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I’m back on the original setup, 19er, to see first how the 170cc and the Sip road work. The sip road has a volume close to a px125 I guess. I have increased a little bit the inlet timing by increasing the piston squirt cut from 126 to 140 according to Bollag’s advices. And timings are 120/150. And I have grinded a little bit the original manifold to make it match perfectly with the cylinder and the yellow spacer. On the original setup I had a 84 main jet. I tried 92 100 110, but in each case the full throttle is weird, bowwww and it’s a pain to reach the maximun rev of the engine. Like if it was too lean. The rest of the power band is great . I would like to solve this before struggling to find the good atomiser/needle matching on the Vhst. Could it be the inlet timing or the exaust port too low ? Maybe the ignition ?

Sure. I have noted one for you .

Arround 60€.

Alright, a batch of 5 parts will be on production soon.

Great I have asked him for a small series !

I can ask for a small batch.

Manifold proto to mount the VHST 24, till now it was easy, now I have to find the correct setup... what a pain in the ass.

That is the same one , mine sandcasted by a youtube video maker and caster. the new model for VHST PHBL PWK is coming this week.

Bakelit ?

Wir könnten das so machen, aber ich fürchte, der Vergaser berührt den Zylinderkopf.

The aluminium 24er sandcasted manifold is in production right now at least one prototype.

Ja

Hallo Disco. Wenn Sie ein Rohr geschweißt haben, müssen Sie versuchen, so weit wie möglich vorzurücken, da Sie sonst keinen Luftfilter mit 24 einsetzen können. (Der Abstand darunter beträgt 10 mm, sobald das Stück gedruckt ist.)

Ursprünglich ist es richtig, aber die Öffnung ist zu schwach.

Hast du den Wert des Einlasses genommen? Wenn Sie bei 140 ° C sind, wird es gut sein, original, es ist etwas niedrig. Ich hatte 126. Ich musste meinen etwas erhöhen, um diesen Wert zu finden, den Bollag mir empfohlen hatte. 120 ° / 150 ° und Einlass 140 °.

I'll test that soon. .

Thanks for the advice, indeed, 1mm is the maximum I can do. With 1mm the lower ring won’t pass through the port. I have to get the cylinder milled tofit the 62mm piston, what is the preconized clearance. 7/100 is ok ?

Hi, Is it worth it to increase timings ? On the original cylinder the exhaust port isn't fully opened so I wonder if I could use a spacer and update the exhaust port. I have 118/148 without gasket 122°/151° with 1mm gasket When using a 2,5mm gasket the bottom of the exhaust match but intake timings are to high 130°/159° Is it worth it to update it to 125/185° with a Sip road exhaust ? I plan to use a RD350 reed valve with bigger carb.

Indeed, so the conversion crank would be a simple PX model full circle model ?

it makes sense !

Well, Ron changed the crankshaft to use a different ignition, but this is apparently not necessary.

Why do you need the change the crankshaft as the specs seem to be the same ? 15mm piston pin, 57mm stroke, bore 62mm ? only the cylinder barrel diameter seem to be different.

Alright, what are the alternatives to piston change? Aftermarket cylinders available ? It looks like the cylinder stud are at the same position than on PX casings, so maybe it is possible to adapt something else ?

Does any of you tried the conversion to 180cc ? Is it possible like on the 160GS ? I asked Olli too.