Scooterotica

For what it's worth, I think with Ron's kit being alloy, large finned and moving on with the JL Clubman, you may struggle to capture a market with what folk are saying at the moment, so unless the large block GT can deliver more and cheaper it's not going to be easy. Personally, I'm not sure the market needs a 200 or another 225, don't forget the new RT kit is around the corner too, and that's paired with the BGM/MB Clubman too.

soulsurfer wrote:For what it's worth, I think with Ron's kit being alloy, large finned and moving on with the JL Clubman, you may struggle to capture a market with what folk are saying at the moment, so unless the large block GT can deliver more and cheaper it's not going to be easy. Personally, I'm not sure the market needs a 200 or another 225, don't forget the new RT kit is around the corner too, and that's paired with the BGM/MB Clubman too.

I was going to say the same - is there actually a gap in the market that makes another kit commercially viable?

I agree with the guys above - it looks like the market is about to be swamped with Big Block kits, ask Tino how many Mugello 200cc+ kits he's got sat on his shelf....

There would have to be a significant step change in performance in the GT for people to spend £500+ for a kit, and even then you're edging into Super Monza territory...

I'd buy one based on how good the 186 kit is and I don't have a small block case

You know everyone thinks cubes rule but they don't. My old gp was way faster with a stage 4 200 than my rapido 225. It was only when I went to a lighter mb piston that I got back on par with performance.

Will the mb pistons work? It could be an option for people who want more for more £££ (or at least feel like they have more)


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Is there demand for a blank cylinder only?

* Big fin
* Un-machined top and tail to allow latitude between 58 & 62 stroke whilst still giving options on timings once ported
* Bridged exhaust but not opened up to give flexibility on duration and TA once stroke is decided
* Transfers to match standard cutouts but sufficient meat to open up if cases welded
* Options and pricing structure ranging from blank cylinder through to fully finished 240.
* Options to supply reed, manifold, head, fully machining and finishing

Something on every price point, and options to wholesale too.


I also think the world needs a better inlet solution for Lambretta's that filters through a proper (though not original) air box, and doesn't involve a rubber tube with a 90 degree bend in it.

I have heard nothing but excellent things about the GT186. Everyone says that it does what it says on the tin!
The curiosity in me says i'd love to see how a 200 or 225cc would perform and i'd love to see one but i must admit if i was in your shoes i would consider how commercially viable it was and i'm sure you have.
There are a lot of options out there and when you get around the £500 - £600 mark you would be in competition with lots of alloy kits that come with heads etc so if you were going to do it maybe keep the cost down and go 200cc?

200cc with good low end grunt. Sustainable 70 mph top speed and the ability to cruise at a little over a satnav 60 mph sounds good. With TV rod as Martin posted earlier, nice and smooth. I was a bit sceptical about GT kits when they first arrived but they have proved their worth over the years and (like other cast iron engines) seem to be really good if well run in and loosened off before they are caned.

So IMHO there is a market for a 200cc big block GT kit.

Rich_T wrote:The question is this: Would you spend an extra £145 to get 25cc straight away or would you prefer to start at 200cc at a lower price and make your way to 225cc under your own steam and piston supply (Worsner etc)?

One more vote for cheaper and 200cc.

Corrado has it right - you need to play to your strengths. A 200cc bolt on with a reed and included manifold included that offers genuine 70mph, high mpg and use of an air filter is what a lot of people really want. Having tons of rebore opportunities and tuning options is simply a bonus. A new, untested, UK piston is just a waste of money when you have known reliable off the shelf options and so many other possibilities too.

You could split the difference and start at 210 on a 67mm YPVS and that would still leave plenty of rebore options and at least make your kit unique on the market in terms of capacity.

I'd say 200cc as it would provide an excellent kit in the 'off the shelf' format at a very reasonable price but still leave further tuning and/or capacity increase options available for those that want to do more.