Two-stroke drooling time

[Eddieb]

112HP, 135kg. A 500cc twin mounted in an RS250 frame, and you can buy one or a kit for your own frame.

Manufactured in Aus.

http://www.twostrokeshop.com/Aprilia_RS500_2008.htm

[driftn]

That is the money right there. I want one, No two. Wow lhgfklashbflajkfhjdflkajsdhflkjhsdaflkjshd. That is awesome.

Read the first little bit looked at dyno graph. how much does it cost.

[eelracing]

A quote from the web site;

"This site is for two-stroke die-hards who believe motorcycling should be about raw thrills, not push-button traction-controlled easy riding."

say's it all really,and they're saying for the price of a modern middle weight sportbike.I'm sold.

[Hitcher]

It usually takes more than two strokes to make me drool. Call me old-fashioned...

[McJim]

It usually takes more than two strokes to make me drool. Call me old-fashioned...

2 stroles are the pinacle....how can there be any more?

[cs363]

Mmmm now that's tasty....anyone know what the price is? It was probably staring me in the face but I didn't notice any pricing.
While we're at it, how about this for a tasty 2 smoker:

[CHOPPA]

Mean! I want one to sit with my new cr500!!

Hey actually the guy that is building the engines is a kiwi! He used to do all the work on my cr125s his name is wayne wright "wobbly" cause he had a crash i think at daytona and he is pretty much paralysed but can still walk!

[jade]

Im in touch with these guys trying to get myself a job
Who wants a carbon tank/subframe/every bit and piece ?

[skidMark]

It usually takes more than two strokes to make me drool. Call me old-fashioned...

I would have thought at your age hitch you would have enough trouble just to get it up?

[pete376403]

Im in touch with these guys trying to get myself a job
Who wants a carbon tank/subframe/every bit and piece ?

Will let you know after the draw tomorrow night

[geoffm]

This is dead sexy - RZ500 motor in a R1 frame - and looknig good as well.
http://www.motoblog.it/galleria/big/...lindri-500cc/7
Scroll through the photos with the "foto sucessiva" linkie

[flyingbrick]

Hope he doesnt mind me posting this for all to see... Here ya go. I'm still dreaming.

Hello Nathan,

Great to hear from you - a fellow stroker enthusiast is always welcome in our house! Apart from being total two-stroke nuts ourselves, Wayne and I believe that the world needs motorcycles that have both high power and low weight, with all the tremendous dynamic ability that enables.

I mean to say, 50HP, 110kg supermotos are nice - they are light, but disappointingly low-powered. At the other end of the spectrum we have today's 'Stuporbikes' - litrebikes with more than 160HP but weighing in at a hefty 200+kg when fuelled.

We believe a sports motorcycle should have the capacity to take your breath away, to be truly, utterly astounding. Thus, the RS500. This is a street bike of extreme fun.


If you are considering building your own RS500, below is a listing for Supply of RS250 to RS500 Conversion Parts - also there is the addition of the modified dogbone/suspension rocker unit which is necessary because we need to keep the 123mm belly of the pipes - we will accept no compromise to the optimised expansion chamber design - whilst ensuring perfect suspension functionality. This mod also saves weight, and replaces the OEM mild steel dogbones with thinner yet stronger custom-designed stainless units.

Gearboxes we are using are an amalgamation of Banshee and RD ratios; to close up the ratios overall.

We are using Barnett clutches, www.barnettclutches.com which have the advantage of stainless steel inserts on the basket fingers, to eliminate grooving of the fingers. Typically we are using setups with Kevlar friction plates, and alloy rather than the usual steels; these are a third of the weight of steels and therefore spin up much faster.


Also, below we have listed Supply of TSS500LC/ TSS500GP Engine Components.

These bikes and engines are not cheap - but they are top-shelf units, designed and tested by our in-house GP engineer, Wayne Wright. This is the pinnacle of road and race-going two-stroke technology. However, the prices given below are based on our costings when buying 10 x cylinder assys, 10 x crankshafts etc. at a time, for making batches of 10 engines. We are shortly to purchase components to build 100 engines, after which we hope to be able to pass significant savings on to our customers. We will be announcing these new revised prices on December 15th.


In terms of power characteristics, take a look at the attached dyno runs of the LC and GP versions; notice the LC is a MUCH wilder engine, more classically two-stroke and bonkers. Mind you, that particular LC engine was running 17cc head inserts, slightly modded ports and race fuel, and FCR carbs, so it's pretty much GP spec, but just with no power-valves. A typical LC with 35mm PWKs and 19cc head inserts would make about 12HP less, and be correspondingly more grunty in the low end and midrange. But you only have to see the difference in the power/torque figures at 6000rpm to get a really good idea of the incredible differences between the two engines.

Which engine is more fun? The LC. Which will push you fastest around a track? The GP.


Regarding reliability, the GP would end up being more reliable in the sense that it doesn't need to be revved high to go like hell. Therefore the engine lasts longer between rebuilds, assuming of course you are doing mixed street/track riding, and not maxing it on every gear change.

The TSS PV system is much easier to access, clean and maintain than the Yamaha YPVS system, involving just the removal of four Allen bolts to remove the PV covers and get at the blades.

So like with anything, you need to look at the meaning and context of 'reliability' as it applies in each case. I mean to say, the GP engine is of course more complex and the PVs need periodic maintenance and the cables need adjusting etc. and there is always the chance of PV stiction. But then again, the GP makes 44HP even at a middling 6000rpm, which is plenty enough to launch strongly off the turns. The engine is of course easier to ride.

But you can only expect 28 to 30HP @ 6000rpm from the LC; that's quite a big difference. But then again, once over that magic 6000rpm hurdle, your eyeballs will be flattened and your lungs collapsed by the immense acceleration.

It's all relative of course. Riding a bike with the LC engine, it actually feels quite torquey at low/middling revs - it's certainly enough to zip through traffic. But compared to what's beyond 6k - hellfire and delicious damnation - the thing is utterly insane. But we believe one ought to be able to buy a truly insane road/track bike, that leaves you a gibbering wreck after every ride.


The other thing is that you can convert the LC cylinders to GP spec later on, should you choose to. Or, sell your LC cylinder and buy a GP setup.




The response to the RS500s and the TSS500 engines has been tremendous; accordingly the lead time for supply of a TSS500 engine kit is around two months. We typically ask for a 20% deposit to begin production, (deposits taken now will apply to the new December 15th prices; expect to pay around 15% less than currently published rates) and we establish a build progress web page for you to view, which is updated daily.

First of all, we run through with you an exhaustive list of options, then from this we can arrive at a final pricing. For shipping to EU, it depends on the speed of shipping for the price - also of course the kit without crankcases/gearbox is much lighter and cheaper to ship than a fully completed engine.

Over to you for now then.

Exciting times. Truly exciting times. I thank you kindly for your continued interest in the project. Do let us know if you are interested in proceeding further.



Many thanks,
Stephen Rothwell


* SUPPLY OF RS250 TO RS500 CONVERSION PARTS - all prices in $US
* Engine mounting cradle c/w all fasteners: $450
* AFAM 28mm offset sprocket, 16T or 17T: $185
* Trimmed rear shock rocker arm, fitted with new bearings/seals (necessary for pipe clearance): $280
* New stainless steel dogbones x 2: $85

TOTAL: $1000


--------------------------------------------------------------------------------

SUPPLY OF TSS500LC ENGINE COMPONENTS
* TSS500LC cylinder: $900
* TSS500 cylinder head: $150
* TSS500 Head Inserts: $95/ea
* Ignitech ignition system: $250
* Wossner forged piston kits, 73mm (piston/rings/pin/clips): $240/ea
* +4mm stroker crank, fully-balanced, 180 degree firing order: $550
* V-Force III reed valves, custom spec: $185/ea
* Keihin PWK carburettors, Pair, 35mm, pre-set jetting: $300
* Custom billet intake manifolds: $140/ea
* Intake rubbers: $75/ea
* TSS500 top end gasket set: $65
* Stud extenders for cylinder assy: $45

TSS500LC KIT: $3730 (Add $1500 for a fully-built engine/gearbox, with all new gearbox bearings/seals etc.)

--------------------------------------------------------------------------------

# SUPPLY OF TSS500GP ENGINE COMPONENTS
# TSS500GP cylinder: $1500
# TSS500GP cylinder head: $150
# TSS500GP Head Inserts: $95/ea
# TSS500GP Power Valve System, complete: $650 (For new Yamaha PV servo motor, add $285)
# Ignitech ignition system: $350
# Wossner forged piston kits, 73mm (piston/rings/pin/clips): $240/ea
# +4mm stroker crank, fully-balanced, 180 degree firing order: $550.
# V-Force III reed valves, customised spec: $185/ea
# Keihin FCR carburettors, 39mm, pre-set jetting: $850
# Custom billet intake manifolds: $140/ea
# Intake rubbers: $75/ea
# TSS500GP top end gasket set: $65
# Stud extenders for cylinder assy: $45

TSS500GP KIT: $5630 (Add $1500 for a fully-built engine/gearbox, with all new gearbox bearings/seals etc.)

* TSS500 Expansion Chambers, stainless: $800


Ancillaries/Options

* Supply of throttle cable for FCR carburettors and TSS Autolube oil pump combined: $112

* TSS 100mm rotor/stator - necessary for 90 degree crank use (stator equipped with street use charging coils): $175

* TSS 90 degree fully-balanced crank: $650


* Supply of TSS modified two-stroke oil pump:

Exchange: $220 exchange based on customer supplying RZ350 oil pump. If customer supplying RZ250 oil pump, cost is $250.

New oil pump (supplied by TSS): $350

[jade]

Im going to Buy one.

[flyingbrick]

Make sure you post tons of pics when it all arrives so that we can all drool. Lucky bastard.

[CHOPPA]

Thats not too bad really..... Would be a mean machine!!! What size tyre does the rs250 take? you would def wanna be getting some good tyres and decent suspension!