Scooterotica

cezeta, like special X suggest,s, have a go yourself, just dont go mad, you can always take it off for another go at a later date . Mine,s no rocket, but i still feel chuffed knowing i,ve done somthing to it myself thats made it better. How broady and the rest ever had the patience to tackle a cast barral is behond me but its not so bad on alloy, have a go , softly softly mind you.

.....is there a special cream i can rub on it to make it faster

im happy matching and blending i just have no interest/idea about timings...until now.

i have a use for the existing 58 stroke crank so im not bothered about replacing it with a 60mm stroke, so ill do that.

specialx are you saying go to 152 degrees with the 60 crank or 58? i dont yet understand the relationship/ effect on stroke and rod on timings.

i pumped some numbers into a bit of port timing software but got some conflicting answers to what i expected

oh and since my last rambling moaning, i have changed the 25mm delly to a 24mm mikuni. instant improvement, i then put on a b race pipe which has made it faster still.

so im of to do a dyno run and set up the carb on wednesday and see what the power delivery looks like on the graph. i can then see how much damage i do with the dremel

on the last run it was 12bhp

Ian Hepworth wrote:More from Mark

Not many of you know that I did the original pattern and development
work for the SR cylinder. When the kits arrived it was nothing like
the quality promised. MBD have done over 200 kits, but as most were
tuned by myself it got to be a bit of a bind. With the correct
fettling, tuning work and with the right piston it is a very good kit
even with a non PC iron liner. As time has gone by even the highly
tuned ones have proved to be very reliable. We stopped selling the
kits after lots of trouble with the original piston with rings. We
moved to other pistons and conversions but were all expensive and time
consuming. Lots of the original ideas and more have gone into our new
Race-Tour cylinder kit.

Also Ian, the hassle of the 115mm conrod and the Mitaka ST185 pistons... Lets not forget, is something that adds weight into the whole process of making the kit worth it. I However think its not a big of a deal if, again you have a tuner on your side who can do all these transformations propperly. Good kit IMHO.

Regards,

Jaime

Supereibar wrote:

Ian Hepworth wrote:More from Mark

Not many of you know that I did the original pattern and development
work for the SR cylinder. When the kits arrived it was nothing like
the quality promised. MBD have done over 200 kits, but as most were
tuned by myself it got to be a bit of a bind. With the correct
fettling, tuning work and with the right piston it is a very good kit
even with a non PC iron liner. As time has gone by even the highly
tuned ones have proved to be very reliable. We stopped selling the
kits after lots of trouble with the original piston with rings. We
moved to other pistons and conversions but were all expensive and time
consuming. Lots of the original ideas and more have gone into our new
Race-Tour cylinder kit.

Also Ian, the hassle of the 115mm conrod and the Mitaka ST185 pistons... Lets not forget, is something that adds weight into the whole process of making the kit worth it. I However think its not a big of a deal if, again you have a tuner on your side who can do all these transformations propperly. Good kit IMHO.

Regards,

Jaime

When I first started working for Mark 8 years ago he spent 40 hours a week with his darth vader mask on, hunched over a barrel tuning.
This has given him long term back and shoulder problems.
The whole "racetour" concept is about bringing the quality to bolt on parts. Yes you can save a few pennies by running around getting a piston here, a rod there, a head there and then send it all to someone else to try and build it all but it's all about building good engines using off the shelf parts with the minimum of fusss.

as far as port timings are concerned i think that its not just the timings but the way the ports angle and flow, you could have 2 barrels on the same motor with the same port timings but 1 of them will be better than the other. but looking at the chart the honda/kegra looks to be fun from my point of view
surely rideability is down to the individual, myself i prefer a revvy kick up the arse powerband, whilst others might like the smoother 4 stroke power delivery.
if ya got the money then get the rt
if you aint and can do the work yerself then get porting

Ian Hepworth wrote:

Supereibar wrote:

Ian Hepworth wrote:More from Mark

Not many of you know that I did the original pattern and development
work for the SR cylinder. When the kits arrived it was nothing like
the quality promised. MBD have done over 200 kits, but as most were
tuned by myself it got to be a bit of a bind. With the correct
fettling, tuning work and with the right piston it is a very good kit
even with a non PC iron liner. As time has gone by even the highly
tuned ones have proved to be very reliable. We stopped selling the
kits after lots of trouble with the original piston with rings. We
moved to other pistons and conversions but were all expensive and time
consuming. Lots of the original ideas and more have gone into our new
Race-Tour cylinder kit.

Also Ian, the hassle of the 115mm conrod and the Mitaka ST185 pistons... Lets not forget, is something that adds weight into the whole process of making the kit worth it. I However think its not a big of a deal if, again you have a tuner on your side who can do all these transformations propperly. Good kit IMHO.

Regards,

Jaime

When I first started working for Mark 8 years ago he spent 40 hours a week with his darth vader mask on, hunched over a barrel tuning.
This has given him long term back and shoulder problems.
The whole "racetour" concept is about bringing the quality to bolt on parts. Yes you can save a few pennies by running around getting a piston here, a rod there, a head there and then send it all to someone else to try and build it all but it's all about building good engines using off the shelf parts with the minimum of fusss.

Well Ian, un/fortunately Mr. Broadhurst is one of the "big ones" out there, and as you described and as he wrote in his famous tuning essay about his experience on tuning (that I've read probably about twenty times cause I find so amusing), all he did was tuning NON STOP for years. If you are a number one, be sure as hell that people will do whatever to have you on your side (what am I telling you that you don't know?).
Still, my argument is that there are tuners out there, just as capable to do a minimum number of tunings (big or small jobs) per month just for the fun of it and make many people happy in exchange for a bit of cash. The world of two strokes would be a bit boring if we all where equal on the road. Imagine a rally where everyone had the same piece of kit? How akward would that be?
Just some thoughts, brainstorming really. But you have a very good point don't get me wrong. I have a DL200 engine that I bought from Rimini years ago, that is now staring at me, whispering: "Race Tour Meeeeee.....Race Tour Meeee!"

J.

Does the RT kit need a special exhaust manifold? It has four stud holes.

ArmandTanzarian wrote:Does the RT kit need a special exhaust manifold? It has four stud holes.

It will work with a standard type manifold. The new 4 stud manifolds will work with old barrels too but obviously only 2 studs are used.

Ian Hepworth wrote:

ArmandTanzarian wrote:Does the RT kit need a special exhaust manifold? It has four stud holes.

It will work with a standard type manifold. The new 4 stud manifolds will work with old barrels too but obviously only 2 studs are used.

I guess this is the other way around as well? Will this barrel work with an old manifold?