Subcategories

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• Top End

  Top End Related

  60 699
  60 Topics

  699 Posts

  R

  I use the Athena pipe with the 170 cylinder, it works quite well, and most of the power is in the midrange, even if I can get it to rev higher with modified ignition curve, the torque is in the midrange. I have seen Mick Abbey writing somewhere that the stinger ID needs to be at least 22mm (or was it 23) with the 170 kit, so that is a bit tight at least with the Athena pipe. The black paint seems to hold up quite well on the Athena-branded version.
• Bottom End

  Bottom End Related

  7 42
  7 Topics

  42 Posts

  H

  Sorry for commenting on a 3 year old thread, but I have worked a little with balance shafts on humongous machinery and wanted to post a little for posterior knowledge. A single balance shaft on a single-cylinder doesn't really do much. It mostly just phase-shifts the vibrations so they go in another direction. Back and forth instead of up and down, like. Dual balance shafts is another thing. They cooperate in the right direction, and counteract each other in between - and if you put them slightly offset each other vertically they can even mitigate some rotational moment. But balance shafts also have another interesting effect - they can reduce the bearing load. There are actually two different optimums - one which gives the least vibrations but a bit higher bearing load, and another that is the opposite. So when I see that small engines have a single balance shaft, I usually assume it is to allow it to manage high revs by means of lowering bearing forces rather than reducing unpleasant vibrations. There was a bike back in the 90's(?) - some european single-cylinder 2-stroke 250 cc enduro (cross?) - that had a balance shaft and managed to output 70+ hp when all the balance-shaft-less big-brand competitors only gave 55 hp or so. Because it revved to like 12000 when the others quit at 9000 or whatever.
• Carburetor

  Carburetor Related

  104 989
  104 Topics

  989 Posts

  E

  Hey, im trying to understand the fuss about jet differences between models and years and import etc. I find this very interesting and helps me a lot to fully understand the bike. Like take the same model i would say dtx or dtre with a couple years difference and the jets sizes(also pilot jets) switches significantly and with having the same carb like the tm28ss. Why does it have a difference while running the same engine?
• Derestricting

  Return the bike to how it was intended to be!

  28 419
  28 Topics

  419 Posts

  M

  Hi, thanks again for the detailed reply and for all the information. I had already heard about the larger snorkel from the DT200/DT230, but I’ve seen that they are very difficult to find. Designing one in CAD could be possible, but I don’t have any experience with CAD programs and I also don’t have access to a 3D printer. Regarding the carbon reeds, I had heard about them before but I’m not sure which ones would be a good option at a reasonable price. I’ve also read that some people install a VForce4 reed block for the Yamaha Blaster on the DT125 with small modifications. However, it’s quite expensive. I did find a cheap copy on AliExpress, but I’m worried that the lower quality materials could damage the engine or even perform worse than the original reed block. The air filter was replaced a few months ago with a TwinAir filter, and the exhaust was also cleaned a few months ago. If I eventually decide to modify those spigots in the inlet port, do you know where I could find a good guide or tutorial to follow?