my 90SS's

[Diablo]

Looking for a pilot Oz? Puts hand in the air and shouts me me me me me

[teamsequipe]

:biggrin:
The 'chequered' shirt goes with something a lot sexier than a Lamebwetta

Bloody hell........ I like that one too........ hmm !!?? Anyone wanna swap a small frame for a PushPak project bike ??

[tony]

Spose h had better see what it can do then

[tony]

Thought I would add a little info for those who are interested about the motors in the bikes over the years.
Back when I started messing about there were no forums or professional tuners to learn from that I knew.
My first real intense assault on tuning was for the 1999 grp3 championship. This was the yellow 90ss no.46 you can see in earlier pics. I still have the barrel but no pics of it. It was a linered et3 barrel using a 105rod, wiseco piston,very modified crank to gain more valve area and a one off pipe based loosely around Graham Bests/Kegra racing krp5 which was a rather fat belly pipe for the time. I gave the spec I wanted to Graham and he made it in house for me just prior to me working there. Ignition was mappable made for me to link in with the lumenition by Superchips. With masses of free dyno time at the local motorcyle dynojet unit I was able to learn quite a lot about moving heat around a motor and using it to your advantage. The cases are below.



No welding is allowed in group 3 to port area hence the stator plate becomes part of the transfer port. You can see the hole in the lhs port
I experimented with primary comp/crank profiles and soon realised that these motors suffered. Spending hundreds on padded rotary valve cranks with wider inlet webs, 97,105 and even 110 rods in the process.
I dont have graphs from this time... power was around 15hp but the band was wide helped by the ignition. I won grp3 in 2000 on this motor. There wasnt much competition I admit. Bsso Champ Mark Green was in my class but didnt compete a lot that year. However the bike was finishing 3rd or 4th consistantly in grp 4 and the following year I asked for the lower cc limit to be dropped on grp4 to allow me to compete with the big boys.
However.... that year kit barrels were allowed... all of a sudden power started to rise so I proposed the malossi/polini and pinasco barrels for grp4. My first malossi 135 is below.



Again wiseco piston, single ring. Center plug head made from an MB blank and machined to my spec. Thin squish band area for the time.. This motor was designed to rev. I also reversed the port order using the boosts to purge the cylinder and spread the band... my thinking was i would always be down on peak hp compared to the 200 cc lambrettas so I had better gain area under the graph in another way.. the best i saw from it was 18 hp or thereabouts on jb's dyno. I may be able to get a graph.





This motor was rebuilt for newcomer Gareth for the 2010 season. He did pretty well once he learnt how to get the best of the motor even beating Adspeed on his falc (153cc) 50 special (sorry ads)

As the years went on I designed 2 pipes based on my knowledge at the time. Pete Gibson made them for me.
The first was way too short... and I realised that what you read in books relates mainly to watercooled motors. The later version below worked well..



In around 2004 the fabrizi barrel was commercialy available. However this required a spigot mod which is not allowed in grp4. So I came up with a plan and after a chat with the bsso they allowed me room to build and develop this motor to see if i could make a smallframe a frontrunner in grp 4 or 5. It was on a 'no points' basis.
The motor was built using an extra long rod. 61mm wiseco piston, 10mm packer. This motor had to use the case spigot area as part of the barrel. The piston skirt only just kissed the casing but it worked well. You can see the location packer below.



basically the packer was stepped to locate the barrel and at the same time allow itself to become part of the inner liner itself. I had the packer machined in situ in order to become as one with the casing and barrel.
I was going to nicasil this packer and even the case if required. It never was.

I think this is the inlet from the 150 fabrizi... it was the same spec on the 135 malossi.



The barrel came sand cast and was very rough. I had to strip it and bore to the 61mm to in order to get the piston support described above. The port work done and the barrel and head was 'frozen solid' cryoed. Head was another lambretta blank machined to suit with around 10:1 comp ratio. I didnt believe in high comp.
Due to the massive bore x stroke I had the motor dynamicaly balanced by an F1 tuner. After the power went up 1.5 hp and my bank balance went down by a hell of a lot..
Pipe was this time a down and forward proto.





So 22.4 hp.. no welding. I was fairly pleased with it...racing it 3 or 4 times usualy with clutch troubles until the xl2 unit was available...

You can see from the graph the effects of the ignition and the fact the pipe wasnt working 100%. But then again this was 8 or 9 years ago when this work was done.

Then I got a kick in the teeth and a boost at the same time as lauro introduced his 153cc reed kit. I dropped the fabrizi project once i saw the quality and map on this new barrel. It uses Rs honda technology as it would do with that being Lauro's background. At my time at Kegra Graham supported two rs125s.. I built those motors but the lauro design was different, similar to the later spec Rs barrels with up angles on the mains instead of the secondaries. Its interesting how port angles go this way, back that way the following year as manufacturers try different ideas.

Meeting Charley in 2006 I realised I knew nothing about tuning really and asked him to tune the falc i race today.

[shamrockexpress]

Very interesting i hope you aint going to stop there...........i,vejust degreased a set of PK CASINGS

[Supereibar]

Class señor Tony

[Avantone]

Hi Tony,
What's the deal with the cylinder studs on the exhaust side? Do you drop liners down post porting, are do they sit in the gas flow?

Love that packing piece - great solution.

Could you say any more about which parts were dynamically balanced (all rotating?). Presumably the motor felt significantly smoother - did it help increase the rev range of the motor too?

[tony]

thanks tony... hope all is ok with you mate.

The exhaust sleeves you spotted were fitted recently.. in fact all four stud holes have the sleeves now as this motor is being rebuilt for a mate.. (this time with a falc case reed conversion... )
I ran it with open studs to get the back wall angle I wanted on the secondaries and to remove the cast lumps on the exhaust side. It was simply sealed with O rings either side of the ports. The top area and bottom is of course seal by the head and packer anyway.. but as its now going to someone else I wanted it more professional.
Balance wise the fella couldnt believe the casings could take the forces. He wanted to improve the crank and balance this way but with the timings I used and how I profiled the crank it was easier to simply fit a small weight to the flywheel at a given point. The plan was eventually to remake the crank and take it back....

This is what it sounded like.. I was testing a mikuni back to back with dellorto at the time

http://s228.photobucket.com/albums/ee11 ... deo005.mp4


The motor below is maybe more interesting...
This is what is fitted to the red 90ss.
Its a case reed (cr125) with a T5 barrel. I built several of these conversions maybe ten years ago now. The first was a rotary with race inlet timing and trans/ex. A close ratio box was fitted to help.



the barrel in that photo is the first barrel I did. Its simply a modded T5 barrel to the above race spec. Quite a lot of attention was paid to the exhaust port area as it bottle necks on this barrel.
The next one was reed and power was 21 or thereabouts on Jb's.

The barrel below was the next one I did. This time its a linered down to 58mm T5 malossi 172 barrel. The reason for this was to get the roof angles the malossi uses. While I was there I made the bridged port because i had never done one before tbh!
I still have that barrel.. but since then 54stroke cranks became available so I have gone for this with a longer rod too... and a new barrel to 60mm is in progress (one day!) and hence the casings have been machined out in readiness for the larger spigot.



This is what the 135 sounded like. the first bit of noise on the video is Jb porting

http://s228.photobucket.com/albums/ee11 ... I_0870.mp4

[soosh]

thanks tony... hope all is ok with you mate.

The exhaust sleeves you spotted were fitted recently.. in fact all four stud holes have the sleeves now as this motor is being rebuilt for a mate.. (this time with a falc case reed conversion... )
I ran it with open studs to get the back wall angle I wanted on the secondaries and to remove the cast lumps on the exhaust side. It was simply sealed with O rings either side of the ports. The top area and bottom is of course seal by the head and packer anyway.. but as its now going to someone else I wanted it more professional.
Balance wise the fella couldnt believe the casings could take the forces. He wanted to improve the crank and balance this way but with the timings I used and how I profiled the crank it was easier to simply fit a small weight to the flywheel at a given point. The plan was eventually to remake the crank and take it back....

This is what it sounded like.. I was testing a mikuni back to back with dellorto at the time

http://s228.photobucket.com/albums/ee11 ... deo005.mp4


The motor below is maybe more interesting...
This is what is fitted to the red 90ss.
Its a case reed (cr125) with a T5 barrel. I built several of these conversions maybe ten years ago now. The first was a rotary with race inlet timing and trans/ex. A close ratio box was fitted to help.



the barrel in that photo is the first barrel I did. Its simply a modded T5 barrel to the above race spec. Quite a lot of attention was paid to the exhaust port area as it bottle necks on this barrel.
The next one was reed and power was 21 or thereabouts on Jb's.

The barrel below was the next one I did. This time its a linered down to 58mm T5 malossi 172 barrel. The reason for this was to get the roof angles the malossi uses. While I was there I made the bridged port because i had never done one before tbh!
I still have that barrel.. but since then 54stroke cranks became available so I have gone for this with a longer rod too... and a new barrel to 60mm is in progress (one day!) and hence the casings have been machined out in readiness for the larger spigot.



This is what the 135 sounded like. the first bit of noise on the video is Jb porting

http://s228.photobucket.com/albums/ee11 ... I_0870.mp4

Something about tuned smallframe barrels,you can look at lambtetta stuff all day and get bored,but you could cut that pic out and stick in ur wallet.

[Darrell Taylor]

some fantastic work there tony that you should be very proud of,im sure with corrected compression and a better pipe that the motor would be right up there with the latest offerings ,the cylinder looks up to it (but still space for 2 extra transfers )