Messages

1

Tech Talk / DT/YZ gearbox

« on: June 13, 2022, 06:06:09 pm »

Can anyone tell me for how many years/models Yamaha used the original DT box? I know the ratios will be different but we need a gearbox to fit in a Champion framed DT1/2 engine case. Eventually the bike starting jumping out of second gear and upon splitting the whole gearbox isn't good.

2

Yamaha / DT2 gearbox cross compatability

« on: June 13, 2022, 05:56:34 pm »

 My mates gearbox is toast. Anyone know how far forward Yamaha use the same gearbox? Obviously the ratios would be different. It just needs to fit

3

Yamaha / Re: DTI GYT internal rotor points gap

« on: September 30, 2021, 10:05:07 pm »

 I'll try and get a photo over the next few weeks
Although it's in my sheds it isn't my bike
The only obvious possibility is that the rotor cam is so shallow that any greater gap leaves the points open for far too long.
The cam is indeed exceedingly shallow, actually it's barely noticeable. Whether it's been modified is impossible to say without finding another. The  bike came recently built but far from debugged.
It is however bloody quick and really clean revving. We had problems with NGKs [counterfeits?] packing after 30mins  so I sourced Champion NC3s  which have lasted and felt much better. 

4

Yamaha / Re: DTI GYT internal rotor points gap

« on: September 30, 2021, 07:06:30 am »

I did a lot of digging and finally found mention of an internal rotor points ignition being once offered as GYT kit. Whether it was available in all markets all the time I don't know. Anyway this engine has it, runs really well but not over 8 thou.
The bike also came with a spare external flywheel set up.
I've read here that all DT2MXs came with electronic ignition

5

Yamaha / DTI GYT internal rotor points gap

« on: September 29, 2021, 04:21:41 am »

 Just returned from about as far in the North of England as one can go; having done an excellent Vinduro near Wooler Northumberland. I was on my MK4 DMS TT500 and Simon rode his Champion framed DT1/2MX Special. He and it had an excellent first day but it wouldn't run well the second, and anyway he crashed and blew the Husky forks oil seal turning it  into a pogo stick.
 We got it running fine today by gapping the points to 8 thou", but what's the Yamaha setting? Any more than 8 and it wouldn't even spark.

6

British (BSA, Greeves, Triumph etc) / Re: Sprite-UK/American Eagle-USA /Alron-AUST

« on: February 22, 2020, 05:08:55 am »

It good to see all the Sprites and Frank's son was so self effacing. Came out almost by accident that he was related. 

7

Kawasaki / Re: KLX 250 Standard Needle or replacement

« on: October 02, 2019, 03:40:58 am »

I ended up using the standard needle on the leanest or next leanest setting with a one size smaller needle jet. I spent a whole day faffing with the needle position only to end up where it had been in the first place. Standard is P-2 so I bought the next leanest that Allens Performance [UK] make. For some markest at least the KLX came too rich. Journos back in the day complained about a stumble/hesitation and blamed the carb. It was just the jetting

8

Suzuki / Re: Wanted RM250-400 Swing arm for '79 Model

« on: March 24, 2019, 04:18:53 am »

https://www.ebay.co.uk/sch/i.html?_from=R40&_trksid=m570.l1313&_nkw=1979+suzuki+rm250+swing+arm&_sacat=0

9

Kawasaki / Re: KLX SWINGARM CHAIN BUFFER/GUARD NEEDED

« on: March 24, 2019, 03:51:14 am »

https://www.ebay.com/itm/1979-1980-1981-1982-Kawasaki-KLX-250-KLX250-Front-Chain-Slider/122017536069?fits=Year%3A1979%7CModel%3AKLX250&
These the same pricks? Looks like someone is possibly 3D printing them. The original colour was white

10

Kawasaki / Re: KLX SWINGARM CHAIN BUFFER/GUARD NEEDED

« on: March 23, 2019, 08:25:46 am »

https://www.cmsnl.com/kawasaki-klx250a2-klx250-1980_model15274/partslist/49616.html#.XJVQLNL7TI
Sorry just realised they are out of stock

11

Kawasaki / Re: klx250 running like crap

« on: May 24, 2018, 09:51:26 am »

check the carb stub. mine cracked

12

Kawasaki / Re: new klx250 carb legal or not

« on: April 22, 2018, 05:32:58 am »

I don't see how a carb size normally set for a XT500 is going to be optimal for a stretched KZ200, though I don't doubt it works much better than a standard jetted old original.

13

Kawasaki / Re: new klx250 carb legal or not

« on: April 19, 2018, 06:48:37 pm »

I feel a lot of the problems with the KLX stem from it being overcarbed. It's 4mm bigger than a KL with about half a horsepower advantage at the top end. If I was buying an aftermarket carb I wouldn't go bigger than 30. The standard carb is a pain to jet but on mine at least the needle jet ended up two or three sizes smaller then the bike finally ran right. I also used the smallest of the four main jet options that Kawasaki advised and I think I changed the pilot. Looking at old test reports it's painfully obvious that the jetting wasn't always optimal on those either. There were two sizes of exhaust. I have presently fitted the larger bore but  a tuner mate  welded up a conical internal reducer inside the header to get rid of the step exiting the head. He did that when replacing the first foot of the pipe and didn't tell me.That threw the jetting out, but once I'd reduced the main jet yet again it ran better than before. With the jetting right the engine doesn't stumble when whacking the throttle open. It just runs like an electric motor, albeit a weak one. If I was serious I'd put an XR200 diameter pipe on. That engine produces better power.

14

Suzuki / Re: HEEELLLLPPPP TS250X 1984 jet 6fjv54

« on: April 09, 2018, 11:19:24 pm »

 I had the same problem with a SP370 jet needle It's a special made for suzuki part, not a standard mikuni part. Allens Performance knew the profile from the coding and also knew that there was no mikuni part which matched, or was even close as it was a double taper needle

15

General Discussion / Re: VMX Magazine Issue #73

« on: March 20, 2018, 07:49:03 pm »

Let's hope it's more accurate than issue 72