Messages

16

General Two Stroke Talk / Courtney Duncan WMX at Hangtown Qualifies 1st on a YZ 125

« on: May 22, 2013, 09:30:52 AM »

Racing, is indeed, mainly a "mans world".

But, if you have followed Courtney's progress, you can see clearly that she is shooting for that "mans world".

That she is doing so, I hope, will encourage more woman to get out of their "comfort zones", and try to become better and better. I'd hoped that Ashley Fiolek, and other US WMX riders, would make an effort, and try to progress further. Ashley, has / had access to bikes competitive with anything on the line of a US National. But, she's elected to retire - as she has every right to - she's been at racing for a long, long time, and it seems she has chosen to move on. Though, reportedly, she's answered questions about her retirement with "the series sucks". Her ambitions, may have been achieved, and they appear to have been limited to women's racing.

The race on the weekend was reportedly Courtney's first "Pro" race of her career.

She's been reported as having always seen herself as a "racer" - not a WMX racer only.

She's only 17 - she has many years ahead of her, if she continues with her career.

I see no reason that her gender should restrict her from succeeding - talent is not only the province of men on a bike. And, her size should not be a disadvantage - many male MC racers are small.

I wish her well, and hope she gets to the level of success She is aiming for. She's a highly talented Motocross rider, that's at the very beginning of her Pro career.

17

General Two Stroke Talk / 2013 TSM Outdoors Thread

« on: May 22, 2013, 09:12:45 AM »

Yeah, we would love to have them. They sent one out to us yesterday for testing

Charles, have you shown APT / SmartCarb the extent of your Team efforts?

I can't see how they couldn't sponsor you with product for the 3 bikes - as, from my extensive readings of the various threads on other sites, they are providing carbs to people that have next to no profile. Now, whether or not it's free carbs, or carbs at a significant discount, I don't know - but I do know, a mate of mine, got a significant discount on five SmartCarbs, after I told him of them, and he contacted them. Maybe he's a seriously talented "spinner", and you are much more modest?

If you've approached them, and shown them your efforts, I'm truly disappointed in Corey and his company, if they have not given you product backing. You're not requesting funds as well, to run items on your bikes? Sorry if that's insulting you, by the way.

18

General Two Stroke Talk / Breaking News!

« on: May 07, 2013, 03:59:39 PM »

  This is Luongo doing what he has done for the last few decades.

He's been behind all of the various F*** ups in the GPs, whether it's been as an employee, or an owner of whichever 'organisation' that is 'promoting' the MX GPs.

It was purely a press meeting, to 'discuss' things with the MC Press - a few of which are his lap dogs.

I can only hope most of them aren't, and that they tear him a new arsehole for putting forward more BS, in their magazines and websites.

He's achieved his stated ambition of having only 20 /25 riders in the MX1 class, but now he's dealing with the reality of only having that number. MXGP, is Not Moto GP. Somehow, he thinks it can reach those levels of public interest. Not F***ing likely, and certainly Not by stuffing the sport up, even more than he has done so already, over so many years.

He's looking for the Golden Goose - for himself = being paid big dollars for the rights to a p**s poor , 1 hour live TV package.

Money, is all he cares about. Money for HIM.

I'd say the major companies have drilled into him that THEY want a viable MX2 class, with which to promote their main selling MXers (and, of course, ALL their other products - it's about the COMPANY NAME, not the type of bike. The Super Final  format, would drive the 250 class, into irrelevancy. And the companies do not want that.

In June (I think it is) Luongo / Youthstream will be having further meetings with the manufacturers. He's tried the 350 idea before, with backing from KTM, but it was shot down by the Japanese companies. For them, now is not the time to make / develop 350 to 400s. They are happy to make, and sell, 450s. And, as a life long follower of MX, Now And Never, is the time for dumbing down the Premier Class of Motocross - it's been bastardised enough by the 250 2t / 450 4t rules.

The BS about 450s being too fast is just that - BS. The argument for going to 800s in Moto GP was along those very same lines - 'safety'. Well, they just went faster, and the bikes became even more high tech and expensive to run - far more so than the 990s - and the 500cc 2,3 and 4 cylinder 2ts, well, they were in the league of 'chump change' by any   comparison.

450s, are not too fast - just as 500 MXers weren't. But, the 500s, held little interest for the manufacturers. Precisely the opposite is true with the 450s.

For once, I want the manufacturers to give Luongo and his pets in the FIM, a thorough Kicking. What is being regurgitated, in the form of 380s /400s as the 'premier class', is BS of the highest order. And we need the big manufacturers, including KTM (the biggest of the lot, in terms of participation in World MX GPs), to tell Luongo, and Wolfgang Srb, to go F*** themselves, in no uncertain manner.

I actually think, Luongo may be putting out the capacity reduction, plus the 2t capacity increase, to enable his other 'ideas' to be 'rubber stamped'. Throw those out there, to get the manufacturers attention, to then back down on, and have the other, equally ruinous 'rules' OK'd / put through.

   Don't be bloody saps and think a potential 300cc 2t / 400cc 4t class is a good thing - just because we'd get an extra 50cc onto a 250cc 2t.

  You'd just be showing your gullibility, and it would knock, completely on the head, the chance of ever having a 250cc equivalency class (and may lead to it disappearing where it has been allowed) at World and AMA Outdoors / SX level. And Any chance of equivalency in the Premier Class, be it 400 4t max, 450 max, or the best Real Class we could hope for, an up to 500 "Any Stroke Type" class .

19

General Two Stroke Talk / OK EVO,it was your idea........

« on: April 19, 2013, 12:22:37 PM »

It's certainly stagnation.

What we have currently, are Engines that have not been developed at all appreciably - it's as simple as that.

Or, engines that have disappeared completely -  .

TMs Electronic PV - an innovation? Well, no; Electronic PVs have been around for a looooong time. I think Yamaha's YPVS - an electric servo motor driven PV, controlled through the CDI -  first came out on the 1983 RZ350 on a production road going motorcycle. In some markets it retained the RD prefix. Of course, combining E-PVs with the current levels of Electricery, would be a very useful thing. And, we await that on the TMs, as they have yet to incorporate TPS with their E-PV. I think the new Shercos have an E-PV? - though, I think I may have that mixed up with the Jotagas engine (not a Bimota, just a red Jotagas with Bimota branding - that was a useful way for Jotagas to get a lot of extra attention at EICMA. They used Bimota's 'cache' very, very well, they did).

Efficiency and Cleanliness, is the biggest benefit that can come from "modern" 2ts - but the extra torque / power, and, far more useful: a broader spread of power, that can be obtained with that increased efficiency, is a great thing. It will show  4ts to be an 'expensive', in more ways than just cost of production and purchase, power plant.

Modern Porting - well there's porting appropriate to the design of the engine / it's intended use.  Much like "modern Expansion Chambers", that are thrown around here.

Fuel delivery - yes, all sorts of designs can be used - then, of course there is the scavenging system - critically important on a 2t (well, any ICE)- and there are a lot of possibilities for that not used yet on 2t motorcycle engines.

Bore and stroke ratios - who knows what will happen? But, I'm bloody sure a 2t does not need to go anywhere near the extremes of Bore Vs Stroke that modern 4ts have gone to - as a 2t, of comparative capacity to a 4t, does not need to go in hunt of mega revs for power......... As I've written many a time - if you want to know about revs, and narrow power bands, just build a naturally aspirated 125cc single cylinder 4t to go up against a 125cc 2t. Go on Honda - 4ts are just so bloody good you can do it, can't you?  I'm sure they could, but it would be a rather expensive and somewhat 'difficult' to ride bike.

Yes, if they can make a 250F, the same weight as a 2502t, well, think of the weight you could make a 250 2t. Though, in the interests of ever getting equivalency in AMA Pro Racing, or the MXGPs - we might just have to stick with the same minimum weight rules a 250 4t and 250 2t currently have - the same weight (212 / 212.5lbs, in AMA Pro?) as each other.

SSS, is no disadvantage to Anything else currently on a production bike.

Modern Geometry? There's Nothing wrong with the 2005 / 2013 YZ250 Frame geometry, nor a last model(s) RM, CR 250. KXs, well.... Though, with the YZ250 05/13,  you can save a few lbs of ( a significant amount, but, of course, not all, being unsprung, which is an extra bonus) weight by fitting a 'near era' Yamaha 4ts swingarm, linkage and the rear wheel / hub. That just backs up the weight reduction efforts put into 4ts.......

Geezus, idiots wank on about last model (I think it covers about 11 model years, well, 13 if you count my 2003 compliance CRE500) steel frame CR500s having ancient geometry - the reality is, it has quicker geometry than last model aluminium 125 CRs, to my recollection. The crap written / spread about has No End, when it comes to "modern geometry".  A mate of mine that put a YZ250 engine into the latest YZ250F chassis, summed it up as a waste of ****ing time, other than the "Ooo Ahh" factor. Or, if you had a worn out / trashed 05/13 YZ chassis. His words, not mine. Some bikes have pushed the shock down lower, to compensate for the height of the 4t engines, so it's a useful change, but, with a twin spar frame, as the vast majority of bikes now have, you tend to be stuck with the tank, above the engine - and in a 2ts case, with a AF conversion, the weight often well above the engine. Put a big tank on, and it can be a Lot of fuel well above the 2t engine. Great idea....... I think not.

20

Non-Moto / Suzuki EFI 2T

« on: April 19, 2013, 10:30:38 AM »

what about using  Dassa crank and cylinders , here  is a 1200 cc billet engine

Here's a start :

http://www.quaife.co.uk/shop/products/qmca2a6

It's always a bit scary when you se P.O.A.

But, there's plenty of high end gearboxes and clutches, made by quite a few companies, for non unit construction engine / gearbox usage. Chain / belt primary drive, take your pick.

The only limitation, is your imagination, and depth of your wallet.

21

Non-Moto / Left Side Kick!

« on: April 19, 2013, 08:50:50 AM »

That's a good advertisement for having a ES. Even a RH KS on a smaller 2t may have problems getting a decent kick in a rut like that.

Just think if that stall had happened in a timed special test - well, even a transport section. Not all starting situations are on level ground - some (well most, in my local area) are on the edge of a cliff.

Nothing at all against the LH kick start of a Maico. I had them, Maicos and other lefties, and it's just a matter of getting used to it. At the moment, my RH knee is so kaput, I'd have an easier time kicking over a LH KS bike whilst sitting On   the bike - I'd not have a hope in hell of kicking a LH KS levered bike standing off to the side........

Magic Buttons are OK by me - I'd love to have one.

I think I see the riders knee on the top of the rut wall?  I've had to do that, a fair bit. Though, thank goodness, I never followed through with a foot onto the gear lever.  Now that's bloody Fear and Loathing. .

22

General Two Stroke Talk / OK EVO,it was your idea........

« on: April 19, 2013, 07:40:44 AM »

That KTMs 2t are the 'high end' of (relatively) volume production 2ts, shows how stagnant 2ts have become.

They (the engine modules) are pretty much the same vintage as the YZs. You can't regard a 250 /300 engine module that can have a 380 top end and crank, with little modification (crank end / one crank bearing?) required, a hugely different one to that of the 360 /380.  Yes, they slimmed / shrunk it down, dropped some weight, and did detail changes, but nothing like what KTM did with their 4t engines. Count up how many 4t engine types, just in the Dirt bike side of things, that KTM have made (include the 2 'Berg engines - the 'all in', vertically split unit , and the sloper).

It's been a result of rules that favour 4ts - capacity- and the subsequent loss of "competition", for KTMs 2ts.

Things are changing, finally, with new 2ts being produced. Though, they are not earth shattering technical innovations - pretty much just slightly refined 2ts - if that. But, they Will provide some competition, so they will, I believe, start to push development further. KTM will have to stop sitting back and raking in the dollars so easily, with regards to their 2ts. Finally. A Good Thing for All 2t enthusiasts.

"Competition", does that. The Beta, and the Sherco, are a great re-start of competition, within 2t ranks. A heck of a lot more-so than the Ossa, as they have gone into the Enduro market, before Ossa, and, they are bigger /stronger companies. Though, quite small compared to KTM, of course.

The  much, and justly, revered (and quite old aged) SSS suspension, deserves it's reputation - it works very, very well. Still above the std , latest model WP units - and that's coming from a bloke that uses WP CC front forks (though, much modified / set up for my uses).

23

Technical / Sound Testing unfair to the two stroke

« on: April 19, 2013, 06:50:29 AM »

It sounds like the local track, or, more likely, the people setting the testing standards, are not doing things correctly, when it comes to the sound testing, between the 4ts and 2ts. Unless you're running a short muffler / badly packed / burnt out muffler, a later model (and not so later model) 2t should be able to get lower sound readings than the majority of std piped modern 4t MXers.

But, that's besides the point. The noise standards / testing, is what has been set by whoever it is that set them.

So, meet them. Unless the standards 'they' require, are outrageous. Give 'em an inch, and they'll take a mile? Yes, it can happen. But, "give them an inch, then use the results to stop them from taking a mile", is a pretty good tactic. Meet a reasonable standard, then fight the ****ers from a stronger stand point. It can, and does, work, with dealing with a lot of  mongrels that want to control things. It's worked over the years, and very recently, for my friends and I, with regards to dealing with councils and environmental 'police'.

A quieter muffler required - fit one.

A lot of extra noise beyond what is coming from the end of the muffler, comes from resonance within / of the expansion chamber. Pipe guards - fitted properly, can attenuate a lot of noise.

An old tube, over the chamber, can seriously reduce chamber noise. Daggy?, shit yes but cheap, and with a bit of experimentation, not that bad in producing other pollutants, such as burning rubber.

Things that vibrate - there's a Lot of them on a bike, especially a non counter balanced 2t - such as exhaust springs / loose pipes, even the shock spring . Just revving your bike, and looking at the shock spring can have you seeing big vibration / hearing a lot of noise from said spring. Just rotating it can help, before changing pre-load (think of the spring as a tuning fork, and you'll have a basic understanding of it, and it's 'frequency changes - of course, set it back to what it Should be, if you need to take the extra, or less, pre-load route, when you actually ride the bike). Foam in the air box vents, can lower noise, without messing with your bikes power - intake noise, is a big component of noise output.

  As for the "idea" of the extended stinger  into the convergent cone of the chamber - well howdy - it's been done for years, by those of us that know of it, and, funnily, it's recommended in a couple of "old school" 2t tuning books that come in for a fair bit of ridicule, from a few here, quite often. I think you'll find it in Gorden Jennings book, in the section on exhausts. It works well - I've done exactly that to most of my 2ts I've had over a fair few decades now. Even if they have been "track only" bikes, be they dirt, or tar.  I much prefer to have a quieter bike, over a louder one. Anyone with a bit of grey matter between their ears, usually does.

24

General Two Stroke Talk / KTM 2 stroke fuel injection

« on: April 02, 2013, 10:21:44 AM »

exactly which legislation is it?

back 4 years ago it was euro 4 which came and went, then euro 5 is being rolled out and still no change.

I read over the euro emmissions targets and didnt see anything that really applied that would make a two stroke offroad vehicle require DFI.

If you can find which euro emmissions target will cause two strokes to start running EFI/DFI then let me know because I would be interested to see if someone else can pinpoint an exact time point where 2Ts will HAVE to run clean.

I don't know exactly - I'm no member of the European Parliament nor part of KTMs emissions / legislation / rules matching development team. Apparently, the 'goal posts' keep moving, but they are very close to being brought in force.

Firstly, Euro 3 was the most prominent one  that effected 2ts - that's where you saw some 2t bikes in Europe coming with differrent pipes with catalysers in them, or, for example catalysers in the header pipe - I got caught out prepping a EXC125 and 200 here that had those in the pipe - Euro market bikes, diverted to OZ.

Euro 5 was reputed, initially to be mostly pertaining to Diesels, from my recollection. Then , various articles began to bring it into discussion with 2 strokes - particulate matter, high petro - chemical emissions are very much part of 2ts problems.

Sit back and be ignorant all you want people, legislation, that will force 2T Clean Tech(s) - do read that, please - are imminent. It will be on Road Going bikes. The European EXCs - for most owners in Europe, and here in OZ and Many countries, Road Registration Is a requirement.

So, some clean tech, be it EFI, DFI, things like Smart Carbs, some with trapping valves, AST, FAST and many other  techs to clean them up, are comming.

   The MXers /Off Roaders that don't require it, almost certainly won't have it - KTM have said this themselves, a few times. Go in search of what KTM have said. Either it was last year, or the year befores model introduction conference at Munich Airport that one of the heads of KTM spoke about these points - it's all on video, that you can find and watch.

But, you never know, it may work so well / they (  companies  - not just KTM) may want to ammortize the costs quicker, by much higher levels of production. Companies, especially KTM, have had a long time to develop their various Techs. And / or Other companies new 2ts / 2t Techs will force there hand, that whatever KTM have, will be fitted to more than just Road going 2ts.

If you think that Forced by Legislation clean tech is a long way away, you've your head in the sand, people.

KTM /Others, have just been milking the high profits from their *barely changed in decades 2ts*, for as long as they can. It's the way to do business. And I've written that, many times. It might pay you to read, And comprehend, what is written.

If they - KTM or any other company - Don't produce bikes that  work well, whilst meeting the emissions levels that are required, they won't get sales. I guess they could sit back, and Not produce Road Legal 2ts for a few years, whilst others did, and "learn", but they'd be conceding a major part of the 2t market to other companies  .

This is All About Legislation Pertaining To Road Legal 2 Strokes. I emphasise that, to help with peoples comprehension of what I am addressing in this discussion.

Reverse Cylinder 450s?

What are you on about , Jeram?

Reverse Cylinder 2ts, like the Ossa - certainly I've referred to that. And TZs /TZRs. And , probably the 'Tularis / Tul-Aris' - you know, Jeram, the reverse cylinder, Polaris based 2t twin Road Racer done by Dr Robin Tuluie? Though, it's old, and just has carbs at the front :

.

There are a lot of articles about Tuluies' bike you can find on the web, if any are interested.

Then of course, my recent suggestion of getting a Quaife (sp?) , or other gearbox, to hook up to that other 2t twin shown  - though, that was not a reverse cylinder 2t, to my recollection - could be wrong on that, though.

A 400cc 2t, will probably be the near perfect modern Dirt Bike engine. Small, light, with plenty of torque and power, whilst being under little 'strain' producing that torque and HP. F*** the CV Transmission idea, though. Mind you, Honda's "dog leg" system, is bloody amazing. That's a "Auto / CV" trans I'd like to try.

25

General Two Stroke Talk / GAS GAS AND OSSA TO SHARE A FACTORY IN SPAIN

« on: April 01, 2013, 03:15:10 PM »

Precisely.

Gas Gas and Ossa, existing, and trying, is No Shame.

It's bloody great.

26

General Two Stroke Talk / Photo of a 2014 YZ 250 cylinder with EFI?

« on: April 01, 2013, 03:12:59 PM »

N.D.H.

The Japanese Factories have a serious case of that. Not Designed Here - and a million variations on that theme.

I'd say Yamaha have a s***load of 2t Tech just waiting to be used.

They've their DFI Outboards, so, they haven't given up on 2ts, besides still doing the YZs.

I hope to see them do their every "generation" kick to the teeth of the other manufacturers. Their last big one was the YZfs, so, I hope it may be 2ts.

With the others having given up (in public) on 2ts, it could be a massive, killer kick to their teeth from Yamaha.

Lets hope it's at least a bit innovative, like Uniflows ideas.

Yes, I do live in hope, but better that, than not.

27

General Two Stroke Talk / GAS GAS AND OSSA TO SHARE A FACTORY IN SPAIN

« on: April 01, 2013, 01:02:58 PM »

The Spanish are doing everything they can to keep the motorcycle industry alive in Spain. A shame really.

A Shame?

It's what you do - do everything you can, to stay in business, and grow your business.

This has been a while in the making.

At first, a year or so back, Drongos took it as Gas Gas buying out Ossa - when it was just a co-operation agreement.

Better facilities / better use of facilities / buying power, labour, distribution / freight costs, etc , etc , etc.

Good thinking. Logical thinking.

Good on Both Companies.

Perhaps people would prefer to see one, or both hit even harder times, and go belly up?

Think a bit, if you can.

28

General Two Stroke Talk / KTM 2 stroke fuel injection

« on: April 01, 2013, 12:52:01 PM »

They Have To go to DFI - or some other tech    - that will pass the pending legislation that will require much cleaner 2ts to pass for usage on public roads.

KTM have said it all along - it, whatever It is , will appear went it has to appear.

Meanwhile, They'll just milk in the profits from their biggest profit generators - the 2, 2t engine modules they have. They are probably still more profitable than the Bajaj, Indian made 125 and 200cc 4ts. Though, once Bajaj hit the boosters on them (well, Pulsars included - I'd say the 'boosters' have long been lit), it's game over. Until they make the 2t engines in India! 

29

General Two Stroke Talk / YZ 250 EFI

« on: March 26, 2013, 06:48:25 PM »

The Arctic Cat functions as a DFI engine at low speeds, correct? I wonder how the Orbital patents are affecting all of this?

The old aircooled open class mx's ran a lot of piston clearance and you could hear the piston knock until things warmed up. I've got an old Yamaha 400 in the shop right now and it's pretty noisy when it first fires up. I'm pretty sure piston metallurgy has improved quite a bit since those old SC500's.

It's "DFI", all the time. Though it does more than just put fuel into the combustion chamber - it's all written there.

It's a "different animal" entirely from Orbitals system.. A low pressure ( see 58PSI) system that is injected at multiple points in the rotation of the crankshaft / piston positions.

And the oil injection - oh yeh!. Into the cases, and also into the fuel rail / injectors, through to the little end, and all metered and timed. The 'right' oil ratio, at the 'right time'. Hopefully.

As I've written all along - there are so many alternative paths to 'DFI' 2ts. Orbital's, really found their "home" in 4ts - they are paid royalties / have licensing agreements with a vast array vehicle manufacturers.

Orbital's is  a complicated system, that requires very high pressures. And, does not take advantage of / stay true to the "simplicity of 2 Strokes". Well suited for a 4t Car / Truck engine though.........

Get something like a Quaife Gearbox, and run a primary chain / belt, or gears, and you've a gearbox. I bet my arse that you'll see blokes doing this. It will probably be a Pom. They're crazier than Aussies, or even those Demented Kiwis. And, they still have Very Easy MOT ( rego) stds. At least whilst they can fight off the European Parliament and their legislative minions.

It's the sort of thing I expect to see in Performance Bikes magazine. They regularly feature very trick 2 strokes.

As for the piston - lets see - SC500s - round about 1974, or thereabouts. I think piston / engine tech and materials have moved on just a bit, in all the subsequent decades. I used to watch Brian Clarkson Road Race his SC500, when I was a teenager - I haunted him in his tiny   shop with the Rickman distributorship in Penrith in the 70s,  then worked about 50 metres from his wreckers in the  late 90s. A Gentleman and Right Royal Ratbag.

30

General Two Stroke Talk / Check it.......

« on: March 13, 2013, 09:47:15 AM »

I'd say the bloke was giving thought to going up against a whippet like rider / riders, of the same ability. Or, just a tad less. A 120lb rider, that is almost as good a rider as a 200lb, sure as hell has an advantage over the bigger bloke. To cover all the bases - make the smaller rider fit and strong. No amount of extra rider 'strength', from being bigger, could help against the 'other' bloke.

Have a squizz at most MC racers that do well. Not very many, are 'man mountains', in any MC disciplines. Even in the day's of 500 2ts, where quite a few blokes in GPs were Big Blokes, little blokes could do very well on them - see Eric Geboers (and Leisk for Aussies) amongst Thorpe, Carla, Malherbe, Martens, Van Der Venn, etc, etc. Well, that was the era of Giants. DeCoster is not a big bloke, by any means, either.