Will I get my 100 ready in time for Taupo?

[crazy man]

Yes Ohakea 2nd behind Morley Sherriffs.

you bike looks so good ,l would of thought l would remember. maybe cause l was into everything then 100s 50s sisecars it was all go then ! now can hardly get a bike going like l'm burn't out .you can pat your self on the back to get behind Morley ! he was dam good

[jasonu]

you bike looks so good ,l would of thought l would remember. maybe cause l was into everything then 100s 50s sisecars it was all go then ! now can hardly get a bike going like l'm burn't out .you can pat your self on the back to get behind Morley ! he was dam good

Yes mate. That whole weekend his bike gave him nothing but trouble, barely turned a lap. But when the flag dropped he was gone. I heard that bike also blew up soon after that meeting...

[speedpro]

Morley made an ignition from a box of bits, he only got it going just before the GP. Not the meeting, before the actual race. It wasn't unusual to drop by his house the day before a meeting to find him looking for a piston in the pile that "might" do for the races the next day. Top rider for sure. He went past me in that GP he won, peeled into the corner and lost the front but somehow saved it. I followed him close enough for a lap to see him do the exact same thing on that corner on the next lap.

[husaberg]

Well if I do rebuild the crank to suit the 16mm piston pin I'd need a rod with a 20mm big pin & 14mm wide. That isn't a common animal from what I can find. Even if I were to shave 1 mm & accept a 16mm wide 20mm rod.

This could open up some options?
MODELMB-100/H-100S W/W
OEM No. -168- CODE No. BH0220B
B.E.BEARING DIA (mm)：Ａ 26.00
S.E.BEARING DIA (mm)：Ｂ 19.00
B.E.& S.E. PITCH (mm)：Ｃ 100.00
B.E.THICKNESS (mm)：Ｄ 14.00
S.E.THICKNESS （mm)：Ｅ 14.00
CRANK PIN DIA (mm)：Ｆ 20.00
CRANK PIN LENGTH (mm)：Ｇ 20.0 X 48.0


VRM Sachs GS-125 SA-224-ECM

A conrod designed to fit the old Sachs GS-125 engines
The crank pin is the conical grinding with a length of 54.5 mm. Suitable for all types of old Monark, Penton Hercules(Hercules was available in road bike or road legal trail bike a road bike) and others.
.
Hercules K 125 S 1979
Width little end 14.90 mm.
Hole diameter the minor end 19 mm.
Width 14.90 mm thick end.
The crank pin conical shaped 20 x 54.5 x 6 mm.
Thrust washer Bronze 20 x 36 x 0.5 mm.
Hole diameter large end 26 mm.
Con rod center hole distance 110 mm.
little end bearing cage 15 x 19 x 19.40 mm
Big end Bearing Cadge silver 20 x 26 x 14.70 mm

Yes it is a little wider.

Or if you could check the widths this could be a ready made solution and open up some other possibilities for 22mm crank-pined rods

http://www.vespa-lambretta-teile.com...nghub-625-mm_1
PL1001 Eccentric crank pins to 62.5 mm stroke for wave PX 200 or PX 125 with 20mm crank pin (std). Outside 20 mm - 22 mm inside. Another connecting rod is additionally required. In 210 he MUST (!!) At least a 1.0 mm (sometimes also reaches 0.8 mm) base gasket is installed so that the top piston ring does not jump out of the raceway. Head work out that way or are working with distances.

[F5 Dave]

Boohoo. My beloved Trialsbike just left on some old meanie's trailer. It taught me a lot of things & was a heap of fun just messing around with. Still, not it means I have some folding for MB rebuild.

Just saw the cases from being welded today. Bit more tickling & they will be ready for action. Will run my RGV carb first up for the start to see that things are hopefully better.

[TZ350]

I don't think the apparent unreliability of the current 2 strokes can be totally put down to all the HP they have 'found' causing extra stress on the motors. A good platform, design, engineering, careful (and smart) assembly and proper maintenance (and SOME cash) has a lot to do with consistently finishing races at or near the pointy end …

I totaly agree …… its not the power, it’s the engineering.

I don't remember Jimmy and Ken Steadmans, Steve Diproses (Rams old bike), David Diproses or Chris Pickets bikes (and others I can't name atm) blowing up enough to say there were unreliable. All of them had atleast 20 hp except for Pickets RG50. Hell my KERG (25hp) finished the Ohakea GP, a visit to Manfield and Ohakune, several Taupos and numerous Mt Welli meets on the same motor and not one blow up.

“Back in the Day” I think a good GN125 4-stroke was probably making 12-14 hp maybe 16 at best and something realy hot might have got 18 tops while good strokers were 18-22 and anything that touched 25 was pretty special.

Now your average GP top ten finishing FXR or CBR 150 is 20-21 hp plus, and a really hot 150 25-27 hp

I don’t think people have realised how far the front running 4-Strokes have come in real terms and what is required from a 2-Stroke to compete with them.

18-22 hp from a 2-Stroke used to be enough, now it looks like 28-32 is required.

Holding ones own against a 27hp 4-Stroke with a 25hp 2-Stroke might be possible, especially if one has a light bike but I would fancy the riders chances more if they were peddling 30 plus.

My take on it is …. “Back in the Day” type 2-Stroke power is just not good enough Now.

Team ESE have been pointing the way. Mike and I are the first to start exploring 30+ hp and others that wan't to be competitive with a 2-Stroke at the next GP need to too.

If you wan't to finish first at the next GP with a 2-Stroke,

Good luck with the engineering required to get there.

[jasonu]

I totaly agree …… its not the power, it’s the engineering.



“Back in the Day” I think a good GN125 4-stroke was probably making 12-14 hp maybe 16 at best and something realy hot might have got 18 tops while good strokers were 18-22 and anything that touched 25 was pretty special.

Now your average GP top ten finishing FXR or CBR 150 is 20-21 hp plus, and a really hot 150 25-27 hp

I don’t think people have realised how far the front running 4-Strokes have come in real terms and what is required from a 2-Stroke to compete with them.

18-22 hp from a 2-Stroke used to be enough, now it looks like 28-32 is required.

Holding ones own against a 27hp 4-Stroke with a 25hp 2-Stroke might be possible, especially if one has a light bike but I would fancy the riders chances more if they were peddling 30 plus.

My take on it is …. “Back in the Day” type 2-Stroke power is just not good enough Now.

Team ESE have been pointing the way. Mike and I are the first to start exploring 30+ hp and others that wan't to be competitive with a 2-Stroke at the next GP need to too.

If you wan't to finish first at the next GP with a 2-Stroke,

Good luck with the engineering required to get there.

All fair comments mate.
If you think the 4 strokes are fast now, watch out when someones gets around to putting one in a pukka GP frame...

[bucketracer]

If you think the 4 strokes are fast now, watch out when someones gets around to putting one in a pukka GP frame...

Its already happened, Andrew A now has his FXR150 engine in a Honda RS250 chassis, he rode it at the GP, started of the back of the grid and very nearly took first place.

[bucketracer]

18-22 hp from a 2-Stroke used to be enough, now it looks like 28-32 is required.

My take on it is …. “Back in the Day” type 2-Stroke power is just not good enough Now.

Team ESE have been pointing the way. Mike and I are the first to start exploring 30+ hp and others that wan't to be competitive with a 2-Stroke at the next GP need to too.

Good luck with the engineering required to get there.

The 2-Strokes are still having to do it with old “Back in the Day” restrictive rules like 24mm carb and air cooling while the 4-Strokes don't.

Its worth remembering that FXR and CBR150's have benifited from 15+ years of Factory Enginering experiance since “Back in the Day”.

As TeeZee says, Good Luck with the Engineering required to get a Stroker up there .....

[F5 Dave]

Its already happened, Andrew A now has his FXR150 engine in a Honda RS250 chassis, he rode it at the GP, started of the back of the grid and very nearly took first place.

Yes & that was a throw together literally finished the week before the GP & even yesterday he is trying to sort it out so he is comfortable. Maybe he won't have the time, he has a new Trials bike to go riding on, - or rather for Caleb to ride, he has one.

[jasonu]

The 2-Strokes are still having to do it with old “Back in the Day” restrictive rules like 24mm carb and air cooling while the 4-Strokes don't.

.....

The 24mm carb rule is not a 'back in the day' rule. It was introduced when Buckets was struggleing entry wise to allow those who wanted to have a go on summat they may have had lying around ie GP125. The carb restriction was to 'even things up a bit' with the 100cc 2t bikes. Clearly this has worked with Green and TZ getting 30hp+ from their bikes. Now they have to figure out how to make their bikes finish races and that is only a matter of time (hopefully).

[TZ350]

The 24mm carb rule is not a 'back in the day' rule.

I expect it pre dates CBR and FXR150's though and they don't have any similar restrictions at all.

The carb restriction was to 'even things up a bit' with the 100cc 2t bikes. Clearly this has worked with Green and TZ getting 30hp+ from their bikes. Now they have to figure out how to make their bikes finish races and that is only a matter of time (hopefully).

A reliable 30+hp, using what we have to hand, its a bit of a challenge but I am sure we will get there in the end.

I have talked about it before, the mechanical issues seem to stem from the large single exhaust port required for any real power.

Clearly the answer is some sort of multiple port arrangement so the main exhaust port width can be reduced to something sensible.

The simple answer to more reliability is new purpose made cylinders, we could do that but how to do this with single port cylinders dating from the 70's? and in a way that anyone can emulate, now that is the real challenge.

[husaberg]

The 24mm carb rule is not a 'back in the day' rule. It was introduced when Buckets was struggleing entry wise to allow those who wanted to have a go on summat they may have had lying around ie GP125. The carb restriction was to 'even things up a bit' with the 100cc 2t bikes. Clearly this has worked with Green and TZ getting 30hp+ from their bikes. Now they have to figure out how to make their bikes finish races and that is only a matter of time (hopefully).

Yes but the four stroke will still have numbers on their side and i don't see that changing in any hurry.
(I am refering to the shear number of four strokes not the age of competitors ie Mike and Rob.)
The FXR150 are at the moment an affordable solution, but as they get older, The donor parts will have a lot of hours on them. Then boom.


Well I would certainly rather fix up a seized 2 stroke than a blown four stroke any day.

[crazy man]

The 24mm carb rule is not a 'back in the day' rule. It was introduced when Buckets was struggleing entry wise to allow those who wanted to have a go on summat they may have had lying around ie GP125. The carb restriction was to 'even things up a bit' with the 100cc 2t bikes. Clearly this has worked with Green and TZ getting 30hp+ from their bikes. Now they have to figure out how to make their bikes finish races and that is only a matter of time (hopefully).

l do kind of remember you now i was only new to bucket racing at the time but do remember what the hell is that bike of yours it looked so cool even today it is right up there! l know in the first 5 years of buckets so meany types of bikes were built ! do you remember the flat 4 two stroke that the pistons fired againts each other? it did not go that good on the day but the guy said it when like a rocket in a gokart

[Yow Ling]

Just get a CBR150, they cheap enough
http://www.trademe.co.nz/Browse/List...x?id=466672132