New Hawk, new adventures.

[TxTaoRider]

It's still a 9% increase in displacement which on a head flow restricted motor like the CG may not add any hp, but it will pump up the torque.

On the BB kits for the KTM rfs motors, some of the guys complain they lost a little rpm over rev, but after you adjust your riding style it's a win. Of course we used to have a bunch of cams we could use to make up for the overrev if we wanted. The cg cams are a little more limited in selection.

I cant wait to see how it works.

[Wild Dog]

Yeah the "right" way to do it, is machining the case. To be honest, is not worth doing it. A modded Hawk like the way dan is, can already beat a stock "300"

Originally Posted by TxTaoRider

It's still a 9% increase in displacement which on a head flow restricted motor like the CG may not add any hp, but it will pump up the torque.

On the BB kits for the KTM rfs motors, some of the guys complain they lost a little rpm over rev, but after you adjust your riding style it's a win. Of course we used to have a bunch of cams we could use to make up for the overrev if we wanted. The cg cams are a little more limited in selection.

I cant wait to see how it works.

That's exactly what they do went go bigger on the CG, more torque. That's why a stock 200cc will have similar top speed than a 230cc.

The picture above is the "GATO CG300" it has the same top speed than a 230 but it's more torquey

About the cams you would be surprised about all the differents profiles they made for the CG. To be point of being ridiculous

[TxTaoRider]

I ordered one of the kits but wont make any efforts to install it until this summer when it's too hot to ride here.

For now I'm messing with suspension.

[Megadan]

There are quite a lot of cam profiles out there for these motors. The main reason I went with the current WGK cam profile that I do have is because it required no other engine work since it adds no lift. The second you increase lift and duration on the CG engine design the first limitation you run into is the valves try to become best friends with one another during overlap. The simple solution is to machine back the valve seats so the valves sit deeper into the head.

As I have tried to explain to other guys obsessed with trying to do the same work. If their goal is more horspower, a cam is a better option than a bigger cylinder.

I also wouldn't bother with a larger bore without having some head porting done at the very least.

[TxTaoRider]

Let's face it, we'll never make high rpm firebreathers out of these, but we can make some torquey trail bikes out of them.

My experience with riding on the trails isn't that the bike doesn't have enough power as much as I need practice and better suspension.

[Wild Dog]

Originally Posted by TxTaoRider

Let's face it, we'll never make high rpm firebreathers out of these, but we can make some torquey trail bikes out of them.

It can be done, but it takes a lot of work for just a few hours of fun. Till everything breaks down.
Those "Gatos CG300" can reach around 162 km/h (100 mph) at 10.000 rpm
Which is quite impressive for a CG

From my point of view, keeping the engine 230cc and modding the rest is the best balance between performance and durabilit.

[Megadan]

Originally Posted by Wild Dog

It can be done, but it takes a lot of work for just a few hours of fun. Till everything breaks down.
Those "Gatos CG300" can reach around 162 km/h (100 mph) at 10.000 rpm
Which is quite impressive for a CG

From my point of view, keeping the engine 230cc and modding the rest is the best balance between performance and durabilit.

My 2 cents from having a 250 and 300 cylinder on hand. If one is going to a 70mm bore using the 300 cylinder, there will be no durability issues. Unlike a bored out 250 cylinder, the 300 has more material in the casting around the sleeve than the 250, so it will be more stable and better at managing heat, which was always the issue with overbored 250 cylinders.

[drstansbury@yahoo.]

Since installing this on my bike I have had zero issues. With summer coming on I just installed an oil cooler which really reduced engine temps. I'm still really in the break in stages as Im only about 250 miles in. I really like how on road capable the bike is now. No more slowing down traffic on the hills. Looking forward to seeing Dan get his built. I know it'll be top notch!

[Megadan]

Originally Posted by drstansbury@yahoo.

Since installing this on my bike I have had zero issues. With summer coming on I just installed an oil cooler which really reduced engine temps. I'm still really in the break in stages as Im only about 250 miles in. I really like how on road capable the bike is now. No more slowing down traffic on the hills. Looking forward to seeing Dan get his built. I know it'll be top notch!

I don't know about top notch, but it will at least be a good runner. Just trying to decide the path I want to take with the build at this point.

[Hunnicutt]

I have a few questions for you, Megadan. In post # 14, you discuss your chain tensioner. I'm considering installing these on my twin TT250's.



Do you like the one you purchased?

Has it held up well?

What maintenance is involved with it?

What improvements have you noticed with it?

Was it worth the expense?

Would you choose a different model if you bought another one?





Thank you for your valuable insights. :-)

[Megadan]

Originally Posted by Hunnicutt

I have a few questions for you, Megadan. In post # 14, you discuss your chain tensioner. I'm considering installing these on my twin TT250's.



Do you like the one you purchased?

Has it held up well?

What maintenance is involved with it?

What improvements have you noticed with it?

Was it worth the expense?

Would you choose a different model if you bought another one?





Thank you for your valuable insights. :-)

In as few a words as possible. It worked great for a very short period of time, but did not hold up well and it was removed within a few weeks.

[Megadan]

Originally Posted by jeffrey

This Lifan engine uses a JTF264 sprocket. The original 520 sprocket has a offset to it to the outside of the case.

That is kind of what I am getting at. These CG Clones in the Hawk put the sprocket fairly inboard towards the engine case. Without flipping the sprocket, they sit too close for a 14 tooth. Even with the 13 tooth in the standard position it is fairly tight with the sprocket cover and just barely contacts it when installing it, just like a 17 tooth with a 428 chain, though a tiny bit less.

If I flip the sprocket, then the cover definitely needs to be clearanced. It would keep the chain off of the engine case though.

Who knows, I might just go through with it, but not tonight. I just got done cleaning and adjusting my chain lol. No energy left for modifications. I was hoping my Nibbi carb would have arrived by now so I could have installed it, but alas... nothing.

[Megadan]

Originally Posted by jeffrey

Dan, Several years ago I read in Hot Rod magazine about intake manifold gaskets for small block chevy,s that had fine screen in the ports to break up the fuel droplets into a fine mist. Would that make a difference on these little engines. I think it was to be like a poor mans fuel injection. Thoughts on it.

Personally, I wouldn't try it. The slight beneficial gain from the increased atomization of the fuel would be counteracted by the decrease in port area caused by the mesh and an increase in intake turbulence/loss of velocity. Charge velocity is far more critical to engine performance than pretty much everything else - both in terms of fuel mixing with said charge as well as cylinder filling at high RPM, and as long as the ports are capable of keeping the fuel suspended in the charge and prevent pooling, it will more than adequately atomize by the time it has entered the cylinder.