i think we could say that honda engineers knew a thing or two. but i have to question a few things they did. a large majority of the engines were bridged exh. i dont recall even 1 single person with a fair amount of 2t knowledge saying they would prefer a bridged design. all the highest of the high performance engines use mono port with auxillaries. it just works better
its been proven a longer rod works better on rotary valve engines. as for a reed valver a shorter rod may work alittle better, maybe. i suppose there would be 100 variables that need to be concidered also. with a short rod i guess the case compression could be higher and perhaps the reed valve will work better if the pressure differentials are greater. i have to wonder if that isnt part of the reason for the honda rod length which is the same length that all the other 250 bikes use. but once the engine is modified how much of the factory engineered parameters go out the window for something better ?
while we are on the subject, im not a big fan of hondas choice for ring pin location. it just limits the width on the rear transfer ports. so i see it as a poor choice of location with no benefits
im not baggin on honda because i own one myself but i dont see those engineers as geniuses like some poeple try to make them out to be
