ts1 reedvalve

[soulsurfer]

Reed block info for Lambretta's seems a little thin on the ground, has anyone done any back to back testing ...

...I always thought the reed valve sits too close to the Boost port on a standard TS1 to actually get the best flow through it, so I always run a packer, even with a standard TS1 reed valve and manifold... But I might be wrong in my belief as I haven't tried any dyno runs to compare, just seat of the pants testing and a rev counter...

Anyone?

I understand that the best performance is with dual stage reeds and the stops removed therefore no need for the 5mm packer. Also, it's possible to re-profile the reed cage to perform better than a V-Force.

Oh, at least someone is open minded to entertain what I said. I didn't pluck it from the sky it came from a very reliable source whose dyno experience is second to none. I don't have any figures bu I believe what I was told.

[GP Kevo]

It stands to reason that if you obstruct the boost port, even a little, it will have a negative effect on performance (as long as we can assume that the boost port improves performance on a TS1). So, it stands to reason that unblocking the boost port would improve performance over a TS1 with a blocked boost port.

The V-Force reed block W design must have some positive impact on performance or why would the RB kits use what is a copy of the Moto Tassinari reed design? As I understand it, the shorter 8 petals on the V-Force open quicker as they have less distance to move over a traditional 4 petal reed block with longer petals.

Vince Mross was always good at writing marketing copy but here's what he said about the V-Force:

While the Annihilator utilizes the same bulletproof Wiseco piston and Yamaha rod kit as the Humiliator, it goes several steps further with the inclusion of a Moto Tassinari eight petal reed block, a custom matched MB Developments intake manifold, and Stage 4 porting. This results in a much snappier powerband in the lower rpms thanks to the eight petal reed block, screaming acceleration through the midrange thanks to the better flowing intake tract, and more top end power because of the improved porting.

It would be nice to see a real test, maybe a Scootering Magazine dyno test of a single TS1 engine and different reed blocks.

[J1MS]

It would be nice to see a real test, maybe a Scootering Magazine dyno test of a single TS1 engine and different reed blocks.

That was sort of what I was looking for, testing on a single set up as a comparison. There are many carb configerations, manifolds, reedblocks, packers, high & low primary compression high reving set ups low reving. But if you ask which is best for yours Yam V force packer no packer the replies are different for similar set ups. Maybe on one engine it's best but on another not so good but your hard earned cash is already spent for little or no gain in power over standard.
Im not saying that anyone is wrong or right just there is very little in the way of unbiased genuine direct testing but we, including myself buy what we think is best for our Lambrettas with no real fact based decision making.
If £100 gave you 5 HP through the power band then spend your money. But if that £100 only gave 0.5 HP then I would save that money and spend it elsewhere.
And that was my point in my first point. And having used just about every type of reed with or without a packer I have an idea of what works well ( seat of the pants riding) on my engine, but it's cost me over the years!

[GP Kevo]

I can say that going from Humiliator to Annihilator with V-Force on my TS1 actually made it a little more tractable in town which I didn't expect with a "stage 4 porting" done to the cylinder.

Scootering, how about a test of LTH, MB, AF manifolds on a TS1 with the same reeds, then a test of AF, Yamaha RD350 / Boyesen dual stage, and V-Force with each manifold. That should be enough for several issues.