Ron Moss - Avanti TT3 - Cylinder Kit - Review & Test.....

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diesel
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It wont stop me from abandoning my alloy 225 and ordering one of these. "Possibly" and "unproven" sound like nitpicking.Incidently how would the lth reedvalve perform with it in an unmodified state? could it run without boost port and piston mods?
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ArmandTanzarian
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diesel wrote:It wont stop me from abandoning my alloy 225 and ordering one of these. "Possibly" and "unproven" sound like nitpicking.Incidently how would the lth reedvalve perform with it in an unmodified state? could it run without boost port and piston mods?
The LTH may be worth worth considering (someone will doubtless explain why this is either a good or bad idea). My Mugello was reworked to use one and it pulls like a train from practically tickover
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Adam_Winstone
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jonny wadd wrote:I have read the review in scootering on the avanti kit... And now I am unsure about fitting my kit, as in my opinion the review states there are quite a few disadvantages ...so I going to wait on some more long term feedback on this cylinder kit...
It should be noted though that many of the 'Cons' listed are either unproven or could be applied to any piston port kit that's available, e.g. reliability of central exhaust bridge may yet prove to be a HUGE Pro so this might have been better listed as un 'unknown', rather than Pro or Con. Likewise, how many piston port kits come with a manifold?.... and the comments about grinding/matching are a little harsh if you've ever bought some of the other kits that are available, where base and inlet gaskets are not even within 10 country miles of aligning, making the Avanti's casting and alignment a refreshing Pro compared to others.

With many of the Cons moved into the 'Unknown' list then the Pros and Cons become a lot more balanced. I don't think it a bad thing that Sticky has highlighted any of the perceived issues that he has and I like the honesty of his attempt to be unbiased. However, I do know that he's sticking miles onto his kit and I hope that his experience of the kit will allay some of his concerns and we'll see his subsequent update reports shifting some of the unknowns into the Pro category. An impartial and objective review of the kit is exactly what I am hoping to see and this early report, by its very nature, is always going to raise concerns (...are these Cons?).

A good honest introduction to the kit. What I'm really looking forward to are the updates in subsequent months as Sticky puts on the miles and the kit speaks for itself.

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It states power spread is narrow, I would have thought that would be a major disadvantage in a kit being sold as a touring kit? Looking at the dyno charts on rons website it would appear to have a very narrow powerband compared to say an RB225?
Adam_Winstone
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gtwildcat wrote:It states power spread is narrow, I would have thought that would be a major disadvantage in a kit being sold as a touring kit? Looking at the dyno charts on rons website it would appear to have a very narrow powerband compared to say an RB225?
What was it that Saxelby used to say about dynos in his advert? ;)

Dynos are great and I'm not suggesting for one moment that they are not, however, read what people are actually stating about performance on the road, where it matters. Consider the comments about touring speeds at low throttle openings, on what are already quite small carbs (for piston port), and the reality seems to be very different to what the graphs are showing. So far all those that are running the kits are stating that the kits have bags of grunt, without the holes in the power curve at low revs that many other revvier kits have.

I've ridden the demonstrator and the bike rides nothing like an RB, or even a standard TS1, as it is such a totally different power delivery and riding experience. The reality is that the kit seems to do exactly what it says on the tin, which is pretty much what Sticky is saying when the feature is considered as a whole. Go along and try Ron's demonstrator.... you'll love it!

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Rons demo bike had the fran race on it and Sticky is using a jl3.I found the fran race on it was perfect and had a wide spread of power.It had 4.8 in it but I would certainly consider 4.6 even with the race version.Rode really well.TS power with much better spread.
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sean brady scooters
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the negative point about the avanti kit being harder to kick over due to the low exhaust port doesnt really make sense either ..cos its not at all and why would it be because its about compression ratios . :lol:
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Adam_Winstone
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sean brady scooters wrote:the negative point about the avanti kit being harder to kick over due to the low exhaust port doesnt really make sense either ..cos its not at all and why would it be because its about compression ratios . :lol:
I think it is more a reflection on 'corrected' compression ratios being higher with low exhaust timings, when compared to the same geometric ratio head fitted to a kit with longer exhaust duration and lower corrected ratio. I've also found that mild road tune iron barrelled motors require a fairly hefty kick when compared to some of the revvier (extended exhaust duration) reed kits. In theory the corrected ratio and kick required could be the same between a mildly tuned Avanti 225 and a mega ported high comp (geometric) race tuned RB or other, which seems odd at first glance but makes sense when you think about it.

This goes one stage further when you consider that some of the auto advance/retard kits want to kick back at you at low revs because the motor is firing that much earlier, whereas firing closer to TDC encourages the motor to spin past TDC with comparative ease.

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Speed Demon
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sean brady scooters wrote:the negative point about the avanti kit being harder to kick over due to the low exhaust port doesnt really make sense either ..cos its not at all and why would it be because its about compression ratios . :lol:
Are you are demonstrating a lack of understanding Sean? Are you trying to say that exhaust port height does not effect compression?

Would you not agree that the compression ratio is the amount of trapped gas (once the exhaust port is shut) compared to the space it is compressed into at TDC?

What happens if you raise the exhaust port by tuning? - The piston travels higher before it seals off the port, so less gas is trapped. The corrected compression ratio is actually lower with a taller exhaust port. I'm amazed that you don't realise that? :lol:

You might not think that the Avanti is hard to kick over but my Mrs isn't heavy enough and she struggles to start it whereas she had no trouble with a TS1. I suppose I should count myself lucky that I haven't got a Russian shotputter for a wife...
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Andy Pickering
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Yes I agree their is more resistance when kicking it over.
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