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Well....you've got the order right already.
Turk, Roper, Nigel......................Branson.
Well maybe throw Parker Heath and Eric Pritchard in there between Nigel and me. 250 is going to be a very tough class next year...I may steer clear of it and go for ULWSV.
JohnnyB
Turk, Roper, Nigel......................Branson.
Well maybe throw Parker Heath and Eric Pritchard in there between Nigel and me. 250 is going to be a very tough class next year...I may steer clear of it and go for ULWSV.
JohnnyB
Joined
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532 Posts
I think George D. has a 240 motor.
FrankC
Frank,
That motor looks to me like a bomb waiting to go off. I had it apart in my shop when I took it out of a frame to build Hiroshi's bike.
Had a CB160 head on it that was hacked and welded to death. The pistons they used came about .040" above the deck...so they used a .080" copper head gasket to get clearance. All kinds of weird stuff done to it....and it had never run...which doesn't surprise me. It was one of those "west coast" motors build by someone I won't mention.
Aaron,
With CB200 liners the fattest you can go is 60mm for 232cc. If you can come up with some a mm larger you can go 61mm for 240cc. So far I've only spec'd pistons out to 61mm...with Wiseco XE ring set...haven't seen XE rings larger than 61....but I suppose I could have pistons made to accept different ring type.
Basically your choices for big bore using my stuff is 59mm for 224cc and then a jump to 61mm for 240cc. The reason I mention this is that going with the 61mm piston and XE rings doesn't leave you an overbore to freshen up an engine. Going with 59mm means the next overbore available is 61mm....which means new liners.
Before I finish the Phase 4 design I'll see if I can match it to a ring set that makes a smooth transition from 57mm to about 62mm in 1/2mm steps. That leaves us a lot more options.
JohnnyB
That motor looks to me like a bomb waiting to go off. I had it apart in my shop when I took it out of a frame to build Hiroshi's bike.
Had a CB160 head on it that was hacked and welded to death. The pistons they used came about .040" above the deck...so they used a .080" copper head gasket to get clearance. All kinds of weird stuff done to it....and it had never run...which doesn't surprise me. It was one of those "west coast" motors build by someone I won't mention.
Aaron,
With CB200 liners the fattest you can go is 60mm for 232cc. If you can come up with some a mm larger you can go 61mm for 240cc. So far I've only spec'd pistons out to 61mm...with Wiseco XE ring set...haven't seen XE rings larger than 61....but I suppose I could have pistons made to accept different ring type.
Basically your choices for big bore using my stuff is 59mm for 224cc and then a jump to 61mm for 240cc. The reason I mention this is that going with the 61mm piston and XE rings doesn't leave you an overbore to freshen up an engine. Going with 59mm means the next overbore available is 61mm....which means new liners.
Before I finish the Phase 4 design I'll see if I can match it to a ring set that makes a smooth transition from 57mm to about 62mm in 1/2mm steps. That leaves us a lot more options.
JohnnyB
Aaron,
XA ring sets go from 60 to about 74mm. We can probably find what we need there. I noticed even on Wiseco big bore kits the ring type changes from XE to XA when it get's above 59mm. The XA's look even better..very thin rings.
There are some guys in 250gp we wouldn't catch with a 500cc engine
JohnnyB
XA ring sets go from 60 to about 74mm. We can probably find what we need there. I noticed even on Wiseco big bore kits the ring type changes from XE to XA when it get's above 59mm. The XA's look even better..very thin rings.
There are some guys in 250gp we wouldn't catch with a 500cc engine
JohnnyB
Joined
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64 Posts
Why not build a nice, heavy 250 Hawk? i mean, the 4 speed box is so sweet (if you like gaps like West Virginia teeth), the motor is complicated, and no one else but me rides one, so why not give that a go? Forget those little 160/175 thingies.
On the other hand, I think I can still beat Tex on it...
adios muchachos
On the other hand, I think I can still beat Tex on it...
adios muchachos
Chris, Tex is getting pretty quick on his 350 these days. Specially fast for one of those stock formula CB bikes.
Those Hawks are neat bikes. Those engines are a piece of work, shame Honda didn't carry over some of it to the later engines. I was seriously considering building one...but damn they are complex little bastards.
JohnnyB
Those Hawks are neat bikes. Those engines are a piece of work, shame Honda didn't carry over some of it to the later engines. I was seriously considering building one...but damn they are complex little bastards.
JohnnyB
Joined
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331 Posts
Anyone have something for sale that I could crash in this class ?
Thanks
J "not that" D
Thanks
J "not that" D
Chris,
After preparing the 350 get the Super Hawk ready for a slopper battle. I should have enough a hp, transmission, and light weight racer to keep up with your 250. That WERA 250 class needs help. IF theres no one to race with but Turk next year, I will be forced to run 500gp on the BSA.
By the way I got your email and I will try getting a hold of you later this week or this weekend.
Aaron
After preparing the 350 get the Super Hawk ready for a slopper battle. I should have enough a hp, transmission, and light weight racer to keep up with your 250. That WERA 250 class needs help. IF theres no one to race with but Turk next year, I will be forced to run 500gp on the BSA.
By the way I got your email and I will try getting a hold of you later this week or this weekend.
Aaron
Joined
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64 Posts
Last slip I saw Tex in wasn't pink, but then again, it was dark. Thank god, or someone for that small mercy.
Anyway, Johnny, you're right, the Cb77/72 motors are very cool, but clearly too complex for "cheap" manufacturing, which is my guess as to why they abondoned the constrcution method. I mean, 4 roller bearings on the cam is sweet for revving to 14,000, but too much work on an assembly line. I've been told that Honda sold more CB350 in the US than Triumph (the original one) ever IMPORTED to the US! So no 4 roller bearings for that one. At least Laverda thought they were cool enough to copy!
You guys must know, that I have no idea if Tex is actually fast or not anymore. I have raced so sporadically over the last couple of years, that I have a hard time judging other people. And all the vintage bikes look slow on the straights so that doens't help. But I must give Tex props for doing so well over the last few years and he has defintely gotten faster. Question is: Is it fast enough to beat me?
No pink slips Tex, but for pankcakes, I'm game.
Aaron, call me tomorrow. 410 383 0432 or 410 736 2269 cell.
adios muchachos
Anyway, Johnny, you're right, the Cb77/72 motors are very cool, but clearly too complex for "cheap" manufacturing, which is my guess as to why they abondoned the constrcution method. I mean, 4 roller bearings on the cam is sweet for revving to 14,000, but too much work on an assembly line. I've been told that Honda sold more CB350 in the US than Triumph (the original one) ever IMPORTED to the US! So no 4 roller bearings for that one. At least Laverda thought they were cool enough to copy!
You guys must know, that I have no idea if Tex is actually fast or not anymore. I have raced so sporadically over the last couple of years, that I have a hard time judging other people. And all the vintage bikes look slow on the straights so that doens't help. But I must give Tex props for doing so well over the last few years and he has defintely gotten faster. Question is: Is it fast enough to beat me?
No pink slips Tex, but for pankcakes, I'm game.
Aaron, call me tomorrow. 410 383 0432 or 410 736 2269 cell.
adios muchachos
Joined
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553 Posts
i like pancakes...i like them with butter.
lets take a poll on the first annual Flapjack GP. i give the nod to CMarsh, assuming he hasn't lost too much of whatever edge he had.
Z
lets take a poll on the first annual Flapjack GP. i give the nod to CMarsh, assuming he hasn't lost too much of whatever edge he had.
Z
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