MNZ AGM, anyone got any news?

[Billy]

Speaking of which, I know of a 1980 TZ 350 for sale. Got some history. Ex Bruce Woodley. Anyone keen? Let me know

Thats my old TZ,One of the few left using the genuine Yamaha frame,One very fast bike,Was clocked at 166MPH at the Featherston Flying quarter back in 1985,Has Mike still got it and what does he want for it???

[Ivan]

Thats my old TZ,One of the few left using the genuine Yamaha frame,One very fast bike,Was clocked at 166MPH at the Featherston Flying quarter back in 1985,Has Mike still got it and what does he want for it???

Holy shit the Featherston Flying quarter were aboutsin Featherston was that I am from the town of course was it the old East West Access?

[Ivan]

even inside 125's I did not think of that,

But the thing is I am all for them getting back out there and possibly getting there own class on its own but you would want the class to Viable before dedicating track time to them,

The average spectator doesnt want to turn up to Nationals to watch 6 bikes racing even tho it could be good racing 6 bikes does not seem enough to have here own dedicated track time but if the numbers were high enough then sure why not

I am not against the 250 come back I would prefer to see 250gp tho as there own class and not a part of f3

[Kiwi Graham:Me]

Well I think the 600 & 1000 superstock class is going to take off next season.
I like the Aussie rules = sensible cost effective performance mods allowed. Average Joe really can be competitive for very little money.
I suppose you could go down the whole blue print the motor and spend heaps if you were keen route. Tony showed us what you can do with a pretty standard R1 eh!

[Clivoris]

Shit hot discussion going on here. I thought the AGM, and the road race commision in particular, was very positive with people looking to make things work.

[slowpoke]

[QUOTE=slowpoke;1129765919]

What and where would such restrictors be placed...I am starting regret my wording already.....

This IS NOT a good idea Kevin!!!!

These are 2 strokes, so messing with restrictors, will probally cause a LOT of MECHANICAL failures, as there are NOT MANY cleaver 2 stroke tuners left out there mate

The MX dudes seem to be able to handle it alright, although the application is somewhat different. From a 2 stroke tuning website:

In general a small diameter carburetor will have high velocity and a good flow characteristic for a low to mid rpm power band. A large diameter carburetor works better for high rpm power bands. For 125 cc engines a 34mm carburetor works well for supercross and enduro and a 36 or 38 mm carburetor works best for fast mx tracks. For 250 cc engines a 36 mm carburetor works best for low to mid power bands and a 39.5 mm carburetor works best for top end power bands. Recently there has been a trend in the use of air-foils and rifle-boring for carbs. These innovations are designed to improve air flow at low throttle openings. Some companies sell carb inserts, to change the diameter of a carb. Typically a set of inserts is sold with a service of over boring the carb. For example; a carb for a 250cc bike (38mm) will be bored to 39.5mm and two inserts will be supplied. The carb can then be restricted to a diameter of 36 or 38mm.

[Billy]

Surely the safest and simplest way would be too give them a weight restriction,Somewhere around 130kgs would even the playing feild up.

[Shaun]

[QUOTE=slowpoke;1129768041]

The MX dudes seem to be able to handle it alright, although the application is somewhat different. From a 2 stroke tuning website:

In general a small diameter carburetor will have high velocity and a good flow characteristic for a low to mid rpm power band. A large diameter carburetor works better for high rpm power bands. For 125 cc engines a 34mm carburetor works well for supercross and enduro and a 36 or 38 mm carburetor works best for fast mx tracks. For 250 cc engines a 36 mm carburetor works best for low to mid power bands and a 39.5 mm carburetor works best for top end power bands. Recently there has been a trend in the use of air-foils and rifle-boring for carbs. These innovations are designed to improve air flow at low throttle openings. Some companies sell carb inserts, to change the diameter of a carb. Typically a set of inserts is sold with a service of over boring the carb. For example; a carb for a 250cc bike (38mm) will be bored to 39.5mm and two inserts will be supplied. The carb can then be restricted to a diameter of 36 or 38mm.

So where is the mention of of OLDER 2 STROKE road bikes in this?

[slowpoke]

Surely the safest and simplest way would be too give them a weight restriction,Somewhere around 130kgs would even the playing feild up.

130kgs? Blardy hell Billy, stop typin' and get down the chip shop fella! Oh.......you mean the bikes dontcha.....?

Yep, another option I was thinkin' 'bout too. Be good to see 'em out there, so I genuinely hope they come up with some way of making it happen.

[suzuki21]

[QUOTE=Shaun;1129768118]

So where is the mention of of OLDER 2 STROKE road bikes in this?

And new expansion chambers to suit ya reckon?

[suzuki21]

Why do people get so passionate about "needing" a National level class for every bike ever made? Most of the old 250 2-smokes should be damn near post classics by now, why dont we just call the Pukekohe classics meeting the nationals and be done with it? The classes need to move with the times or we would still have FZ750's in superbike.
People wanting a 250 class at national level? Yeh that worked good a few years ago didnt it, died a natural death so why is now different? The 250 class is dying world wide so why flog a dead horse? Speaking of flogging a horse, even tubby Chris Osbourne rode his lard arse to a win at Manfield on a 250.
We need classes that will have near full grids at every round, not just some guys that will say "we are doing the nationals", then turn up to one meeting.

[ttelp15]

Thats my old TZ,One of the few left using the genuine Yamaha frame,One very fast bike,Was clocked at 166MPH at the Featherston Flying quarter back in 1985,Has Mike still got it and what does he want for it???

Yeah Mike still has it, but he has no use for it. Last time he rode it was Cemetery Circuit 50th. Blew a head gasket. Hasn't been run since. Wants it gone to a good home - somewhere where it will get used, and not just sit in a shed (like hes done lately with it). Open to serious offers.

[Mishy]

I like the Aussie rules = sensible cost effective performance mods allowed. Average Joe really can be competitive for very little money.

To be quite honest, I fear that the exact opposite will be true in the 600's.
The whole area of modified stock has a REAL chance of making it a lot more dificult for most riaders to get the same performance without spending a lot of money.
At the moment, we can all fit a TTX36 for stuff all, and get pretty much any spring we want at a meeting any tme we want it - just go see Robert.
That makes it a pretty level playing field in that respect as far as cost goes.
Modifying stock means that the clever guys with time and money will be most likely to find something creative that works better, and also be able to buy the stack of springs etc so that they have all bases covered.
I can EASILY see the gap widening - not closing, and I can see it becoming somewhat more difficult for at least half of the field to avoid spending entire weekends wrecking tyres - which is where the most money is wasted with no residual value in 600 racing.

[Robert Taylor]

To be quite honest, I fear that the exact opposite will be true in the 600's.
The whole area of modified stock has a REAL chance of making it a lot more dificult for most riaders to get the same performance without spending a lot of money.
At the moment, we can all fit a TTX36 for stuff all, and get pretty much any spring we want at a meeting any tme we want it - just go see Robert.
That makes it a pretty level playing field in that respect as far as cost goes.
Modifying stock means that the clever guys with time and money will be most likely to find something creative that works better, and also be able to buy the stack of springs etc so that they have all bases covered.
I can EASILY see the gap widening - not closing, and I can see it becoming somewhat more difficult for at least half of the field to avoid spending entire weekends wrecking tyres - which is where the most money is wasted with no residual value in 600 racing.

I had one customer yesterday who said he was going to purchase a spare rear shock as he knows that revalve times are much greater than with racing specific shocks that are made in such a way that they can be revalved very very quickly. We have on occassion managed it in ten minutes with a TTX, and the front NIX system is now extremely user friendly.
Plus a whole new can of worms is going to be opened up with spring options. Not all brands and models are consistent meaning that there is a whole plethora of different spring dimensions and adapter plates required, thats before we even look at spring rates. Its just as bad with fork springs, if not moreso.
In our trailer we have an inventory of nigh on 30k worth of springs to look after our road race customers. The real positive is that most of the shocks out there are TTX meaning we only have to carry 2 series of springs for those. With fork springs we have made it as easy as possible for ourselves and therefore the end users, we carry only 4744 series Ohlins superbike springs that are used in all the cartridges and in also all of our SV650 Pro Twins installations.
Perhaps we have made it too easy for people and should be charging exchange fees every time where there is a legitimate improvement, as in theory much of this is dead money where riders should be purchasing their own spring options ( some in fairness choose to )
But one thing I will say is we are definitely not repeating that whole inventory again in respect to spring options for oem, people are going to have to purchase and carry their own options, TOTALLY essential for tyre ripping tracks such as Teretonga and HD.
And then theres revalve times, its wonderfully short with the new NIX fork system and TTX and you almost talk yourself into it as its not a big deal. Its a LOT longer to do oem stuff, who pays? Theres only 2 suspension techs at the main meetings and a third guy when he is disposed to do so. We are all stretched now and it doesnt matter how well prepared everyone is in pre season testing and irrespective of who does the work. There will be occassional issues at different tracks that will require respringing and also revalving.

Cheaper? Bollocks.

User friendly, definitely not. You wont be able to just cruise into pitlane within a short practice session and have your mechanic twist that hydraulic preloader to a new setting within 10 seconds or so. Has anyone tried to adjust rear spring preload quickly with those horrible manual lockrings on oem shocks, usually a little recessed inside the well of the swingarm? And there will also be people that could miss out on a revalve between practice sessions because they would now take so long to do. The big money teams who put up most of the money to have suspension tuners present always get first call, but with the user friendly nature of race spec aftermarket suspension we most usually have time to look after anyone else that may ask, AND THATS IMPORTANT!!!! ( so is being motivated )

Yes the gap would widen as the major distributor backed teams ( if they compete in Superstock 600 ) WILL purchase extra suspesion units to be able to ''leapfrog'' setting changes more readily

I can see the mentality of trying to keep the rules as consistent as possible with the dingos over the ditch but how many actually bring their own bikes here to race and what numbers are travelling from NZ?

There are as above lots of ''inconvenient'' practical realities and headaches that a lot of people just dont realise because as I have intimated in many ways we have actually made it too easy in terms of suspension support infrastructure. Any of those who have heard many horror stories from overseas will understand where I am coming from.