Results 1–30 of 214
Matt S — 8 years ago
Needs moar intercooler.
Matt S — 8 years ago
Daniel '' Wrote:-------------------------------------------------------> Matt S Wrote:> --------------------------------------------------> -----> > Very cool build!> >> > Stupid question regarding your HPI ignition -> the> > only thing required to mount it was the adapter> > plate? No issues with the taper?> >> > I ask because I have
Matt S — 8 years ago
Grey L Wrote:-------------------------------------------------------> The big advantage of a rotary valve is that you> can control the timing of the inlet independent of> the piston location. The valve itself can be cut> to give a specific duration. Whether it has a> peaky powerband or broad powerband has to do with> the way the engine is set up.Minor quibble - you don't hav
Matt S — 8 years ago
Very cool build!Stupid question regarding your HPI ignition - the only thing required to mount it was the adapter plate? No issues with the taper?I ask because I have a 103 that I'm considering my options on.
Matt S — 9 years ago
Does your stator run hot or something?
Matt S — 9 years ago
What the fuck is going on with the rear suspension? Are there two shocks coming off the swingarm, going to a bell crank, that is sprung on the other side with a mountain bike coilover?
Matt S — 9 years ago
0/10
Matt S — 9 years ago
I had no idea that the Honda motors were stressed members - that's a really inspired design choice when making your own bike. Very impressed.
Matt S — 9 years ago
Harbor freight has $8 truck/trailer work lights that use a 12V h3 bulb, and the glass fits perfectly in the stock headlight shroud. Great buy, imo.
Matt S — 9 years ago
Springs absolutely make a difference. If you can't get into your powerband, you'll never hit the top speed that your setup is capable of. It's literally the exact same reason that drag cars have torque converters that slip to 4k rpm.
Matt S — 9 years ago
I cannot even fathom how you would isolate the lighting and ignition circuits when everything gets grounded to the frame.
Matt S — 9 years ago
Wait, what? Doritos have regional flavors?
Matt S — 9 years ago
Those are your exhaust studs, and they should have allen wrench sockets in the top. If they don't, then thread two nuts onto one so that they bind, then use those to thread them in.
Matt S — 9 years ago
The previous owner.
Matt S — 9 years ago
Your tail light is burned out or your clutch is stuck.
Matt S — 9 years ago
Your carburetor has a stuck float.
Matt S — 9 years ago
Deflagration speed is not a limiting factor for high rpm power RPM in a gasoline engine. Yamaha motors that spin to 16000 rpm do not require any special fuel to get there, and run just fine on 91 octane. The fact that deflagration is not instantaneous and thus requires timing advance doesn't change this.I think you are radically overestimating the effect of exhaust "anti-reversion?"
Matt S — 9 years ago
I'm sorry if I'm slipping into jargon, I really didn't mean to.The scavenging effect is increased because the pipe returns fresh mixture, not because it pulls exhaust out.Wikipedia has a great animation to illustrate this:http://upload.wikimedia.org/wikipedia/commons/5/52/Arbeitsweise_Zweitakt.gif
Matt S — 9 years ago
>deflagration speed slowing compared to the piston speedThis is not an issue with gasoline engines, only with diesel engines. The otto cycle is constant volume, not constant pressure.>and frictionAre you under the impression that friction isn't an issue with two strokes?>Now with two strokes, we have another really BIG factor – the pipe. At higher RPMs than where peak power is made,
Matt S — 9 years ago
If you want to take the clutch apart, you'll have to drain the oil, take off the cable, take off all the 10mm bolts that hold the clutch cover on, take the retaining ring out, unbolt the clutch, and pull the clutch off with a clutch puller. It's messy work and it's unlikely to be your problem.If you decide to do all that, then you should definitely swap for the blue clutch springs,
Matt S — 9 years ago
The starter clutch binds the centrifugal clutch to the clutch bell to start the bike when you pedal. If you've got too much tension, then both clutches are always engaged. Does it idle well when it's on the stand and the rear wheel is not touching the ground? If it doesn't, then it's probably not a clutch issue.
Matt S — 9 years ago
Max Ramos Wrote:-------------------------------------------------------> are you sure?>> it's a pump. I agree that there is added flow> from pipe hit at that max power rpm.>> are you suggesting the above stated added flow is> so great that it's greater than the increased flow> from more physical pumping motions per second?>> lets assume it moves an average
Matt S — 9 years ago
The starter clutch lever has nothing to do with the normal operation of the centrifugal clutch that moves your bike forward.It's likely that your starter clutch is wearing out due to doing stuff like running the engine while holding the starter clutch lever in. Adjust the barrels on the clutch cable to give it more tension.
Matt S — 9 years ago
I would like to point out that your most recent post makes it explicit that you did not accept that, and incorporated a statement to the exact opposite effect.
Matt S — 9 years ago
>On a single speed moped, high vehicle speed is linearly dependant on high engine speed.No shit. The velocity of the air through the carburetor is only vaguely connected to that. At max engine speed, the velocity of the air through the carburetor is lower than the velocity through the carburetor at some intermediate engine speed where the motor makes more power.
Matt S — 9 years ago
Is the fucking fork on backwards, or is the thing supposed to have negative trail like that?So we've got a less efficient and more complicated driveline than a conventional moped, and it fucks with the braking and acceleration to boot. Cool.
Matt S — 9 years ago
Just please do not share your new expertise with anyone, anywhere, ever, for any reason, because it's abundantly clear that you don't know what the fuck you are talking about.
Matt S — 9 years ago
>"Well, the engine makes different levels of dynamic compression through the rev range, and these different levels of DC actually DO require a higher stoichiometric ratio."Stoich is always stoich. The only thing that varies stoichiometry is chemistry. Engine speed has fuck all to do with it.>"HI SPEED, FULL THROTTLE:When we go past the engine's highest point of dynamic co
Matt S — 9 years ago
Tracy’s Paradox: But wait, why does my bike fourstroke at its top speed? If I hold WOT while progressing through my RPM range and all the way up to top speed, why on earth would my engine only fourstroke at top speed? Flow through the carb should be highest here (still holding WOT), so wouldn’t our golden rule suggest that I should be lean here?I've already clarified the the assumption here:&
Matt S — 9 years ago
>Johnny doube and Matt S., you don't seem to understand what Tracy is asking. I think he's being pretty clear. At least for me, it's no easier reading your posts than it is reading his.Then clarify it for us.