into the
cylinder, a port is opened in the cylinder at
which point the air stream that is not mixed
with the fuel streams in and rinses clean on
the top side of the piston. The result is that
when the mixture of fuel and air flows up
from the crankcase via the transfer channels
it meets with a clean combustion chamber.
Because of this the combustion is much purer,
which in turn means purer exhaust fumes.
R 95 has such good values concerning the
content levels of carbon monoxide, carbon di -
oxide and hydrogen carbonates (HC) that it is
able to meet the required emission demands
without the use of catalytic exhaust emission
control.
When the piston moves upwards in the
cylinder, in other words during the inlet and
compression stroke, a depression occurs
in the crankcase. It is this depression that
enables the engine to suck in air through the
carburettor. The throttle in the carburettor
divides up the inlet air into one part beneath
the throttle and one part above it. It is only
the air that travels beneath the throttle that
then sucks up fuel through the carburettor
jet. A rubber inlet flange sits between the
carburettor and the cylinder. The inlet flange
also has a plate that divides the air and fuel
mixture when the throttle is completely open.
However this is not the only advantage with
Dual Charge. The purer combustion also
means that the fuel consumption is reduced
and that the exhaust fumes do not smell as
bad as in the case of an ordinary two-stroke
engine. Dual Charge engines are also much
cleaner in the crankcase which has been
shown to have a positive effect on bearings
and seals.