no not on any that ive set up so far.kejj wrote:The GT manual suggest x13 or x7. On these needles, or in any needle for that's sake. Do you ever use anything else than the top 2 clip positions? Ever had set it up on 3rd or 4th clip pos?
In iron Lambretta cylinders we trust!
GT big block experiance : New GT crank info added
That's what I've figured.
In iron Lambretta cylinders we trust!
In iron Lambretta cylinders we trust!
________________________
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
Since the GT manual suggest a B7 ngk. I wonder, how's that b9 looking?
Last edited by kejj on Sun Sep 06, 2015 4:35 pm, edited 1 time in total.
________________________
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
Ok, here's my b7
Eden, what plug are you riding?
Eden, what plug are you riding?
________________________
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
Yesterday I hit a speed bump too fast and landed right on the exhaust manifold. 
Did not bend anything just destroyed the exhaust gasket. So while changing it I also moved the needle clip to top position. Rides much better now even on low revs and pulls over on the 4500+ revs without hesitation. Nice tip Eden.
Next some new plug stops to see how the plug is doing with this new jetting.
In iron Lambretta cylinders we trust!
Did not bend anything just destroyed the exhaust gasket. So while changing it I also moved the needle clip to top position. Rides much better now even on low revs and pulls over on the 4500+ revs without hesitation. Nice tip Eden.
Next some new plug stops to see how the plug is doing with this new jetting.
In iron Lambretta cylinders we trust!
Last edited by kejj on Sun Sep 06, 2015 9:28 pm, edited 1 time in total.
________________________
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
Lambretta LiS150 1965 - MBGM RT195 w/MBGM Clubman & Keihin PWK28
Lambretta TV175 1962 - GranTurismo 200 w/MBGM Clubman & Dellorto PHBH 28
http://tv175.wordpress.com/
-
Burnside
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- Joined: Wed Feb 22, 2012 9:22 pm
- Main scooter: Lambretta TV200
- Location: Norwich
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I was running a B8 but changed to a B7 for local riding as the B8 was sooting up a little with the intention of putting the B8 in for long runs. Just back from Mersea having forgotten to put the B8 back in but it ran absolutely lovely so will probably stick with the B7 that Rich recommendsMuppet wrote:b7 was hot b8 was ok; b9 was better ridden at full throttlekejj wrote:Since the GT manual suggest a B7 ngk. I winder, how's that b9 looking?
BR9EG most of the time but if I know I'm going to be doing fast motorway miles I put a BR10EG in.kejj wrote:Ok, here's my b7
Eden, what plug are you riding?
Change of plan with the prototype GT crank, As the 62mm version arrived before the piston I was waiting for to use in the engine with the 60mm version I decided to strip the 60mm out and install the 62 instead. My thinking is that running the 62 is a better test for the cranks.
So Yesterday I stripped the engine back down, took the 60 out and installed the 62, today Ive moded the piston to work with my tune, built up the engine and put it into my winter model and fired it up. So now at least one of the cranks have ran in an engine at last.
Tomorrow night I plan to re-torque the head, strobe the timing and then take it out for a few miles to bed the crank, bearing and ring in. then over the next few weeks ill try my hardest to break the crank
The crank is now in what was my GT230. the upgrade to 62mm has increased the CC by 8 CC so its now a GT240. I didn't bother altering the ports because there is a good chance ill put the 60 stroke version in at a later date. The tune would work better with the increased stroke with the ports bases lowered 1mm and the exhaust port raised 1mm to keep the blowdown the same but as I say, I can do that later if the 62 does stay together.
My 250 is now on the bench ready to have the head altered to get the port timing on that motor back to where they were before the head gasket blew on the way back from coast to coast. Since the 8 ball rally I have had to use my 250 running with much longer timings than intended due to having to raise the barrel by .7mm to be able to run with out a head gasket. I have waited so long because I have been waiting for a lathe to arrive since May to do the head changes on, the lathe is now up and running so both of the own GT motors are having a mid season spruce up and while that's happening I have to get some miles on the GT 250 special before I send it on to its owner.
not enough hours in a day, let alone weeks in a year!
So Yesterday I stripped the engine back down, took the 60 out and installed the 62, today Ive moded the piston to work with my tune, built up the engine and put it into my winter model and fired it up. So now at least one of the cranks have ran in an engine at last.
Tomorrow night I plan to re-torque the head, strobe the timing and then take it out for a few miles to bed the crank, bearing and ring in. then over the next few weeks ill try my hardest to break the crank
The crank is now in what was my GT230. the upgrade to 62mm has increased the CC by 8 CC so its now a GT240. I didn't bother altering the ports because there is a good chance ill put the 60 stroke version in at a later date. The tune would work better with the increased stroke with the ports bases lowered 1mm and the exhaust port raised 1mm to keep the blowdown the same but as I say, I can do that later if the 62 does stay together.
My 250 is now on the bench ready to have the head altered to get the port timing on that motor back to where they were before the head gasket blew on the way back from coast to coast. Since the 8 ball rally I have had to use my 250 running with much longer timings than intended due to having to raise the barrel by .7mm to be able to run with out a head gasket. I have waited so long because I have been waiting for a lathe to arrive since May to do the head changes on, the lathe is now up and running so both of the own GT motors are having a mid season spruce up and while that's happening I have to get some miles on the GT 250 special before I send it on to its owner.
not enough hours in a day, let alone weeks in a year!