Messages

16

General Two Stroke Talk / CRF Redemption: The 500 Project Part 1

« on: March 07, 2013, 07:35:49 PM »

so far I've been disappointed.

Sorry Stu, my bike projects have taken a back seat to my racecar project lately.
I'm still working on the 09 CR250.  I have the engine, wheels, brakes, airbox
and plastic done.  Of course the big ticket items like the frame and suspension
are still to go.

I'll get back to work on it soon.  In the mean time, I'm looking forward to seeing
motoxr377's CR500 come to life.

dogger

17

General Two Stroke Talk / CRF Redemption: The 500 Project Part 1

« on: March 07, 2013, 12:55:14 AM »

Looks like a worthy project.

Some suggestions if I may:

I recently started re-sleeving CR500 cylinders with Aluminum sleeves on the engines I've been building.  The re -sleeve is
done by Advanced and I send the finished cylinder to Millennium Technologies for their version of NIKASIL plating.  This gets
you a piston and cylinder that expand at a similar rate (reducing the possibility of cold seizures), saves a couple of pounds,
and benefits from a much more durable cylinder wall.  I recommend a Wiseco or Wossner forged piston and make sure you
drill the two oiling holes for the exhaust bridge.

As others have alluded to, I also recommend a compression release.  Larry Wiechman does a real nice mod that looks
factory.  There is real merit to the claims of cracks in the case cover caused by kickstarter stress.  The kickstart assembly
is a robust design, but the housing is a weak point over time.

Another item to look at is the clutch.  You will find there is very little in the way of aftermarket support in this area.  One of
the mods I like is converting the stock CR500 clutch assembly over to the CR250 version.  This allows you to run all the hard
anodized Hinson components which will extend clutch life and performance. 

I noticed you want to use TMR for the port work.  It will be interesting to hear if his idea of a toned down powerband is the
same as yours.  Also, very good idea having the crankshaft balanced.  If you go with Crankworks, I recommend you send it
in now and if you're lucky, it might be finished in May when you're ready to start. 

Finally, there is a real benefit in using the older 89 cases over the new ones.  Over time, the tooling used is increasingly worn
and the newer cases have poor tolerances.  Most noticeably, the amount of lash between the primary gear and clutch ring gear.
Your cases were manufactured the first year that tooling was used and as a result, should be very precise.

Enjoy the build.

dogger

18

General Two Stroke Talk / What should I pay brand new 73 Elsinore

« on: February 07, 2013, 08:07:45 PM »

what's this worth?

NADA values museum quality restorations at $7800. 
If this bike is legit and is still new in the crate, I
would estimate it's value at $10,000.

I would love to see some current pictures of a brand new
1973 CR250M.

dogger

19

Vintage Two Strokes / 1979 Honda CR250R Resto Frame and Suspension

« on: January 18, 2013, 03:36:05 PM »

what color did you use to make the match from?

I used the underside of the fuel tank (no fade) for the color match.
The folks at the local auto body paint and supply used a spectral
analyzer to match the color and ginned up a paint recipe.  I don't
have any of the paint right now, but I still have some of the custom
color matched gloss Tahitian Red in powder for powder coating.

Your '76 and your Dad's '79 are the exact same color.  All CRs
were painted Tahitian Red from 76 to 82.  Honda switched to
Flash Red (more Orange), in 83.

dogger

20

Vintage Two Strokes / PC splitfire bikes

« on: January 10, 2013, 04:29:12 PM »

A friend of mine wants to build a PC Splitfire KX.  He's in the parts gathering phase
right now.

Here are some pictures of the SR parts I mentioned:

Works Kayabas with a Titanium axle and steering stem.  The triples are Emig Racing.
Pro Circuit has all the parts and specs to rebuild these to new condition.


Works Magnesium Right side case cover for a 250.


Here's the works Nissin front brake caliper complete with a Magnesium carrier.


Some parts from Jeff Emig's and Sebastian Tortelli's SRs.  Note the trick hi capacity
fuel tank, the works shock behind the frame and a pair of works radiators.

There are enough parts here to make a serious start on a SR250 restoration - any
Kawasaki fans?

dogger

21

Vintage Two Strokes / PC splitfire bikes

« on: January 10, 2013, 01:11:52 AM »

I can hook you up with a pair of works Kayaba forks and a works Nissin front caliper.
Both are unrestored and I'm not sure parts are available for the caliper.

Those are the only KHI items I have that will fit the 125, everything else is 250 specific.
I'm pretty sure the PC bikes used kitted forks though, per the AMA rules for the 125 class.

dogger

22

General Two Stroke Talk / Project: YZ250R

« on: November 28, 2012, 04:31:46 PM »

I seriously doubt your donor frames are 7075 Aluminium Alloy. Perhaps you've just made a 'typo'?

You're right, I should have stated the material was/is 70XX-0 Aluminum alloy, instead.  The alloy is proprietary like you said,
and specifically designed to Honda's specifications.  Like I said before, I would be very surprised if all the "big four" didn't use
something similar, and from the same sources.

If you know the right people, you can get the alloy from these folks:  AISIN KEIKINZOKU CO.  They are one of the vendor that
supplies Honda.

I assume you are the 'Dogger' I've had P.M contact with in the past?

No pm contact, but I have read your post on other sites.

Thanks for the informative response, always good to learn new information and consider different angles.

dogger

23

General Two Stroke Talk / Project: YZ250R

« on: November 27, 2012, 03:11:58 PM »

So how did you heat treat the frame without the rest of it distorting? Usually heat treat then machine.

Interesting discussion about heat treating.  I'm not sure what alloy Yamaha uses for their frames, but the Japanese
manufacturers don't stray too far from one another.  Honda uses 7075-0 for their frames.  This alloy has a tensile
strength of 40,000 psi which is about the same as 6061-T6.  One of the bennies of using 7075 in an untempered
state, is you don't have to worry about strength loss due to weld repairs or modifications.  It is generally accepted
when welding Aluminum alloy, that the area adjacent to the weld will have a "0" temper.  That's a considerable loss
of strength from a "T6" state, but no loss from a "0" state.

Some of the AF conversions are being done by people that have little to no knowledge of materials and/or welding
skills.  Trying to weld 6061 -T6 pieces to a 7075-0 frame is a recipe for disaster if the proper post weld processes
aren't followed.   

Long story short, I can weld away on my 7075-0 frame without worrying about heat treating afterward.  If you used
7075-0 alloy for the replacement parts, I bet the same is true for that Yamaha.

dogger

24

General Two Stroke Talk / 2013 Yamaha YZ250

« on: November 25, 2012, 04:02:53 PM »

Kudos to Yamaha for continuing to produce and offer two strokes.
On the other hand, thanks Yamaha, for exploiting the loophole in
the rules that started the four stroke takeover  " title="Angry" class="smiley">

The YZs get a few bones thrown their way every year, but they
are pretty good bones.  The stock suspension is the best production
stuff on the market.  The standard Excel rims, Fat bars, Ti pegs and
shock spring and the constant refinement make the 2013 a sweet
deal for the asking price, IMO.

By the way, I don't have a problem with the plastic.  I don't want my
YZ to look like a YZF.

dogger

25

General Two Stroke Talk / A little update on my 09 YZ125

« on: November 22, 2012, 09:39:40 PM »

Very nice YZ.  You're going to love that TMR top end, his motors rip!
Love the Ti subframe, very trick. 

Should be a hoot to ride.

dogger

26

Technical / cr125 rebuild

« on: March 04, 2013, 04:23:32 PM »

You're talking about a ten year old tiddler.  Unless the bike has been pampered all it's life,
the seals and a lot more need attention, and probably more if you want a reliable ride.

I always tear the engine down on any used bike regardless of what the PO says.  I've heard
and seen too many horror stories from people who didn't.  We know that all used bikes come
with at least a "new top end" - never seen one yet.  A motor tear down can save you a bunch
down the road by inspecting and/or replacing parts that are worn beyond limits or worse, parts
that are ready to fail outright tearing up other parts in the process.

If you invest in a Honda service manual and some specialty tools, you can easily bring that
motor back to like new condition, and keep it that way for a modest amount of money.

I just like to know exactly what I have before I go riding or racing, especially on a 125.

dogger

27

Non-Moto / Car project ideas

« on: November 10, 2012, 05:13:33 PM »

Funny you brought up the Interceptor, Ford.  A good friend of mine had one of those and we used
to race each other all the time.  He always ate me alive coming out of a corner because of all the
torque that "V" put down and it would take me till the end of the short straights to catch up with
him.  Then I would use the "Zook's" brakes and handling to pass him back and then it would start
all over again - great racing! 

They were good handling bikes Dogger.
And I liked the simplicity of the oil cooled motor.
I think they are still the lightest superbike made.

380 pounds dry, if I remember correctly.  The problem with the bike as a daily driver was it was a race
bike adapted for the street.  The oil cooled engine vented all that heat up into the rider's compartment
and the seating position was very hard on the forearms as you crawled along from stoplight to stoplight. 
Once you got out on a nice stretch of open road with some twisties, everything changed.  At speeds
above 120, the wind force neutralized the heeled over feeling on your body and forearms and the heat
disappeared.  That's when the bike was a hoot to ride, and that's what it was made for.

dogger

28

Non-Moto / Car project ideas

« on: November 09, 2012, 04:04:08 PM »

Always wanted a two stroke street bike.  I remember the Kawasaki and Suzuki triples
from back in the day.  By the time I was old enough, four strokes were all that were
available.  Here's a picture of my "Gixxer" 750 along with the Toyota truck muffler
that came stock on it.  It's an 86 with the oil cooled engine and 12500 rpm redline.



I think any decent superbike would make a great project and some of them can be
had for next to nothing.  May be your best bet.

dogger

29

Vintage Two Strokes / 1979 Honda CR250R Resto Final

« on: November 08, 2012, 03:50:00 PM »

Thanks!

They would love to see it over here...www.ozvmx.com
Did they come with a 23 inch front wheel?

From what I can see, vintage/EVO racing and 500s are big in OZ.
Every time I put some 500 parts on EBay, someone from down
under buys them.

The 79 CR125 came with the one year only 23" front wheel (not
good for replacement tires and tubes).  Thankfully, the 250 came
with the 21".

dogger

30

Vintage Two Strokes / 1979 Honda CR250R Resto Final

« on: November 07, 2012, 04:18:21 PM »

Thanks for the good word, Super Trucker.

Where did you learn all the incredible processes ?

Most of the processes I learned by trial and error and just by doing.
The only formal training I have is paint and welding.  I'm a "proud"
graduate of the Lincoln Welding School Motorsports 1 and 2 program.
I also completed one of the PPG paint program.

IMO, anyone can do a good restoration job as long as you have a plan
and a lot of stick-to-it-ness.  Also, attention to detail is important.  I'm
always reading books and articles on restoration tips and procedures.

Like I said in a previous post, I recently started working on an automobile
restoration.  All I learned from doing motorcycles has been a huge help in
dealing with that.  You need a few more tools (rotisserie, bigger blast
cabinet, two post lift, etc), but the fundamentals are the same. 

My next motorcycle project is the 2009 CR250 hybrid I'm in the middle of
now.  I'll post pictures of that as I get further along.

dogger