Found time today to work on Crushed. Stripped it down to fit the close ratio gearbox. Got it all in, yahoo! Didn't remove the piston, uh oh. Had a couple of things dragging and was spinning the crank around to sort it out when, you guessed it, the piston cracked and the pieces fell into the engine = Ugh!
Managed to fish the pieces out, yahoo! Piston on order, ugh!
Always, always, have more than one scooter...
Got time today to work on Crushed. Yahoo! Ugh!
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Holy Poop!
The close-ratio gear set really brings the engine to life. I pull hard up the ramp from Fox Drive onto the Whitemud westbound. I'm passing everything and it is feeling quite skittish -- the reason why obvious when I glance down. There's a 110 on the clock (aftermarket and accurate) and I'm going uphill sitting almost upright.
We have arrived; that's fast enough. Even more amazing is that my engine is considered somewhat mild compared to what is currently on offer.
The close-ratio gear set really brings the engine to life. I pull hard up the ramp from Fox Drive onto the Whitemud westbound. I'm passing everything and it is feeling quite skittish -- the reason why obvious when I glance down. There's a 110 on the clock (aftermarket and accurate) and I'm going uphill sitting almost upright.
We have arrived; that's fast enough. Even more amazing is that my engine is considered somewhat mild compared to what is currently on offer.
Go small(frame) or go home!
Actually you can tune large frame engines as well. The same chaps who revolutionized the smallframe engine (all driven by an Italian vintage race series and vintage sprint (1/8 mile) series) have started to tinker with the P200 engine. Lots of good stuff is now coming available. I've seen dyno read outs as high as 50 hp -- mind you, that means overhauls every 2K or less.
I have to warn you, tuning is expensive! I have probably $4K into my smallie engine. And you also need to upgrade the suspension and brakes!
I would not hop up an SS180 engine as it is a piston ported design and there isn't much available. You can drop in a P200 engine though and away you go.
Mine now zips up to 110 but there's most likely not much more to be had as it is probably right at the top of the power band. Tuned two strokes are funny that way: a kajillion hp, and 500 rpm later, nothing. Tuning makes this WORSE, which is why gearing is so important. It needs to be evenly spaced so that as the power band tapers off in one gear it's back to the start of the power band in the next gear. Off by 500 rpm and it just won't climb out of that hole. That' was the problem I was having with mine: too big a gap between third and fourth.
Actually you can tune large frame engines as well. The same chaps who revolutionized the smallframe engine (all driven by an Italian vintage race series and vintage sprint (1/8 mile) series) have started to tinker with the P200 engine. Lots of good stuff is now coming available. I've seen dyno read outs as high as 50 hp -- mind you, that means overhauls every 2K or less.
I have to warn you, tuning is expensive! I have probably $4K into my smallie engine. And you also need to upgrade the suspension and brakes!
I would not hop up an SS180 engine as it is a piston ported design and there isn't much available. You can drop in a P200 engine though and away you go.
Mine now zips up to 110 but there's most likely not much more to be had as it is probably right at the top of the power band. Tuned two strokes are funny that way: a kajillion hp, and 500 rpm later, nothing. Tuning makes this WORSE, which is why gearing is so important. It needs to be evenly spaced so that as the power band tapers off in one gear it's back to the start of the power band in the next gear. Off by 500 rpm and it just won't climb out of that hole. That' was the problem I was having with mine: too big a gap between third and fourth.