ESE's works engine tuner

[Flettner]

I had to put a muffler on it.
Tune getting better. 'Siding Gib' throttle works beautifully.

[TZ350]

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Hi Henrik Y. That is a great Suzuki GP project. I love it and I will dig out the info for you on what was involved in fitting the TS 6 speed gear box to my 5 speed GP/NSR 110cc hybrid. As it will take some digging, please give me a day or two.

[husaberg]

Hello, I'm going to share some pictures of my Suzuki GP build

That's really great thanks for sharing it.

[TZ350]

Tune getting better. 'Siding Gib' throttle works beautifully.

Great to hear that the sliding Gib throttle works very successfully. Another world first for you.

I guess the sliding Gib idea could could also be used to vary the inlet timing at part throttle. Instead of being symmetrical. The throttled down inlet window could be moved about to the timing position where blow back through the inlet is reduced or hopefully even eliminated.

[Flettner]

Great to hear that the sliding Gib throttle works very successfully. Another world first for you.

I guess the sliding Gib idea could could also be used to vary the inlet timing at part throttle. Instead of being symmetrical. The throttled down inlet window could be moved about to the timing position where blow back through the inlet is reduced or hopefully even eliminated.

Thats where the electric throttle would be perfect, but beyond my pay scale at the moment.

[Pursang]

Thats where the electric throttle would be perfect, but beyond my pay scale at the moment.

Neil, you're Priceless!

[speedpro]

I balanced the crank after the Dragonfly75 calculator and it turned out very well, got rid of the nasty vibrations and I can rev it out so now the power band is between 8-11krpm. I had to fill in the original holes with aluminium and then put hollow steel plugs on the opposite side, not what you normally expect when putting on a slightly heavier piston.

I've had a bit of success with rebalancing flywheels with no maths involved. Those alloy slugs would reduce the counterweight which would suit a lighter piston or higher revs. The steel slug with the recess machined out would also reduce the counterweight which also suits a lighter piston or more revs. The increased revs are probably more important to be compensated for in your case hence your modifications whereas the force increase due to a heavier piston less so.

Given that cylinder geometry in the chassis, upright or lying down, and engine mounting rigidity and a few other things affect how it feels, it is always the end result that will guide future tinkering with counterbalance.

[F5 Dave]

Henrik. I've just been looking at Clake products in Auss for dirtbike rear hand brakes. Google them. Very spendy but can go down rabbit hole of assisted light clutch pull and combo rear brakes.

[husaberg]

Henrik. I've just been looking at Clake products in Auss for dirtbike rear hand brakes. Google them. Very spendy but can go down rabbit hole of assisted light clutch pull and combo rear brakes.

gee they have got spendy, pretty sure the original did both off one lever



was this the original?

https://www.clake.com.au/prices/clak...ever-standard/

or just like micks
https://www.youtube.com/watch?v=xlXZveDfdd0
https://www.youtube.com/watch?v=FZ48QWS-ZkQ

[F5 Dave]

There's lots of options as they evolve. That Baylis chap seems keen on the version shown for motard.

[ken seeber]

Henrik. I've just been looking at Clake products in Auss for dirtbike rear hand brakes. Google them. Very spendy but can go down rabbit hole of assisted light clutch pull and combo rear brakes.

Another servo type rear brake system is being developed over here in Western Australia. Here are a couple of links:
https://www.facebook.com/brakebutt/
https://motorbikewriter.com/brakebut...t-back-brakes/

Here are a couple of pics of the system fitted to my EXC TPI. We got involved in the early design and making these prototypes. Lots of guys in enduros swear by them. No need to use your right foot. It sort of feels like having power brakes after no assist.

[Frits Overmars]

I've had a bit of success with rebalancing flywheels with no maths involved. Those alloy slugs would reduce the counterweight which would suit a lighter piston or higher revs.

Engine revs won't influence the direction of vibration. They do however influence the vibration frequency, and a certain frequency in combination with a certain vibration direction can cause a resonance in the chassis. The remedy would be to change the vibration direction by altering the balance factor.

[F5 Dave]

Another servo type rear brake system is being developed over here in Western Australia. Here are a couple of links:
https://www.facebook.com/brakebutt/
https://motorbikewriter.com/brakebut...t-back-brakes/

Here are a couple of pics of the system fitted to my EXC TPI. We got involved in the early design and making these prototypes. Lots of guys in enduros swear by them. No need to use your right foot. It sort of feels like having power brakes after no assist.

That's quite a different approach. Have to think about that.

[wobbly]

Just to add to Frits analysis , the balance programe seems to minimise vibration in total, both x and y relative to the cylinder axis.
But its been well established that any vibration in Y , that is a vertical vector , is way more of an issue with regard to the riders hands and balls.
Thus having the absolute minimum all round may not in fact give the optimum vibration profile that does not excite the frame or rider in the y axis.
Having a low y at the expense of a higher forward/back vector may in fact be felt as way better , disregarding the forces on the mains and case tunnels.

[TZ350]

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Hi Henrik Y. Thanks for posting your Suzuki GP project. I loved the hand shifter modification your made that makes riding easier for you.

Here are some of the details about our gear box conversions. Our first one was fitting an early 5 speed TS125 box to the GP and then a later 6 speed TS125 box. We wanted to get rid of the big gap between 2nd and 3rd in the GP box and we used TS gear box's because our Bucket racing rules require non competition parts so TM and RM parts are out bounds for us.
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There is quite a bit of work in fitting an early 5 speed TS box to the GP. We cut of the front part of the GP input shaft and spigoted the TS shaft with a press fit into it and then welded so that the shaft finished up the same length as the original GP shaft. The TS shaft also needed drilling through for the clutch push rod.

Two of the gear selectors need building up on one side each (opposite sides) because the groves in the TS gears are wider than the GP ones. And the third GP selector needed grinding out to fit over the TS gear.



The 6 speed TS gear shafts are about 12mm longer than the 5 speed GP shafts. Which means the cases have to be spaced apart. and a center spacer made.



The center spacer and wider crankcase also means that the big end pin needs to be longer too.
We enjoyed the extra crankcase volume as it gave more room for the pipe to suck a good lung full of fresh mixture from.

The big challenge was relocating the spring loaded selector drum plunger. The indents on the 6 speed drum are indexed from the same start position but in a different place along the drum.



As well as the crankcase spacer we also used a longer (RD400 115mm with 22mm B/E pin) for even more crankcase volume. The spacer under the cylinder sets the exhaust timing to 80 ATDC. And the to of the cylinder was trimmed to get the squish right.