2-stroke runaway
2-stroke runaway
(OP)
I've got a question that has been puzzling me for awhile, and figured I'd reach out to the collective wisdom of the group.
Bombardier makes a line of personal watercraft under the Sea Doo brand name. From 1998 to about 2004, they installed a tempermental engine made by Rotax in a line of high performance watercraft. This engine was called the model 947, with 951cc, 2-stroke, oil injected, reed valve induction, variable exhaust pipe tuning via their RAVE technology & water injection. These engines put out 130 HP, nothing major from a racing engine perspective, but pretty healthy for a consumer recreation vehicle. These are direct coupled to a jet pump that provides the motive power for the PWC out the back.
They are notoriously unreliable, many go south with under 100 hours usage, many self destruct with broken piston skirts ending up first in the crankcase, then all over the inside of the hull as the aluminum case shatters.....
But my question has to do with runaway. I rebuilt one and proceeded to get it running "on the hose", i.e. out of the water using a garden hose plumbed into the cooling system. The engine started and ran for a short time, and proceeded to runaway. When this happened, I quickly hit the stop button (which does nothing), and pulled the choke (which killed it) I knew to pull the choke, because this engine is known for runaway, and I had read that pulling the choke was the best way to stop it.
Bombardier specs call for setting the "out of water" idle at 3000 RPM, which results in an idle "in the water" of about 1500 RPM. Mine was set for about 3200 RPM. A well-known tuner of Sea Doo's recommends an out of water idle speed of 2800 RPM to prevent runaway on this engine. I set mine down to 2800 RPM and the runaway problem stopped.
What puzzles me is the mechanism for runaway on this particular engine. 2-strokes are well known for runaway if an extremely lean condition exists, but this particular engine does it when it is properly set up and jetted. I did a plug check at idle, and it showed a fairly rich condition. (plug check at WOT showed a nice tan color)
These engines don't have excessive compression, and are designed to run on 87 octane pump gas. A compression check reveals 135 PSI, which is right on spec for this engine.
This engine is newly rebuilt, so no carbon deposits are present for autoignition. It didn't run long enough for the plugs to get super hot for autoignition. The compression is relatively low for autoignition.
Can anyone present a hypothesis on why this particular engine does this at a slightly high idle setting?
Bombardier makes a line of personal watercraft under the Sea Doo brand name. From 1998 to about 2004, they installed a tempermental engine made by Rotax in a line of high performance watercraft. This engine was called the model 947, with 951cc, 2-stroke, oil injected, reed valve induction, variable exhaust pipe tuning via their RAVE technology & water injection. These engines put out 130 HP, nothing major from a racing engine perspective, but pretty healthy for a consumer recreation vehicle. These are direct coupled to a jet pump that provides the motive power for the PWC out the back.
They are notoriously unreliable, many go south with under 100 hours usage, many self destruct with broken piston skirts ending up first in the crankcase, then all over the inside of the hull as the aluminum case shatters.....
But my question has to do with runaway. I rebuilt one and proceeded to get it running "on the hose", i.e. out of the water using a garden hose plumbed into the cooling system. The engine started and ran for a short time, and proceeded to runaway. When this happened, I quickly hit the stop button (which does nothing), and pulled the choke (which killed it) I knew to pull the choke, because this engine is known for runaway, and I had read that pulling the choke was the best way to stop it.
Bombardier specs call for setting the "out of water" idle at 3000 RPM, which results in an idle "in the water" of about 1500 RPM. Mine was set for about 3200 RPM. A well-known tuner of Sea Doo's recommends an out of water idle speed of 2800 RPM to prevent runaway on this engine. I set mine down to 2800 RPM and the runaway problem stopped.
What puzzles me is the mechanism for runaway on this particular engine. 2-strokes are well known for runaway if an extremely lean condition exists, but this particular engine does it when it is properly set up and jetted. I did a plug check at idle, and it showed a fairly rich condition. (plug check at WOT showed a nice tan color)
These engines don't have excessive compression, and are designed to run on 87 octane pump gas. A compression check reveals 135 PSI, which is right on spec for this engine.
This engine is newly rebuilt, so no carbon deposits are present for autoignition. It didn't run long enough for the plugs to get super hot for autoignition. The compression is relatively low for autoignition.
Can anyone present a hypothesis on why this particular engine does this at a slightly high idle setting?





RE: 2-stroke runaway
i know the sled engines do, haven't had much time with the pwc engines
RE: 2-stroke runaway
RE: 2-stroke runaway
RE: 2-stroke runaway
RE: 2-stroke runaway
One person is adamant that the autoignition during runaway is caused by a glowing red spark plug. I don't think so; per my original post, these engines will runaway in as little as 5 seconds after starting, with no load on the engine at all. I don't see how 5 seconds (or 15 seconds for that matter) of a lean run at no load can possibly heat the plug electrode to glowing hot.
Does anyone have any good suggestions how to empirically find out the source of the autoignition, i.e. a way to check if it is glowing plugs or a carryover of the chemical reaction from the previous combustion??
(I thought of perhaps installing surface gap plugs and testing if it ran away...)
RE: 2-stroke runaway
Regards
Pat
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RE: 2-stroke runaway
But I'm wondering the 'the hose' is really providing enough water in the right places?
Mike Halloran
Pembroke Pines, FL, USA
RE: 2-stroke runaway
However, if the ground electrodes on plugs start to glow red after a few seconds, (or milliseconds per Mike) at a no-load idle situation, what temperature do they run under full load conditions? This doesn't seem right to me.
RE: 2-stroke runaway
But it goes on to say that these temps are usually only reached at peak torque loading. In my discussed runaway condition, there is near zero torque.
I have pulled the plugs after one of these runaway episodes. The plugs have a rich (dark) appearance to them; not like the typical white overheated look of a lean condition.
Based on the above, I still have trouble believing that the plugs are the source of the autoignition. However, perhaps in these conditions, what would normally be too low of a temp to induce autoignition, might actually induce it? (say 400 C?)
RE: 2-stroke runaway
Regards
Pat
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RE: 2-stroke runaway
RE: 2-stroke runaway
Firstly, I have seen several high compression SI 4-stroke engines that would continue to idle very roughly after the ignition was turned off - but, they certainly would not run at high RPM in "compression ignition" mode. Maybe 2-strokes behave differently.
Secondly I have witnessed very odd behaviour from a 4-stroke motorcycle engine with transistorised switching of the primary circuit triggered by a sender unit on the crankshaft. Switching off the ignition would stop the engine - but, disconnecting the battery would not always stop the engine which would continue to idle happily - certainly not in any type of autoignition mode. The workshop manual wiring diagram showed that the ignition switch cut the connection to the battery so it should have had the same effect as disconnecting the battery.
Anyhow the point I am trying to make is that Mr. Waterstreet's engine may well have a similar type of crank-triggered spark - maybe when he turns the ignition off the sparks continue.
It may be tricky to do but possibly Mr. Waterstreet should check to see if the plugs are firing as the engine "runs away'.
RE: 2-stroke runaway
Regards
Pat
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RE: 2-stroke runaway
I have seen a 2-stroke off road motorcycle engine run away and not stopping even after disconnecting the ignition lead.
Dan
RE: 2-stroke runaway
RE: 2-stroke runaway
With the 2-stroke jet-ski engine possibly the spark plug electrode (which could possibly be platinum or nickel alloy both of which produce catalyic effects) may be having a similar catalytic effect on the jet-ski engine's fuel.
I also seem to remember reading somewhere that the glow plug catalytic effect only works correctly over about 3,000RPM - which may explain why a lower idle speed stops it "running away".
RE: 2-stroke runaway
Any SI engine that is generating enough heat in the chamber to get the electrodes glowing will continue to run so long as the heat, air and fuel supply is maintained.
If the fuel is methanol, a lean mixture will increase both idle speed and chamber temperature.
If the engine is stopped by choking the airflow, but not the fuel flow, the engine will go rich prior to stalling.
Regards
Pat
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RE: 2-stroke runaway
Keep in mind that I am still trying to understand the two related dynamics of this situation, an autoignition event, which is where the engine continues to fire in the absence of an ignition spark, and a runaway event where the engine begins running faster and faster until it reaches a very high speed and achieves a stasis of sorts. All of this happening with no change in the amount of air or fuel delivered by the carburetors.
My main hypothesis is that the residual burning (oxidizing) charge from the previous combustion is being carried over to the next charge and igniting it. This event produces more relative power than the previous combustion event (only slightly) which causes the engine to begin increasing speed as well as continuing to run on its own without ignition power. Eventually the process reaches a stasis, where the "charge carryover" cannot effect more power, combined with pumping losses, and the engine reaches an equilibrium speed.
Does anyone have a better hypothesis? (Especially to explain the common two stroke runaway...I have never seen a scientific explanation for the event....)
I am attempting to find surface gap plugs that have the same depth as the stock plugs to at least rule out glowing ground electrodes as the source of the autoignition....
RE: 2-stroke runaway
This paper covers some research into the topic, relating to temperature and chemistry of the plugging charge and the effect it has on autoignition. Fairly interesting stuff if you're into that.
RE: 2-stroke runaway
Has anybody actually tried opening the throttle and putting the engine under load (like riding the bike or jet-ski) while it is running in this auto-ignition mode? Does the engine stop or continue to run?
RE: 2-stroke runaway
Regards
Pat
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RE: 2-stroke runaway
They never runaway in the water. Only when out of the water with absolutely no load whatsoever.
This presents another interesting dynamic. I wonder what the A/F ratio looks like when operating at its design intent at idle in the water (roughly 1500 RPM) versus when it is running with no load out of the water (roughly at 3000 RPM)? While butterfly opening stays the same, there should be more vacuum impressed, no? If this results in a shift to a more lean condition, then that would explain rapid plug heating and an autoignition event. However, if it shifts rich or stays the same, then I am still at a loss to explain it.
RE: 2-stroke runaway
What happens if you open the throttle during a runaway?
Anyone tried?
If the revs increase, then the ignition may be from exhaust gas. If the engine stops, then it was probably something glowing that was put out by the greater charge flowing through the comb. chamber.
Maybe it's one way for one engine type and the other way for another type.
Dan
RE: 2-stroke runaway
RE: 2-stroke runaway
RE: 2-stroke runaway
RE: 2-stroke runaway
Remember we are talking no load here; all ball and roller bearing so there is little friction loss. Doesn't take much to get the thing moving at a high speed.
RE: 2-stroke runaway
No air, no power.
No power no rpm.
To much air is getting in somewhere.
Regards
Pat
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RE: 2-stroke runaway
As I said in the beginning post, this is well documented phenomena with this engine design, not a problem due to leaky crank seals, gaskets, or some other leakage of excess air. Almost all of them will do this if the idle is set greater than or equal to 3,000 RPM.
RE: 2-stroke runaway
Here is where the lightbulb goes bling.. There is work against the case pressure and atmosphere. Bing!
With a carbureted 2 stroke ported for mid to high torque at mid to high rpm, vs ported for torque rise off peak and peak@high rpm as in a chain saw, if you set idle speed at an rpm where the engine operates just below the rpm of a resonant "band" where gas exchange and ve are poor rendering incoming charges highly diluted with the previous cycles exhaust, random hit-n-missfire occurs. When a few less random missfire cycles occur than power strokes then whammo, your engine may momentarily wind up to a higher rpm band where exhaust is more efficiently scavenged and its more power strokes back to back.. none wasted.. The less missfire with better scavenging, the more suction per unit time across the throttle, fewer misfire cycles pumping against atmosphere, more mass flow due to lower map.. all combined = Grenade pucker factor.
The set idle below 2800rpm has something to do with that most likely. Direct injected 2 strokes have eliminated this phenomenon and allows better port timing whereas carburators have to be accomodated via compromise.. yet another reason to ditch ancient carbs.. Who needs buggywhips?
That wasn't nice.
RE: 2-stroke runaway