Ed, yeah I was to be up there myself as I'm really hanging for a ride but work once again dictated what I did with my life. I hate that!
glad to hear she's all go. I was figuring it being in the carb as I've had much the same happen with my TM when I first built it and didn't have the correct jetting or correct carb for that matter. I feel the out of alignment relief holes in the piston will still work ok even if off centre to the bridge. The holes will effectively still relieve the hot spot on the piston and it will add a little lube to the cylinder wal even if not in the correct place, in my view it will work but obviously not as effectively. At 56mm bore you could buy a std TM125/CR125 piston, drill the holes in the absolute correct spot and run with that (cheap cheap!) but you must run it as a single ring piston by omitting the lower ring that would/will otherwise snag or hang up on the ports.
Loz, again you're talking about outright HP figures. This is where we differ, I talk of good power being had from the stock motors with minor tweaking and you talk of full blown race engines. Suzuki had enough faith in the system to start using it in another guise on production bikes way back in '71,(enter the rotary valve case reeded induction) Eventually the half piston port half reed version found it's way to 'all' RM's, PE's, TS's, TF's 50cc thru 400cc from '78 to '81 and none of these bikes were down on power at the time comparatively speaking. I still think there is more gain to be had setting up the chassis properly but each to their own of course
I like the case inducted RM styled motors, I like the way they deliver the power and I love the reliability that came with them..but then, maybe I am just a little biased
