Messages

1

Engine and Bottom End / Piston Comparison

« on: February 12, 2017, 12:52:37 AM »

one other thing, i dont care who bores the cylinder, you can bet your bottom dollar im putting my bore gauge in there to double check the work

2

Engine and Bottom End / Piston Comparison

« on: February 12, 2017, 12:50:58 AM »

I'm not exactly sure what the cutoff would be for using .003 clearance pertaining to the piston size though, Neil. 330cc may be just under that threshold. I do believe exactly what you said about you engine and respect you opinion, but I had a different experience.

I had my first 363 piston set at .003 (technically .00295 by the bore man).This was using a Wiseco pro lite piston. I ran through 10 cycles on the engine prior to even getting on it and riding it. Then I rode it gently for the first time varying the throttle no more than 50% throttle. The engine was running plenty rich and plenty of oil. During the first ride it seized at 50% throttle. Tore it down, and it had a picture perfect four corner seize. Bore was too tight. And I use an amazing bore man. Nobody babies their engines more than me during break in. The four corner seize pretty much tells the story. I then checked with Wiseco and other engine builders. The cumulative recommendation was .004 clearance for that size and type piston. So I had the piston honed and ordered a new piston. Bore man set it up for .004 exactly and it ran fine ever since. That doesn't make this gospel, just been my experience.

i dont see much correlation between piston size and cold piston clearance. what it boils down to is the amount of expansion of the piston vs the amount of expansion of the cylinder. if you needed .004 to keep from seizing, that suggests to me that the amount of expansion was quit different between piston and cylinder. the old 500cc plated cylinders only called for .002 cold. piston/cylinder expansion must have been very similar

3

Lounge / 2017 KTM Counterbalanced 300cc 2-STROKE

« on: December 11, 2016, 02:48:15 AM »

ended up buying one of these bikes few months ago and forgot to post what I think but the 2017 is a sweet machine, atleast so far. the balancer is just one of many things that were changed on the new model. all new redesigned crankcases. crankshaft is positioned nearly 20mm higher and one of the trans shafts is higher if I recall also. no the buzzing isnt gone completely but theres certainly a lot less of it.  the whole chassis from the previous year was pretty much scrapped and they started over.  airforks are now standard equipment which are 3.5lbs lighter than previous upside down sprung forks. cooling system is one of the updated areas that I noticed right away. the plastic louvers in front of the rads that typically fit loose and function really only as rock shielding, are now tight fiting and actually serve a good purpose, forcing the air to go through the fins rather than spill out the sides. cooling passages in the head are supposedly redesigned but its hard to say whats different without slicing the head open. rads are a new generous sized single row design. protaper bars are standard along with footpegs and gear shifter getting all new designs to keep mud and debris from accumulating. im sure the rear suspension linkage geometry is likely something new since the overall seat height is alittle lower than last year but I haven't dug into the specifics on that. a lot of other little stuff like a super grip seat and high end D.I.D wheels. front sprocket is now held in place with a bolt and large washer into the trans shaft like Hondas, rather than a circlip like in years past. 38mm mikuni now instead of keihin. to find out more you can check out the ktm or Husqvarna websites http://www.husqvarna-motorcycles.com/us/motocross/two-stroke/tc-250-1/. might be spring before I can do anymore riding as the weather went to shit for this year

4

Engine and Bottom End / Ct350pv?

« on: November 09, 2016, 02:08:50 AM »

Jerry....Like a 2003 CR250R ?

not exactly. i dont believe late model cr250 has any adjustability or programing capabilities what so ever. unless theres some trick aftermarket parts available ? electrical isnt a bad method but with no way to alter its preset variables, i would just as soon have a mechanical system like the ktm

5

Engine and Bottom End / Case Clearance on +4mm Stroker Crank?

« on: October 10, 2016, 01:45:22 AM »

what youll want to do if you can is put the crankshaft in each case half separately then put the piston on the rod and put on the cylinder. lay the case half flat and somewhat level. by hand just turn the crankshaft and youll get a true representation of where any high spots are. trying to hold the rod centered with your hand is bad idea because if your not holding it exact then the clearance could be more or less of what it really is. .040" is more than plenty imo. avoid grinding the rod or youll probly get metal particals in the bearing. tape off any case bearings so they don't get aluminum particals

6

Lounge / Panthera Motorsports producing a TRX500cc 2-Stroke Motor for a TRX450R Chassis-2017

« on: October 01, 2016, 02:51:03 AM »

Those cases are from 2004-2005.....so they're utilizing the parts that are readily available....anyone can get the parts required to build it....just need the Billet cases, Crank & Counterbalancer.....It's a good way of thinking Keep costs down.

I was referring to the cr500 cases. if that's what they want to spend their time making, then so be it. its all cool.  hek maybe theres still a market for those parts. now put me in front of that cnc machine and ill be going in complete different direction

7

Lounge / Panthera Motorsports producing a TRX500cc 2-Stroke Motor for a TRX450R Chassis-2017

« on: September 29, 2016, 11:56:43 PM »

200k cnc that can make most anything you could dream of and theyre using it for replicating crankcases that date back to the early 80's. im completely dumfounded by this way of thinking

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Lounge / Panthera Motorsports producing a TRX500cc 2-Stroke Motor for a TRX450R Chassis-2017

« on: September 29, 2016, 09:57:20 PM »

i dont understand some of these shops that keep fooling around with stone age stuff. if you have the equipment and ability, why not design something new and fresh that actually has some power

9

Lounge / 2017 KTM Counterbalanced 300cc 2-STROKE

« on: July 11, 2016, 02:15:19 AM »

You get guys like me and I'm sure how aren't in the same issue but my hand fall asleep fast maybe the test risers had this issue.

well everyone has their opinion on vibration. having owned the latest generation 300 the vibes didn't bother me and certainly not to the point of numb hands

10

Lounge / 2017 KTM Counterbalanced 300cc 2-STROKE

« on: July 08, 2016, 08:34:09 PM »

Unfortunately this is probably dead on. Especially in Honda's eye's.

I don't think its just Honda

imo nothing that ktm is doing will alter the course the japs are on. I believe the 2stroke offroad market is plenty strong but for whatever reason the japs seem uninterested

about the counterbalancer. was it necessary... certainly not but since ktm redesigned the new engine from several different angles , im sure they felt the counterbalancer would be icing on the cake to make the whole package just that much sweeter and definatly more appealing to a lot of folks. chances are it will bring new people into the 2stroke market, imo.  I have a feeling that it may be very difficult to get one of these new models unless you have your name on a dealers waiting list

11

Projects / 443 Puma - Dune Motor Build

« on: July 08, 2016, 03:59:40 PM »

My plus 6 as had no issues with the crank.

thats good. hopefully it stays that way. when you thin out the material above the pin it can get alittle sketchy

12

Projects / 443 Puma - Dune Motor Build

« on: July 08, 2016, 03:52:04 PM »

sweet project. hopefully the crank doesnt give you any trouble with the lower pin being moved so high on the webs

13

Lounge / 2017 KTM Counterbalanced 300cc 2-STROKE

« on: July 08, 2016, 03:07:21 PM »

nothing new here , so to speak. they simply applied a old idea to a modern engine. one article even said they tried a prototype counter balanced engine quit a few years back but scraped the idea. maybe they couldnt get it sorted out at the time. in no way do i see this putting a new flame under the japs to make a modern 2stroke

14

Carburetor, Intake, and Exhaust / Oil Properties

« on: May 29, 2016, 08:36:43 PM »

depending which klotz your referring to, most of them have quit a bit higher viscosity and flash point than amsoil. I would think these are the reasons you may have saw extra smoke or black plugs. klotz is intended for a high end race engine. I don't use amsoil but it seems like ive seen it at most napas

15

Engine and Bottom End / Wet Base Gasket

« on: March 26, 2016, 03:35:03 PM »

klingersil is good stuff and what I always use.  alittle sweating isn't a big problem but you can use a small amount of sealer and the exterior sweating will probly go away. some people are super stitious about sealers that it must have a motorcycle on the label or its no good. permatex ultra black is what I always use and it does a good job. had engines leak free for years with that stuff. some of the other sealers are slippery and can in some instances make the gasket push out when its torqed down. don't use a lot or it spooges to the inside of the engine. then again you could run the gaskets dry and should be fine. make sure the dowels aren't holding the cylinder up