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Most people mistakenly think that to get the extra power from an expansion chamber is as easy as just bolting one on. Not so. let me explain. The distance from the exhaust port to the beginning of the baffle (the cone that reduces diameter with distance from the engine) is the most important. The sonic wave, first created when the exhaust blasts into the pipe, bounces off the baffle cone and produces extra engine power at a certain rpm range dependent on the distance from the engine. For the target peak rpm power it needs to arrive back at the exhaust port just as the piston, traveling upwards, closes the transfer ports. That return pressure wave increases the pre-combustion pressure for increased downward force on the piston during combustion (of fuel/air). If it arrives too soon or too late then the peak potential engine power is lost. Arriving too soon, due to a too short header pipe, it forces intake fuel/air back down into the crankcase thru the transfers and there remains less fuel to be combusted. Arriving too late, due to a header too long, there is less time for the wave to raise the cylinder pressure to the maximum possible and the best pipe effect is lost.
How do you know what header length to use? Good question. It depends on ignition timing, cylinder compression, fuel mixture, exhaust port height, stinger diameter. Too many variables to accurately calculate. I can give a ballpark figure for a standard 48cc engine but its just a starting point. The right length could be longer or shorter than that. For quick easy testing I used rubber automotive hose for one or more test runs on a flat street to test for top speed. The hose was replaced once it was warped. After finally settling on a correct length I had steel tubing welded in place. Even being off by 1 inch can make a 1.5mph difference in top speed.
If your header pipe is too long then it benefits an rpm range lower than the peak rpm the engine is ported for. So it would give good mid range power but limit top rpm power.
If your header pipe is too short then you get neither good mid range power or good top rpm power. From all the photos I've seen I'd say most setups have too short a header. Most people get no more than a mean sound which makes them think there's more engine power.
Where to start
For a 48cc engine at sea level with a peak rpm of 6500 I would start at 37 inches (distance from beginning of baffle to piston face at exhaust port). If the exhaust port has been raised some then start at 39 inches. Here's a link for steel tubing almost the exact match for the header pipe diameter of the Grubee engine.
How do you know what header length to use? Good question. It depends on ignition timing, cylinder compression, fuel mixture, exhaust port height, stinger diameter. Too many variables to accurately calculate. I can give a ballpark figure for a standard 48cc engine but its just a starting point. The right length could be longer or shorter than that. For quick easy testing I used rubber automotive hose for one or more test runs on a flat street to test for top speed. The hose was replaced once it was warped. After finally settling on a correct length I had steel tubing welded in place. Even being off by 1 inch can make a 1.5mph difference in top speed.
If your header pipe is too long then it benefits an rpm range lower than the peak rpm the engine is ported for. So it would give good mid range power but limit top rpm power.
If your header pipe is too short then you get neither good mid range power or good top rpm power. From all the photos I've seen I'd say most setups have too short a header. Most people get no more than a mean sound which makes them think there's more engine power.
Where to start
For a 48cc engine at sea level with a peak rpm of 6500 I would start at 37 inches (distance from beginning of baffle to piston face at exhaust port). If the exhaust port has been raised some then start at 39 inches. Here's a link for steel tubing almost the exact match for the header pipe diameter of the Grubee engine.