Teddy
"...I been here for years"
Japp, ännu ett 500-bygge. Denna ser intressant ut. Någon som känner till Cheetah-motorn?
www.twostrokeshop.com
www.twostrokeshop.com
Aprilia RS500
- Thread starter Teddy
- Start date
Two stroke man
Gudomlig sporthojare
Finns många varianter på den motorn.
http://homepage.ntlworld.com/ultimatelccrazy/html/Big bore kits.htm
http://www.stanstephens.com/ypvs350.htm
http://www.trinityracing.com/
Den sista har kit på 611cc
http://homepage.ntlworld.com/ultimatelccrazy/html/Big bore kits.htm
http://www.stanstephens.com/ypvs350.htm
http://www.trinityracing.com/
Den sista har kit på 611cc
magnus_moss
Racing is life!
- Gick med
- 11 Aug 2003
- Ort
- västkusten
- Hoj
- Kawasaki Supersport, KTM Supermono, ISR Forgotten Era, Honda CB750
Motor är ju en modifierad 25-30 år gammal RD350!
Det finns en hel del att fundera på, om det går att få tag i frächa användbara bottendelar och växelådor till det här, till överkomliga priser + de nya kit prylarna.
Drömma kan man alltid, det brukar var gratis.
Det finns en hel del att fundera på, om det går att få tag i frächa användbara bottendelar och växelådor till det här, till överkomliga priser + de nya kit prylarna.
Drömma kan man alltid, det brukar var gratis.
turbobiker44
Ny medlem
Det finns.
Man kan tom få tag på BILLET-block med 12,7 mm godstjocklek,,så de paller en hel del,,,finns ända upp till 800 cc med Rotaxcylindrer på sådanna block, upp till + 20 mm slagläng = 74 mm!!
Man kan tom få 3 cylindriga, med upp till 900 cc/trippel,fortfarande baserat på RD 350 YPVS blocket,,MUMS,,men dyrt som synden.
Värsta trippel jag har hittat var med turbo (hmm, eller om det var lustgas??) på 246 hk på bakhjulet!!
Hyfsat , eller?
Ang. växellåda,,så har jag själv testat att lägga i en låda från en GSX-R 750 -89 i,,,Den passade hyfsat,,verkar vara samma C-C och bredd, utg. lager är samma dimension,,på original axeln (ing.) passer Suzuki GSX-R 1100 -86-89 kopplingskorgen,,,så nog borde man kunna få det att hålla.
Original lådan påstås, iaf 2:ans växel, hålla för max 90 rwhp, detta dock i en fyrhjuling som ju väger lite mer än en RD.
Bilder finns och kan skickas till intresserade.
Har tyvärr inga länkar, men testa söka på billet + RZ 350 alternativt Banshee 350.
Have fun and smoke twostrokesmoke.
Bifogat
Last edited:
Det finns.
Man kan tom få tag på BILLET-block med 12,7 mm godstjocklek,,så de paller en hel del,,,finns ända upp till 800 cc med Rotaxcylindrer på sådanna block, upp till + 20 mm slagläng = 74 mm!!
Man kan tom få 3 cylindriga, med upp till 900 cc/trippel,fortfarande baserat på RD 350 YPVS blocket,,MUMS,,men dyrt som synden.
Värsta trippel jag har hittat var med turbo (hmm, eller om det var lustgas??) på 246 hk på bakhjulet!!
Hyfsat , eller?
Ang. växellåda,,så har jag själv testat att lägga i en låda från en GSX-R 750 -89 i,,,Den passade hyfsat,,verkar vara samma C-C och bredd, utg. lager är samma dimension,,på original axeln (ing.) passer Suzuki GSX-R 1100 -86-89 kopplingskorgen,,,så nog borde man kunna få det att hålla.
Original lådan påstås, iaf 2:ans växel, hålla för max 90 rwhp, detta dock i en fyrhjuling som ju väger lite mer än en RD.
Bilder finns och kan skickas till intresserade.
Har tyvärr inga länkar, men testa söka på billet + RZ 350 alternativt Banshee 350.
Have fun and smoke twostrokesmoke.
Hur många av dagens svenska unga "mek kunniga" tror du kan hålla ihop det här? Vi ska väl vara glada om flertalet förarna hjälpigt kan justera fjädringen och med hjälp kränga däck. Kostnadsmässigt så blir det nästan astronomiska summor. Men som sagt, drömma är gratis. Summan av laster, är också konstant.
turbobiker44
Ny medlem
Hmm, så sant, så sant.
Vi har en i den danska RD-Klubben som köpte ett kit från USA, om det var Cheetah eller om det var CUB kommer jag inte ihåg,,det höll 20 mil!!!
Så visst fan blir det dyrt, men 2-takt har väl aldrig varit billigt att rejsa med, eller?
Men det är jäkligt kul
Fanns nån holländare, tror jag han var, som fick tillverkat en ny överdel av blocket till en RD 500 och monterade på 4 stycken Aprilia RS 250 cylindrer, altså fortfarande på 125 cc/styck, totalt 500 cc, men med ca 120 hk (2 x 60,,,), det är ju också en variant på hur man fixar en personlig konkurs.
Hittade lite kul bilder på ett motorkoncept :
Hojen, en Aprilia RS 250, med en YPVS-baserat motor på 535 cc (73 mm borr. x 64 mm slag) på 120 hk, vikt 120 kg.
Bilden på motoren är modifieringen man måste göra för att få dit en 73 mm cylinder(+ 9 mm borr.) och en vev med 64 mm slaglängd(+ 10 mm)
Nedan finns en länk till Billet block, både twin och trippel, klicka på Banshee och senare på Cases,,så finns de där.
Have fun.
http://www.geisickperformance.com/index.html
Vi har en i den danska RD-Klubben som köpte ett kit från USA, om det var Cheetah eller om det var CUB kommer jag inte ihåg,,det höll 20 mil!!!
Så visst fan blir det dyrt, men 2-takt har väl aldrig varit billigt att rejsa med, eller?
Men det är jäkligt kul
Fanns nån holländare, tror jag han var, som fick tillverkat en ny överdel av blocket till en RD 500 och monterade på 4 stycken Aprilia RS 250 cylindrer, altså fortfarande på 125 cc/styck, totalt 500 cc, men med ca 120 hk (2 x 60,,,), det är ju också en variant på hur man fixar en personlig konkurs.
Hittade lite kul bilder på ett motorkoncept :
Hojen, en Aprilia RS 250, med en YPVS-baserat motor på 535 cc (73 mm borr. x 64 mm slag) på 120 hk, vikt 120 kg.
Bilden på motoren är modifieringen man måste göra för att få dit en 73 mm cylinder(+ 9 mm borr.) och en vev med 64 mm slaglängd(+ 10 mm)
Nedan finns en länk till Billet block, både twin och trippel, klicka på Banshee och senare på Cases,,så finns de där.
Have fun.
http://www.geisickperformance.com/index.html
Bifogat
Last edited:
elwe
Att veta och kunna är inte samma sak ...
Så får du inte säga! De kan ju bli ledsna!!
Phogelbice
Ny medlem
Du var väl också ung en gång i tiden, även om det var jefligt länge sedan
sykken e tyff som fan, coolfaktor 10/10
Hej, tänkte uppdatera tråden lite då Twostrokeshop har haft Grand opening!
Tar med all texten eftersom jag fått den på mejl, det finns även en ny länk till deras hemsida i texten som visar lite nya bilder o priser o sånt.
/jonas.
Crack a tinny; Prost; Cheers; raise your glass or vessel of choice. The Two-Stroke Shop is here and happening, and right now it’s a brilliant place to be.
Festive seasons come and go but for us two-stroke enthusiasts it’s party party party from here on in, because The Two-Stroke Shop is here to provide an enjoyable alternative to the tedium of four-stroke motorcycling.
Central to the raison d’etre of TSS-The Two-Stroke Shop is not just the creation and enjoyment of modern and fast two-stroke motorcycles, but an ethos that demands our bikes be Fast AND Light AND Durable.
We believe ‘Fast’ is no good if the machine you are astride takes longer to pull up than a locomotive, and needs to be muscled through the turns like a swine at chow time.
We believe ‘Light’ is no good if a wheezebag four-stroke single is providing the meagre motive power.
We believe none of the above is much good if the machine in question does not provide its owner with regular, reliable, long-lasting service.
It would seem clear that mainstream motorcycle manufacturers do, at various times, make bikes that are Fast OR Light OR Durable, but rarely do all three imperatives meet in any one machine.
The TSS brief is to create the first direct GP engineer to customer high-performance two-stroke motorcycle engines, that haven’t been watered-down by bean counters. This is a terrific opportunity to not only peer into pit lane, but to own a slice of it.
When we look at what we've done it's quite incredible. Check it out:
*Design, manufacture and test a whole new power-valve system;
*Produce a fully-balanced crankshaft assembly with TZ levels of precision and durability, with optional 90 degree firing order – for 31% less Rocking Couple forces across the crank, and greater tyre traction
*Optimise for road and race motorcycle use 485 cylinder porting, and design/machine the first-ever curved power-valve blades in a non-GP production two-stroke engine;
*Perfect a non wasted-spark, twin CDI ignition with fully-adjustable timing and with separate channels for power-valve timing, electronic power-jets etc. that will work with 90 degree crank firing layouts;
*Design straight-shot intake manifolds to work in concert with FCR semi-downdraught carbs;
*Design a wholly integrated inlet tract, including custom-designed reed stuffers in V-Force III reed valves;
*Convert Keihin FCR carbs for two-stroke use;
*Design and commission custom Wossner forged piston runs;
*Design and test Toroidal head inserts, and pipes, and a new system of dogbones to work with a modified shock rocker arm ....... and the list would be quite long. I think it's fair to say there has never before been such a concerted or extensive campaign to substantially improve the two-stroke engine we all adore so much.
All I can say at the moment on behalf of The Two-Stroke Shop is that:
*Firstly, we are all tremendously fortunate and grateful to have GP Engineer Wayne 'Wobbly' Wright working in partnership with us. Without him we would not have achieved any of these ground-breaking innovations; all of which combined result in the world's first Direct-to-Customer Grand Prix Engineer-designed production two-stroke motorcycle engine. Cor wot a mouthful.
*Wayne and I are working unstintingly at this. We are very proud of the new TSS500 engines, and we will be thrilled to share the enjoyment of them with you gents.
The fulfilment of these engineering triumphs is the realisation of many of our long-held dreams. It's fair to say that Wayne and I had most definitely had enough of stymied two-stroke development in the motorcycle market, and we both resolved to do something tremendously positive about the situation.
Every worthwhile piece of new two-stroke technology we invest in, we are furthering the cause of our chosen engine platform. We have to do this for ourselves, and maybe that's a good thing, because this time around we are all collectively voting with our feet as to where we want the future of two-stroke motorcycles to go.
We don't want the major manufacturers telling us what type of engines we can or cannot buy. This is the age of the empowered niche manufacturer, and we can make practically anything happen, once again if we have the will and passion to do so. And we do.
Wayne and I are not doing all this for our retirement fund - we love what we do anyway - we are doing this because we are incredibly passionate about the two-stroke engine and we are not prepared to see it slide into obscurity all because some tree-huggers have got hold of the wrong end of the stick and are running mindlessly with it deep into No Fun Land.
Intelligent, aware people just do not allow politicians and do-gooders to shut down their most cherished leisure pursuits.
Obviously these engines are state-of-the-art and they will be more expensive, for instance, than the Banshee engine kits from Trinity Racing. But we stress, the Trinity kits are designed primarily for use in Banshee ATVs, and as such are not right for motorcycle applications. We've been there, done that, and the unsatisfactory results showed us that engines designed for motorcycle use need to be a good deal more high-tech and sophisticated in design and execution.
Our TSS500 engines will obviously drop straight into LCs and YPVSs and Yamagammas, and of course our flagship is the RS500 - which is a TSS500GP engine in an Aprilia RS250 chassis.
As well as producing and selling TSS500 engines, we are producing whole RS500 bikes - both race bikes and road bikes.
The future is looking good, and it's swathed in sweet-smelling blue smoke.
Please visit the page link below to see current prices and inclusions, and of course we welcome your calls and emails. You will note that the page is broken up into four main sections, with pricing and inclusions listed in each case:
TSS500GP Engine Kit
(For customers who want to build their own engine)
TSS Supply of Engine (Bottom End) and Build to Completion
(When supplied with the RS250 to RS500 Conversion Kit, this is Plug and Play.)
RS250 to RS500 Conversion Kit
(To convert the RS250 chassis to RS500 duty)
TSS RS500GP Bike, Complete
(Lots of options here chaps; from quiet-looking ‘sleepers’ to full-on GP monsters.
http://www.twostrokeshop.com/TSS.htm
This page we are continually updating, and we will keep you informed as new tech pages are uploaded, showing more detail on the technologies we employ, and ‘How To’ articles, and of course links to media articles and videos and so on.
It’s fair to say that for Wayne and I this has been a long and at times difficult road. At times the intransigence and ‘she’ll be right’ attitudes of suppliers was infuriating at best. A huge part of the ‘problem’ stemmed from our refusal to accept anything other than total excellence, and tight tolerances. Apparently the motor industry at large is not used to being held to such exacting standards.
But we on the other hand leave no stone unturned in our quest for engineering finery.
And we invite you now to celebrate and enjoy the two-stroke engine with us anew.
At this stage we are interested in talking to people in the manufacturing industry about possible tie-ins and partnering-up. We are also making contacts in the motorcycle trade regarding placing our RS500s in their showrooms, and as demo bikes. We have been fortunate to have made many contacts in 'alternative' bike shops that are prepared to run against the four-stroke cabal and to offer something different on their showroom floors.
Of course we are always interested in talking to potential investors. The interest shown in our products has been nothing short of stratospheric, and it is clear that we are going to need to scale-up our operations very soon.
Without any fanfare or marketing on our part, interested parties have just found us. Word around the forums has been brisk, and we think basically this is at least in part because so many people enjoy two-strokes so much, and they want to see them get on.
We have been approached by publishers and editors of many motorcycle publications - which is a nice change from having to chase them for media coverage - and they are keen to run stories about our TSS500 engines, our RS500s and the technology behind The Two-Stroke Shop's innovations. We will of course keep you advised about all upcoming press coverage.
All in all, the support for our work has been tremendously encouraging. It's been an avalanche of interest. My wife calls this phenomenon "Bro Love" and the best call so far was from a top blokey type in Darwin who after talking excitedly with me for about an hour on the 'phone, rang me back ten minutes later and blurted out, "Mate, I want to have your babies!" What a crack-up jest that was.
Please feel free to contact us via the details below to discuss any aspects of The Two-Stroke Shop; its products, technologies and opportunities.
We will be shipping the first TSS500GP engine kits and complete engines in February 2008. Customer RS500GP builds are currently underway. Please feel free to ask us any and all questions, and feel free to make suggestions.
Kind thanks,
Stephen Rothwell and Wayne Wright
The Two-Stroke Shop
9 Compass Close, Edge Hill
Cairns 4870
Queensland, Australia
Tel. (In Australia): 0427 774 285
Tel. (Outside Australia): +61 427 774 285
Web: www.twostrokeshop.com
Email: offbeat@iinet.net.au
--------------------------------------------------------------------------------
No virus found in this incoming message.
Tar med all texten eftersom jag fått den på mejl, det finns även en ny länk till deras hemsida i texten som visar lite nya bilder o priser o sånt.
/jonas.
Crack a tinny; Prost; Cheers; raise your glass or vessel of choice. The Two-Stroke Shop is here and happening, and right now it’s a brilliant place to be.
Festive seasons come and go but for us two-stroke enthusiasts it’s party party party from here on in, because The Two-Stroke Shop is here to provide an enjoyable alternative to the tedium of four-stroke motorcycling.
Central to the raison d’etre of TSS-The Two-Stroke Shop is not just the creation and enjoyment of modern and fast two-stroke motorcycles, but an ethos that demands our bikes be Fast AND Light AND Durable.
We believe ‘Fast’ is no good if the machine you are astride takes longer to pull up than a locomotive, and needs to be muscled through the turns like a swine at chow time.
We believe ‘Light’ is no good if a wheezebag four-stroke single is providing the meagre motive power.
We believe none of the above is much good if the machine in question does not provide its owner with regular, reliable, long-lasting service.
It would seem clear that mainstream motorcycle manufacturers do, at various times, make bikes that are Fast OR Light OR Durable, but rarely do all three imperatives meet in any one machine.
The TSS brief is to create the first direct GP engineer to customer high-performance two-stroke motorcycle engines, that haven’t been watered-down by bean counters. This is a terrific opportunity to not only peer into pit lane, but to own a slice of it.
When we look at what we've done it's quite incredible. Check it out:
*Design, manufacture and test a whole new power-valve system;
*Produce a fully-balanced crankshaft assembly with TZ levels of precision and durability, with optional 90 degree firing order – for 31% less Rocking Couple forces across the crank, and greater tyre traction
*Optimise for road and race motorcycle use 485 cylinder porting, and design/machine the first-ever curved power-valve blades in a non-GP production two-stroke engine;
*Perfect a non wasted-spark, twin CDI ignition with fully-adjustable timing and with separate channels for power-valve timing, electronic power-jets etc. that will work with 90 degree crank firing layouts;
*Design straight-shot intake manifolds to work in concert with FCR semi-downdraught carbs;
*Design a wholly integrated inlet tract, including custom-designed reed stuffers in V-Force III reed valves;
*Convert Keihin FCR carbs for two-stroke use;
*Design and commission custom Wossner forged piston runs;
*Design and test Toroidal head inserts, and pipes, and a new system of dogbones to work with a modified shock rocker arm ....... and the list would be quite long. I think it's fair to say there has never before been such a concerted or extensive campaign to substantially improve the two-stroke engine we all adore so much.
All I can say at the moment on behalf of The Two-Stroke Shop is that:
*Firstly, we are all tremendously fortunate and grateful to have GP Engineer Wayne 'Wobbly' Wright working in partnership with us. Without him we would not have achieved any of these ground-breaking innovations; all of which combined result in the world's first Direct-to-Customer Grand Prix Engineer-designed production two-stroke motorcycle engine. Cor wot a mouthful.
*Wayne and I are working unstintingly at this. We are very proud of the new TSS500 engines, and we will be thrilled to share the enjoyment of them with you gents.
The fulfilment of these engineering triumphs is the realisation of many of our long-held dreams. It's fair to say that Wayne and I had most definitely had enough of stymied two-stroke development in the motorcycle market, and we both resolved to do something tremendously positive about the situation.
Every worthwhile piece of new two-stroke technology we invest in, we are furthering the cause of our chosen engine platform. We have to do this for ourselves, and maybe that's a good thing, because this time around we are all collectively voting with our feet as to where we want the future of two-stroke motorcycles to go.
We don't want the major manufacturers telling us what type of engines we can or cannot buy. This is the age of the empowered niche manufacturer, and we can make practically anything happen, once again if we have the will and passion to do so. And we do.
Wayne and I are not doing all this for our retirement fund - we love what we do anyway - we are doing this because we are incredibly passionate about the two-stroke engine and we are not prepared to see it slide into obscurity all because some tree-huggers have got hold of the wrong end of the stick and are running mindlessly with it deep into No Fun Land.
Intelligent, aware people just do not allow politicians and do-gooders to shut down their most cherished leisure pursuits.
Obviously these engines are state-of-the-art and they will be more expensive, for instance, than the Banshee engine kits from Trinity Racing. But we stress, the Trinity kits are designed primarily for use in Banshee ATVs, and as such are not right for motorcycle applications. We've been there, done that, and the unsatisfactory results showed us that engines designed for motorcycle use need to be a good deal more high-tech and sophisticated in design and execution.
Our TSS500 engines will obviously drop straight into LCs and YPVSs and Yamagammas, and of course our flagship is the RS500 - which is a TSS500GP engine in an Aprilia RS250 chassis.
As well as producing and selling TSS500 engines, we are producing whole RS500 bikes - both race bikes and road bikes.
The future is looking good, and it's swathed in sweet-smelling blue smoke.
Please visit the page link below to see current prices and inclusions, and of course we welcome your calls and emails. You will note that the page is broken up into four main sections, with pricing and inclusions listed in each case:
TSS500GP Engine Kit
(For customers who want to build their own engine)
TSS Supply of Engine (Bottom End) and Build to Completion
(When supplied with the RS250 to RS500 Conversion Kit, this is Plug and Play.)
RS250 to RS500 Conversion Kit
(To convert the RS250 chassis to RS500 duty)
TSS RS500GP Bike, Complete
(Lots of options here chaps; from quiet-looking ‘sleepers’ to full-on GP monsters.
http://www.twostrokeshop.com/TSS.htm
This page we are continually updating, and we will keep you informed as new tech pages are uploaded, showing more detail on the technologies we employ, and ‘How To’ articles, and of course links to media articles and videos and so on.
It’s fair to say that for Wayne and I this has been a long and at times difficult road. At times the intransigence and ‘she’ll be right’ attitudes of suppliers was infuriating at best. A huge part of the ‘problem’ stemmed from our refusal to accept anything other than total excellence, and tight tolerances. Apparently the motor industry at large is not used to being held to such exacting standards.
But we on the other hand leave no stone unturned in our quest for engineering finery.
And we invite you now to celebrate and enjoy the two-stroke engine with us anew.
At this stage we are interested in talking to people in the manufacturing industry about possible tie-ins and partnering-up. We are also making contacts in the motorcycle trade regarding placing our RS500s in their showrooms, and as demo bikes. We have been fortunate to have made many contacts in 'alternative' bike shops that are prepared to run against the four-stroke cabal and to offer something different on their showroom floors.
Of course we are always interested in talking to potential investors. The interest shown in our products has been nothing short of stratospheric, and it is clear that we are going to need to scale-up our operations very soon.
Without any fanfare or marketing on our part, interested parties have just found us. Word around the forums has been brisk, and we think basically this is at least in part because so many people enjoy two-strokes so much, and they want to see them get on.
We have been approached by publishers and editors of many motorcycle publications - which is a nice change from having to chase them for media coverage - and they are keen to run stories about our TSS500 engines, our RS500s and the technology behind The Two-Stroke Shop's innovations. We will of course keep you advised about all upcoming press coverage.
All in all, the support for our work has been tremendously encouraging. It's been an avalanche of interest. My wife calls this phenomenon "Bro Love" and the best call so far was from a top blokey type in Darwin who after talking excitedly with me for about an hour on the 'phone, rang me back ten minutes later and blurted out, "Mate, I want to have your babies!" What a crack-up jest that was.
Please feel free to contact us via the details below to discuss any aspects of The Two-Stroke Shop; its products, technologies and opportunities.
We will be shipping the first TSS500GP engine kits and complete engines in February 2008. Customer RS500GP builds are currently underway. Please feel free to ask us any and all questions, and feel free to make suggestions.
Kind thanks,
Stephen Rothwell and Wayne Wright
The Two-Stroke Shop
9 Compass Close, Edge Hill
Cairns 4870
Queensland, Australia
Tel. (In Australia): 0427 774 285
Tel. (Outside Australia): +61 427 774 285
Web: www.twostrokeshop.com
Email: offbeat@iinet.net.au
--------------------------------------------------------------------------------
No virus found in this incoming message.
magnus_moss
Racing is life!
- Gick med
- 11 Aug 2003
- Ort
- västkusten
- Hoj
- Kawasaki Supersport, KTM Supermono, ISR Forgotten Era, Honda CB750
Kul läsning!
Läser man här så blir det aus$10000 ungefär och då är alla motor och chassimodifikationer klara för att få det hela att funka i ett RS250 chassie.
Sedan bör man kanske feta till gaffel och hjul.... Men ändå inte så himla dyrt!!!
Skippa 250 production och bygg 500
r av alla hojar iställetUhumm..
Dom snackar US dollar i prislistan, i första hand för att det mesta som dom köper in köpes i US dollar.
/jonas.
Dom snackar US dollar i prislistan, i första hand för att det mesta som dom köper in köpes i US dollar.
/jonas.
Kul läsning!
Läser man här så blir det aus$10000 ungefär och då är alla motor och chassimodifikationer klara för att få det hela att funka i ett RS250 chassie.
Sedan bör man kanske feta till gaffel och hjul.... Men ändå inte så himla dyrt!!!
Skippa 250 production och bygg 500
Säker?
Känns som man inte lär sälja så många kitt om bara motormodifikationerna går lös på över 50kkr.
dirttracker
dirttracker
tss 500 o gp 500 mod byggen
halo,jag gillar deras ( twostrokeshop) setup, då vikt-hp är överornad i alla rejssammanhang!..however..i slutändan blir de dyrt, inte så de är en omöjlig ekvation, men tror att då grejjerna finns på andra sidan jordklotet potentioella kunder tvekar!??
och håller med Moss , att man borde göra om alla rs 250 racers till gp500 racers!..
det finns också liknade projekt-GP racers, ( sorry för trådkapning) typ yzr 500, från italien ,österrike, holland , england och australien..bla. www.nkracing.co.uk och www.micoproducts.net
-läs gärna taggen :micoproducts racing, där får man lite gåshud..o en inblick vilken otrolig potential de finns i maskinen, med lite mer hp,-låt säga 160hp o en vikt på 130kg, så blir de fint!...
Ps. har en yamaha tzr 250 3XV sving och en tzr 250 3MA ram som skulle passa till ett yzr500 replika bygge som beskrivs på www.nkracing.co.uk till salu!
halo,jag gillar deras ( twostrokeshop) setup, då vikt-hp är överornad i alla rejssammanhang!..however..i slutändan blir de dyrt, inte så de är en omöjlig ekvation, men tror att då grejjerna finns på andra sidan jordklotet potentioella kunder tvekar!??
och håller med Moss , att man borde göra om alla rs 250 racers till gp500 racers!..
det finns också liknade projekt-GP racers, ( sorry för trådkapning) typ yzr 500, från italien ,österrike, holland , england och australien..bla. www.nkracing.co.uk och www.micoproducts.net
-läs gärna taggen :micoproducts racing, där får man lite gåshud..o en inblick vilken otrolig potential de finns i maskinen, med lite mer hp,-låt säga 160hp o en vikt på 130kg, så blir de fint!...
Ps. har en yamaha tzr 250 3XV sving och en tzr 250 3MA ram som skulle passa till ett yzr500 replika bygge som beskrivs på www.nkracing.co.uk till salu!
Last edited:
TSS 500 GP Senaste nytt + Filmsnutt.
Lägger in lite text jag fått på mejlen, innehåller länk med lite nya bilder o en film (ljud) snutt.
/jonas.
Goodness Gracious,
Initial testing of the 90 degree crank layout in a roadbike RS500GP has gone exceptionally well. My GOODNESS, I could weep. She goes like a rocket. And Wayne is absolutely delighted that she is totally vibe-free. Smooth as triple-whipped cream.
Just visit this link to see a short 4 MB video clip of the beast in action. Just a shortie but there will be much more to come, and more pics too: http://www.twostrokeshop.com/TSS.htm
She sounds beautifully crisp and crackly down low, and lion-heart gruff up top - and how fast she zips up the revs! Pure GP soundtrack. It sounds like there's enough grunt to pulverise a man's testes - in the nicest possible way. Your wife would even approve. Tell her it's a sort of self-imposed punishment. I mean after all, why would a sane man choose to straddle a wild raucous flame-throwing beast with massive great pistons thrashing up and down within inches of one's gonads? We should have a medal for bravery for even considering it.
When I can get my heart rate below 2400 GHz, I will watch that video 300 more times.
Check out the attached pics of the inlet tract - GP-bred or what!
The motor fits in there like it was always designed to do - in fact I have a consipiracy theory that Aprilia initially had intended to buy a parallel-twin reverse-cylinder engine from Yamaha but the deal fell through, leaving them no choice but to go for the RGV engine. Because when you see how perfectly the big 500cc twin fits inside the frame spars, this is the inescapable conclusion you come to. The barrels and head come on and off without so much as touching the sides; there is far more room for removing barrels than in the case of the engine in the original RZ350.
Jar r ed, Wayne's pal, was bump-starting the bike in 2nd gear - a four-stroke habit - and even with the very tall race gearing, she drives away like a locomotive. She bumps up in 1st gear just as easy.
Kickstart - we are fitting Banshee kickstarts, which are very similar to the RZ500 kickstarts - chunkier and shorter than the RZ350 lever.
The engine, as indeed Wayne designed it, is totally smooth, which vindicates all our engineering decisions and hard work - and makes the all-nighters so much worth it.
Wobbly said, "The jetting is so close it's amazing - well not really after all the work I put in, its a bit rich down low and lean on transition to the needle, but on the needle when you spark it up it sings - as you will see in the vid.
A couple of pilot adjustments and it will be fine, also I will put in the richer needles. I think the leaner ones will be spot on for the 35 FCRs.
Starts first pop, Jarred was using 2nd in the vids but we tried first later and it just turns once and fires up .
All in all - very satisfying to see all the effort and experience come to such a simple conclusion - of course it runs properly.
Why wouldn't it."
Much more testing will be done in the next few days. The most important 'discovery' with the engine actually running in a bike as opposed to in a jig, is not just that the balance of the engine is exceptionally fine, but that the 90° firing order makes the engine much smoother again - to the point where it sings like some sort of 'luxury' engine. It's a sophisticated engine - it was designed as such, and it even exceeds our expectations.
Champagne is flowing freely here. I propose a toast, to the world's first properly GP-bred two-stroke sportsbike.
Floating on castor-laced air,
Wayne and Steve
Lägger in lite text jag fått på mejlen, innehåller länk med lite nya bilder o en film (ljud) snutt.
/jonas.
Goodness Gracious,
Initial testing of the 90 degree crank layout in a roadbike RS500GP has gone exceptionally well. My GOODNESS, I could weep. She goes like a rocket. And Wayne is absolutely delighted that she is totally vibe-free. Smooth as triple-whipped cream.
Just visit this link to see a short 4 MB video clip of the beast in action. Just a shortie but there will be much more to come, and more pics too: http://www.twostrokeshop.com/TSS.htm
She sounds beautifully crisp and crackly down low, and lion-heart gruff up top - and how fast she zips up the revs! Pure GP soundtrack. It sounds like there's enough grunt to pulverise a man's testes - in the nicest possible way. Your wife would even approve. Tell her it's a sort of self-imposed punishment. I mean after all, why would a sane man choose to straddle a wild raucous flame-throwing beast with massive great pistons thrashing up and down within inches of one's gonads? We should have a medal for bravery for even considering it.
When I can get my heart rate below 2400 GHz, I will watch that video 300 more times.
Check out the attached pics of the inlet tract - GP-bred or what!
The motor fits in there like it was always designed to do - in fact I have a consipiracy theory that Aprilia initially had intended to buy a parallel-twin reverse-cylinder engine from Yamaha but the deal fell through, leaving them no choice but to go for the RGV engine. Because when you see how perfectly the big 500cc twin fits inside the frame spars, this is the inescapable conclusion you come to. The barrels and head come on and off without so much as touching the sides; there is far more room for removing barrels than in the case of the engine in the original RZ350.
Jar r ed, Wayne's pal, was bump-starting the bike in 2nd gear - a four-stroke habit - and even with the very tall race gearing, she drives away like a locomotive. She bumps up in 1st gear just as easy.
Kickstart - we are fitting Banshee kickstarts, which are very similar to the RZ500 kickstarts - chunkier and shorter than the RZ350 lever.
The engine, as indeed Wayne designed it, is totally smooth, which vindicates all our engineering decisions and hard work - and makes the all-nighters so much worth it.
Wobbly said, "The jetting is so close it's amazing - well not really after all the work I put in, its a bit rich down low and lean on transition to the needle, but on the needle when you spark it up it sings - as you will see in the vid.
A couple of pilot adjustments and it will be fine, also I will put in the richer needles. I think the leaner ones will be spot on for the 35 FCRs.
Starts first pop, Jarred was using 2nd in the vids but we tried first later and it just turns once and fires up .
All in all - very satisfying to see all the effort and experience come to such a simple conclusion - of course it runs properly.
Why wouldn't it."
Much more testing will be done in the next few days. The most important 'discovery' with the engine actually running in a bike as opposed to in a jig, is not just that the balance of the engine is exceptionally fine, but that the 90° firing order makes the engine much smoother again - to the point where it sings like some sort of 'luxury' engine. It's a sophisticated engine - it was designed as such, and it even exceeds our expectations.
Champagne is flowing freely here. I propose a toast, to the world's first properly GP-bred two-stroke sportsbike.
Floating on castor-laced air,
Wayne and Steve
magnus_moss
Racing is life!
- Gick med
- 11 Aug 2003
- Ort
- västkusten
- Hoj
- Kawasaki Supersport, KTM Supermono, ISR Forgotten Era, Honda CB750
Lät ju väldigt.... "fabrikskrispigt"!!!!
Two stroke man
Gudomlig sporthojare
350-motorn för plats i ett Mito-chassi också.
Sista skönheten är en lite moddad RD500-motor som uppgavs vara på 784cc. Vet tyvärr inget mer än så om den. Dom går också klämma in i ett RS-chassi men kräver en aning mera våld. Tror dom passar bättre i RGV250-chassin.
Sista skönheten är en lite moddad RD500-motor som uppgavs vara på 784cc. Vet tyvärr inget mer än så om den. Dom går också klämma in i ett RS-chassi men kräver en aning mera våld. Tror dom passar bättre i RGV250-chassin.
Bifogat
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