The 150 case is very different than the 125, the gasket line is moved out alot.
Thus the transfer ducts and entries are WAY to big, and the case vol is WAY to big for 100cc.
But I believe the crank is more "full circle" than the 125 and may not need stuffers,cant remember.
I like using an insert in even a center plug setup like the 150 as without lots of poxy welds in the chamber, its impossible to drop the plug into the head to achieve a toroidal shape.
Here is the RGV100 head just been machined.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
The 150 case is very different than the 125, the gasket line is moved out alot.
Hmm, the VJ22 cylinder also bolts up to the RG150 bottom end. The head mounts are different between the cylinders but not the bottom end. Sure the cylinder needs sleeving, case needs some filling and the rod needs changing to run the required piston (havent looked at the reed yet) but in reality this is one of the easier water cooled bucket motor conversions. In fact its so easy Im willing to sell the RG150 to any interested parties, just drop me a line. Right Im off to look at one of my other unfinished 2 stroke project motors!
Father of the modern 2 stroke
Alfred Scott is maybe the grandfather. While i was looking for something on the net I came across something interesting. It seem the two stoke was invented on 1881 by another clever Scottish dude (not Alfred) but it had valves.
I had of course heard of the Scott motorbike and seen a lot of stuff about them, But was unaware some of them of the rotary valves.
He begun experimenting with 2 strokes in 1902 and ran a 3 port design but with a deflector.
The first IOM TT win by a two stroke was in 1911 by a two cylinder rotary valve liquid cooled Scott.
His rotary valve it would seem also controlled the engine speed.
Alfred Angus Scott was the holder of more than sixty patents and died in 1923 aged 48. His motorcycles were among the first to feature kick-starters, chain drives, and multi-speed gearboxes he even had a rudimentary form of autolube. He usually used simple two-stroke motors that were water-cooled – about 60 years before such cooling was “pioneered” by Suzuki and introduced with great fanfare on the GT 750.
Alfred Scott's first motorcycle was developed from his own 2 horsepower (1.5 kW) twin cylinder engine design which he hand built and fitted to the steering head of a bicycle. These engines were used to power equipment such as lathes and light machinery and Scott had been involved in the manufacture of 'Premier' pedal cycles. He developed this prototype into a motorcycle and six were produced under contract by friends with a car company called Jowett in Bradford. Scott patented an early form of calliper brakes in 1897, designed a fully triangulated frame, rotary induction valves, and used unit construction for his motorcycle engine.
Scott started making boat engines in 1900. He patented his first engine in 1904 (Patent GB 3367 of 1904) and started motorcycle production in 1908 with a vertical two-stroke 450 cc twin, with patented triangulated frame, chain drive, neutral-finder, kick starter (Patent GB 27667 of 1908),[and two-speed gearbox. His patented two-stroke engine designs are still the basis of modern two-stroke engines and features such as the first kick start, monoshock suspension, efficient radiators, rotary inlet valves, drip-feed lubricators and centrestands continue to this day. Scott's motorcycles were deemed to be 'too efficient' for racing against motorcycles of the same capacity, so their cubic capacity was multiplied by 1.32 for competitive purposes
An engine based on his design but updated but still ran deflector pistons Blair even had input' was sold in the 1970s and was raced with some success.The frame was Spondon.
The noise emitted was described as for all silk/Scotts. as YOWLING. I wonder if thats where Mike got his name from?.
The engines were noted for there smoothness.I can only find a description of the rotary valve but it seemed quite trick.They also had alloy barrels with iron sleeves.
The last pic is an Anzani rotary valve the engine was popular during the 50s and is rather unique in its rotary valve layout.They ran a single carb BTW
Also not fitting to kels question but I found out the other day why a lot of conrods were copper coloured.They were copper coated to allow the bearing surfaces to be carburised without affecting the other areas.
Kinky is using a feather. Perverted is using the whole chicken
Wanted to have a go at the pumper carb today and thought I would get all scientific and set a base line with the existing 24-28 Keihin side carb setup and then try the 24mm pumper but the clutch was slipping and I could not get it to settle down. I am not expecting power gains with the pumper, I just want to improve the crashability of the bike by getting the carb out of the way, hopefully without loosing to much power.
Tried for a new base line with the existing setup.
The clutch was slipping, but there is enough to see that the engine is still good (blue line) after two race meetings at Mt Welly.
Fitted up the pumper, and got it running. I was able to try adjusting the High and Low speed needles and fiddle about a bit. These carbs are totaly new to me so not to sure what I am doing but I expect I will get the hang of it.
The slipping clutch sort of spoilt things but there is enough there to see that the pumper (red line) should work reasonably well.
It looks like the pumper in its tucked out of the way position will be able to match the original side carb setup for power, so that's encouraging.
All in all not a bad result, just got to get that clutch sorted.
"Introduced in 1987, this 12hp four-stroke trail bike was launched to plug a gap in the lucrative learner legal Trailie market."
12hp yeah right
Pretty much the same as the GN/DR by the look of it, I got a few of those clutches lying around if you want one
"If you can make black marks on a straight from the time you turn out of a corner until the braking point of the next turn, then you have enough power."
Originally Posted by scracha
Even BP would shy away from cleaning up a sidecar oil spill.
Originally Posted by Warren Zevon
Send Lawyers, guns and money, the shit has hit the fan
Looks the same, you can have it, I must have 5-6 of them, I'll try and dig a good one out, GN/DR/SP all list as having the same clutch kit
"If you can make black marks on a straight from the time you turn out of a corner until the braking point of the next turn, then you have enough power."
Originally Posted by scracha
Even BP would shy away from cleaning up a sidecar oil spill.
Originally Posted by Warren Zevon
Send Lawyers, guns and money, the shit has hit the fan
Copper coating the rod or crank areas not needed to be hard,prevents the heat treat process from affecting the core - leaving it more ductile and crack resistant.
The company Heat Treatments have a paint on product that does the same job.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
Yeah Funny in the US market the differnt naming conventions & slightly different models they had back in the 80s esp when there was this huge boom & the play bike market was huooge. Yams sold MX range as a half way house between the YZ & the DT. The SP, well a little blured but as Kick sez a DR variant. We got SP370s pre DRs but the name seemed to live on in US. Either way Suzuki are very keen on the whole parts box engineering. Why change something that 'will do' if the tooling is already paid for?
Don't you look at my accountant.
He's the only one I've got.
Hmm, the VJ22 cylinder also bolts up to the RG150 bottom end.
Quick look on the inter knows everything web and I see the RG125F cylinder head bolts straight up to the VJ22 cylinder and has a straight plug as standard. I sure like Wobbles machined head with insert but for the cash strapped (or just plain tight like myself) then the RG125 head looks like a good option.
Weird thing is I always thought the bane of Disk valve was limited over rev.
No doubt there is a little bit of artistic license in the text and it is old.
pg 4 is actually pg 2
For TZ the bend on your inlet is that the su carb air filter bend? if it is are you slowly turning the bucket into a Morris Minor
Kinky is using a feather. Perverted is using the whole chicken
Reply With Quote
Originally Posted by wobbly
yeah right
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