Lightweight Roadrace Digest #11-20
LtWtRR-digest Monday, April 21 1997 Volume 01 : Number 011
----------------------------------------------------------------------
Date: Fri, 18 Apr 1997 15:40:31 -0500 (CDT)
From: Todd Nordby
Subject: Re: LtWtRR RS125 Machining Heads
I remembered my head volume calcs wrong (I just re-did it)
From geometric calculations on the HRC power up guide
head schematics:
'92 - 8.78 CC
'93 - 8.91 CC
'95 - 9.43 CC
I wrote a program which figures out the radius of the bowl shape
versus height and added up small increments. If you have any of the
HRC specs for these years you can see the data I entered below.
So, if you put a flat plate over the head and didn't have a spark plug
hole you should get those volumes. Now where does the 10.2 CC
value come from?
$ rs_head
enter bowl radius (2.55) > 2.55
enter bowl height (1.095) > 1.095
enter squish radius (15.0) > 15
enter squish height (0.25) > .25
8.780777
$ rs_head
enter bowl radius (2.55) > 2.59
enter bowl height (1.095) > 1.096
enter squish radius (15.0) > 15
enter squish height (0.25) > .25
8.914851
$ rs_head
enter bowl radius (2.55) > 2.59
enter bowl height (1.095) > 1.128
enter squish radius (15.0) > 15
enter squish height (0.25) > .259
9.430273
------------------------------
Date: Mon, 21 Apr 97 8:57:24 EDT
From: "Mr P Snell"
Subject: re: LtWtRR-digest V1 #10
Michael wrote thuslyabout 'racing ' plugs.
>Thanks for the info. As long as the ignition supplies enough juice
>to a plug it will fire, and a spark plug shouldn't be a "performance"
>tuning item. Some plugs might last longer, have broader heat ranges,
>etc, and I can see that this might be worth paying a bit more. The
>expensive "racing" plugs would appear to be there for reasons other
>than the ability to spark.
There are a few reason's to use the $40 US plugs, but they aren't
absolutely crucial. Start with the overall length of the plug, on some
bikes, like RS 250's, using a regular 'B' plug may result in a situation
where the front wheel/fairing lower/plug cap try to occupy the same space.
Secondly, there seems to be an effort to reduce the 'shrouded volume' in
the area that the insulator nose lives.This probably minimizes the volume
of charge that misses out on complete combustion (end gases; the same
reason people try to minimize squish clearance). I'm not sure of the reason
for the tiny ground electrode, but it does seem to make it easier to read
the timing, and may help reduce fouling, as the electrode itself seems to
burn cleaner. It may also present the center electrode with more sharp
surfaces nearby to arc to.
I have heard of surface gap racing plugs used in certain superbikes that
run over $200 cdn. each !
Pete Snell
Royal Military College
Kingston, Ontario, Canada
Snell-p@rmc.ca
------------------------------
End of LtWtRR-digest V1 #11
***************************
LtWtRR-digest Tuesday, April 22 1997 Volume 01 : Number 012
----------------------------------------------------------------------
Date: Mon, 21 Apr 1997 12:37:54 -0500 (CDT)
From: "Paul C. Kurth"
Subject: re: LtWtRR-digest Spark plugs
> I have heard of surface gap racing plugs used in certain superbikes that
> run over $200 cdn. each !
This may or not be helpfull, but I used to run a shortened, surface gapped
plug in my outboard boat engine. They came in a pretty big temp range
if I remember correctly. I aslo use to run Blue Lodge? plugs in my Alfa,
they were surface gap. The plugs for my Alfa and for my boat weren't
cheap, but no where near the $40US range.
Cameron
------------------------------
Date: Mon, 21 Apr 1997 18:45:59 -0400 (EDT)
From: SCOTTA336@aol.com
Subject: Re: LtWtRR RS125 Machining Heads
Todd & Friends-
Coincidentally, I did some looking at my RS125 cylinder head this weekend.
Having a rotary table on loan from a pal, I machined up a 1/2" plexiglass
plate with a groove to accept the RS inner O-ring and siliconed it in place
semi-permanently, drilled and tapped the holes to bolt the head down, then
filled the head with water from a 25cc syringe. I may machine up a dummy
spark plug with a luer lock so the syringe plugs directly into the spark
plug hole, leaving a small vent at one side to allow the air to purge.
So, here are my two points.
First, I got 10.2 cc on the head to the base of the spark plug hole.
Second, now that I've got the fixture figured out, I'll sell copies to anyone
who's interested. I also make other special tools for the RS 125... motor
stands, crank pullers, leak testers, crank sideshake measurement goodies, you
name it. When I need something, I make two & keep my prints.
ScottA336@aol.com
------------------------------
Date: Wed, 23 Apr 1997 00:03:06 +0800
From: Matthew Carter
Subject: LtWtRR Good Plugs and Cylinder wear
Laura, or anyone else..
What are the brand and model of these good plugs? I'm gonna go order some in.
>In practice, the good plugs seem to be much more prone to
>fouling. This may just be because of the heat range (the
>cheapo plugs were a 10, the good plugs are a 10.5). Anyway,
Also,
What are the signs of damage on a cylinder. I can see some slight scuffing
and polishing around the bridge on the exhaust port. Its obviously worn but
is it worn to a point where I need to replace it.
I'm trying to some _some_ money here...maybe I should have got a bigger
limit on my credit card :-)
Matt
- ---------------------------------------------------------------------------
Matthew Carter mjcarter@cyllene.uwa.edu.au
Robotics Laboratory, Ph (09) 328 7740 (Hm)
Dept of Mechanical & Materials Engineering, (09) 380 3051 (Lab)
University of Western Australia
- ---------------------------------------------------------------------------
YOU WANT INTERNET INTERACTIVITY? http://telerobot.mech.uwa.edu.au/
------------------------------
Date: Tue, 22 Apr 1997 12:18:38 -0400
From: lhardy@national.aaa.com
Subject: Re: LtWtRR Good Plugs and Cylinder wear
> From: Matthew Carter
>
> Laura, or anyone else..
>
> What are the brand and model of these good plugs? I'm gonna go order some in.
NGK R6385-105P
alternates listed are R6385-11P and R6385-10P
Laura Hardy
lhardy@national.aaa.com
------------------------------
Date: Tue, 22 Apr 1997 10:22:01 -0800
From: "Michael Moore"
Subject: LtWtRR The Laguna Seca Vintage Races
About 3 weeks ago Michael Green from West Coast British (Racing)
called and offered me the use of his 200cc Ducati (a sleeved-down 250)
for the Team Obsolete Vintage "Exhibition" races at Laguna Seca, and
no great arm twisting was needed to get me to accept his offer. I
entered the Ducati in the 250GP, and in a fit of optimism entered the
Laverda in F750. The Laverda didn't get together in time, so I
swapped the entry for a slot in the 350GP race on the 200.
I left for Laguna Seca last Thursday midday, and arrived around 3PM to
register and then help run tech (Michael Green of WCBR, his friend
Rob, and I ran tech all weekend).
Friday the fog was in, and the morning Vintage practice (and pretty
much every other practice) was scratched due to near zero visibility,
especially at the top of the hill going to the Corkscrew.
Things cleared up around noon, and I eventually got to take the WCBR
200cc Ducati out to get familiar with it and refamiliarize myself with
the track (which I last rode in 1987). The Duckling was freshly
assembled and needed some break in. The carburation was a bit off too
but I didn't want to mess with it until I was more familiar with the
bike. As it worked out, it never was changed as the limited practice
didn't give enough opportunity for testing (and if it is at all
rideable I'll leave things alone rather than go into a race with an
untested change).
Friday night in Salinas the rain came down pretty heavily, but after
some delay Saturday morning the track was finally dried out enough for
practices. The Vintage practice was late in the morning, and the race
(last of the day) was about 6PM. The jokes about rounding up enough
flashlights to tape to the bikes were getting a bit strained by then.
The Saturday race was F750/350GP/Pre52/Class C. Dave Roper was
riding the Dick Mann BSA triple in the race, but the clutch expired
and he retired. I don't have the F750 results, but in the 350GP race
Michael Green got the holeshot, and after a few turns noticed
something dragging. It turned out the megaphone had fractured, and
Michael pulled off in Turn 5 and battered the megaphone until it broke
off the rest of the way. He then rejoined the race, passing 5 riders
by the Corkscrew, and taking the lead by Turn 5 on the second lap. He
went on to lap the 350s up to 4th place (in a 6 lap race), and passed
all but the top 5 F750 entries. Erik Green, on a Team Obsolete AJS 7R
was second, and I managed to take the 200 Ducati past a 250 TSS
Bultaco and an AJS 7R, as well as one or two of the Pre'52 bikes for
10th in class.
Sunday the weather was much nicer. I spent the morning helping Dave
Roper strip the clutch on the BSA so it would be available for David
Aldana to ride in the midday exhibition. All the metal plates were
warped and the other plates were shedding the friction material. We
couldn't get the plates pulled out of the clutch (this is a dry clutch
mounted in the primary cover, not the stock BSA/Triumph cast iron
abomination lurking deep in the bowels of the engine) and ended up
having to pull the clutch and drive the hub and plates out. A
moderate amount of dressing of the slots in the hub and basket was
needed to get the new plates to move freely. I had just gotten my
hands cleaned up when the PA announced first call for the Vintage race
(500 Premier, 250GP, Classic 60s).
I scrambled into my gear and went over to the WCBR pit area. I
checked for fuel, plugged in the battery, and got Rob to push. It
wouldn't fire, and then Rob noticed the rag was still stuffed in the
carb bellmouth - DUH! After removing the obstruction the bike started
up and I made my way to the hot pit gate. Upon arrival the bike died
and wouldn't restart - nary a pop. I pushed back to the pit and, as
it was the only thing I could think of that I could do, swiped the
battery out of the WCBR 350 Ducati and attracted the attention of a
bypasser for a push (yelling in a full-face helmet isn't very
effective for this). The bike started up - it turned out that Rob and
Michael hadn't put a fresh battery in it and the previous day's use
had drained it.
I rushed back to the hot pit gate, but since the rest of the grid was
already forming on the track I was directed up to the starter's
position (at the bridge across the track, well up the front straight)
and told to wait there until the entire grid had gone by. This gave me
a nice uphill standing start, and I crested the hill to see the last
rider leaving turn 2.
Spurred on by the adrenaline generated by the bad battery incident,
and getting more comfortable with the bike with each lap (and no doubt
helped by the good luck pat the bike got earlier in the morning from
Beth Dixon) I was able to catch up and pass an unknown number of
riders (I don't have the results sheet for Sunday) and finished 3rd in
class (250GP). Being on a 200 against the 250s (including at least
one Bultaco 250) I was pretty well chuffed by this. As expected,
Michael Green ran away from everyone to take the 250 class as his
second win of the weekend.
Other tidbits: Yvon duHamel was the top 350 rider in the 500
Premier class on a TO AJS. John Cronshaw was entered in the class on
the ever-so-trick Unity BSA, and I'm sure he finished well up in the
pack if not in first. I think I did see him at the victory circle
after the race, but I had pulled well back from the stand so as to
stay out of range of the spraying champagne.
Instead of trophys we were presented with certificates signed by the
riders in the exhibition laps (see my other post on this), and 3rd
place also netted me a $75 gift certificate to AirTech, one of the
Team Obsolete sponsors.
Overall, the Team Obsolete races went very well. The riders all had a
good time, no serious crashes occurred (being there for FUN was
repeatedly emphasized by race director Randy Bradescu), and the
spectators seemed to be enjoying the races. With luck, SCRAMP and the
AMA also were pleased and we'll be able to do it again next year.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Tue, 22 Apr 1997 10:34:59 -0800
From: "Michael Moore"
Subject: Re: LtWtRR Good Plugs
Thanks for the info on the plugs. I wasn't aware that they were of a
different length than standard plugs - I can see how this, in a
limited production situation, could help drive the price up.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Tue, 22 Apr 1997 12:25:33 -0800
From: "Michael Moore"
Subject: LtWtRR Team Obsolete - Exotic Bikes and Riders
I'll make my bias clear from the start - if you ever have a chance to
see the Team Obsolete works-bikes run, DO NOT MISS IT!!!!!!!
I spoke with one person who had come up from Bakersfield to the
track specifically to see the Honda six - he wasn't interested in the
AMA races, and while he enjoyed the vintage races and the other works
bikes, the six was the big draw. I'm sure this holds for other people
too.
The star of the collection is the 250cc Honda six-cylinder bike. This
bike is definitely on my short list of the all-time coolest race bikes
built (I also like the Moto Guzzi 350/500 V8s for their complex
engines, and the Moto Guzzi mid-50s works singles for their elegant
simplicity, and the Honda 125-5 because it is so tiny and cute).
At Laguna Seca Rob Ianucci (the big kahuna at Team Obsolete) brought
the six, the ex-Renzo Pasolini 350 Benelli four cylinder, the
ex-Giacomo Agostini MV Agusta 500 triple, an MV Agusta 500 four
cylinder, the Rod Coleman AJS triple-cam 350 single, and the Dick Mann
BSA Rocket 3 (upon which Dick won Daytona). Other than updated tires
(the 80/90x18 Avon (Avon is one of the TO sponsors) on the front of
the six is noticeably wider than the fender, but it appears to be the
smallest Avon available) and some stickers of Team Obsolete sponsors
the bikes look to be quite original. The BSA does have a belt-drive
primary conversion (which I got quite familiar with when I helped Dave
Roper fix the well-toasted clutch Sunday morning), but that is pretty
much the major deviation from stock on the bikes.
David Aldana rode the MV-4 in Friday's vintage practice, but dropped
it in slow turn 2 after interfacing with some oil dropped by one of
the other exotics (which shall remain nameless, but if the assembly
error it was suffering from had happened on a "modern" four-stroke
race bike it would have puked some oil too). Luckily, the MV
experienced only cosmetic damage (as did David's brand new "bones"
leathers), but was banished to the container to hide for the rest of
the weekend.
The six makes the most wonderfully horrible noise - it is LOUD! The
350 Benelli is noticeably deeper in pitch even though it revs pretty
high (though lower in RPM than the six, which is warmed up at ~10-11K
RPM!). The MV is a typical 4 cylinder in sound, and the BSA has the
bellow characteristic of the 750 triples. The AJS doesn't sound
different from a standard 7R, and is a bit overwhelmed by the other
works bikes.
When the six is fired up people come from all over the pits to listen
to it, and I wasn't surprised to find the wide grin on my face
duplicated by many other people as we listened to the "whoop-whoop" as
the six was warmed up.
The drill on Saturday and Sunday was as follows: the bikes were
started in the pits and ridden to the hot pit where they were lined up
and stopped, and Bill Spencer did a short interview with each rider.
After this the Honda was sent out and given about a 3/4 lap lead
before each of the other bikes was sent out about 40 seconds apart.
The order was Honda, Benelli, MV, BSA and AJS. After a lap the bikes
lined up on the track and another short interview was done.
They went out for another lap, with the Honda leading off and the
other four bikes going together. They returned to the grid and staged
for a group hot start and were given two laps so that they could
traverse the front straight at speed (great fun!). After this is was
off to the victory circle for more interviews and photo ops, and then
back to the pits.
I was very pleased to be selected as an offical TO "pusher" for both
days. This involved pushing the bike/rider for starts, standing
behind the rider during the interviews (in my official Team Obsolete
hat and shirt), carrying a TO cap for the rider to wear whilst sans
helmet, and then pushing the bike back to the pits. I was quick on
the draw and snagged the Honda on Saturday, but had to let one of the
others have it for Sunday, and so ended up with the Benelli (what a
second choice!). I'm looking forward to seeing my picture in the
magazines - another minute or two of fame (such as it is).
The Team Obsolete pits were about half way between the main pit gate
and the track, and this area is slightly downhill from the track. I
suppose I should have pushed the bikes back to the pits, exhibiting
the decorum appropriate to my exalted task, but I'll have to admit to
succumbing to temptation. As soon as I had a clear shot to the TO
pits I mounted the bikes, and with a quick paddle took them for a
short test ride. Granted, the engines weren't running, but hey, I'll
take what I can get.
Test ride report:
Both bikes steered lightly but with great precision. The controls
fell readily to hand and foot, and the front brake on the Benelli was
a bit more sudden than the Honda. Surprisingly, the Honda, while
being the more compact overall of the two bikes had the more
comfortable riding position. Renzo Pasolini must have had short or
very limber legs, as the pegs are noticeably higher than on the Honda.
As you might imagine, I told Rob that I'd be glad to help out again
when next the bikes get to my area.
The riders:
My introduction to Jim Redman started with a minor case
of mistaken identity on my part. On Thursday I heard him talking
about the Honda, and with the accent figured he could only be one of
two people. I walked up and asked if he was Nobby Clark (former Honda
works mechanic, now no longer associated with TO). My 50% likelihood
of being right matched my luck in the lottery (zero) and I was
informed that I was speaking to Jim Redman. He was nice about it, and
I had a small chat with him, during which he graciously allowed me to
show him a picture of my Honda CR216 vintage racer. When I mentioned
how my Honda was also quite noisy (135dB) he told me an amusing
anecdote: he said that when they were at the GPs and time came to
start the bikes they would often line them all up with the exhausts
pointed towards the Yamaha pits, and would proceed to share the
exhaust noise with their opponents. Dirty pool, that.
I was also interested to note that Redman was a "full-size" rider,
especially when compared to many of the other GP riders of the day
(such as Luigi Taveri, Billy Ivy, etc).
I had several talks with David Aldana, and found him quite an
engaging guy. We talked about riding our BSA dirt bikes, and when he
was taking notes on the different bikes and remarked on the fabricated
triple clamps on the MVs and BSA I showed him some pictures of the
sheetmetal clamps I made for my Laverda, which he seemed to find of
some interest.
Yvon duHamel was "my" rider on Sunday, and while we didn't talk much
he seemed pretty nice. As you might expect, he was quite pleased over
the showing his sons were making in the AMA races, and entertained
himself during a photo op at the TO pits by trickling water from his
cup down the back of Aldana's neck. I was amused when I tried to
collect his cap from him before he went out for more laps - he
insisted on taking it with him, zipped up inside his leathers. I think
he's had enough occasions where he's had to spend time at trackside
that he wanted to be sure to have a hat with him "just in case".
I didn't get a chance to talk with Don Vesco, but as with the others
he's basically just another racer and seemed happy to talk about
bikes, his LSR attempts etc.
Last but not least is Dave Roper. Everything I've heard about Dave
over the years has indicated that he's quite a nice chap, and I'll
have to admit that I didn't see anything to contradict this. He's
kept quite busy, as he is a working member of TO as well as their
regular rider, but he seemed to maintain his good spirits in spite of
rushing around doing stuff.
As for the rest of Team Obsolete, Jennifer and Sonia were quite nice
and helpful, running registration, doing the grids, general
administrative tasks, and Jennifer also was a pusher during the
exhibitions. Erik Green is another friendly sort, and was kept busy
with fettling the different bikes, yet still found time to ride an AJS
7R to second place in the 350GP race. Rob was a bit harried at times,
but I'm impressed by the deep feeling that he seems to have for the
bikes and vintage racing, and his desire to share these wonderful
bikes (and their riders) with their many fans.
Thanks to Rob and the rest of Team Obsolete for making it all
possible, and I'm hoping he can arrange for it to happen again next
year.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
End of LtWtRR-digest V1 #12
***************************
LtWtRR-digest Thursday, April 24 1997 Volume 01 : Number 013
----------------------------------------------------------------------
Date: Tue, 22 Apr 1997 12:25:33 -0800
From: "Michael Moore"
Subject: LtWtRR Team Obsolete - Exotic Bikes and Riders
I'll make my bias clear from the start - if you ever have a chance to
see the Team Obsolete works-bikes run, DO NOT MISS IT!!!!!!!
I spoke with one person who had come up from Bakersfield to the
track specifically to see the Honda six - he wasn't interested in the
AMA races, and while he enjoyed the vintage races and the other works
bikes, the six was the big draw. I'm sure this holds for other people
too.
The star of the collection is the 250cc Honda six-cylinder bike. This
bike is definitely on my short list of the all-time coolest race bikes
built (I also like the Moto Guzzi 350/500 V8s for their complex
engines, and the Moto Guzzi mid-50s works singles for their elegant
simplicity, and the Honda 125-5 because it is so tiny and cute).
At Laguna Seca Rob Ianucci (the big kahuna at Team Obsolete) brought
the six, the ex-Renzo Pasolini 350 Benelli four cylinder, the
ex-Giacomo Agostini MV Agusta 500 triple, an MV Agusta 500 four
cylinder, the Rod Coleman AJS triple-cam 350 single, and the Dick Mann
BSA Rocket 3 (upon which Dick won Daytona). Other than updated tires
(the 80/90x18 Avon (Avon is one of the TO sponsors) on the front of
the six is noticeably wider than the fender, but it appears to be the
smallest Avon available) and some stickers of Team Obsolete sponsors
the bikes look to be quite original. The BSA does have a belt-drive
primary conversion (which I got quite familiar with when I helped Dave
Roper fix the well-toasted clutch Sunday morning), but that is pretty
much the major deviation from stock on the bikes.
David Aldana rode the MV-4 in Friday's vintage practice, but dropped
it in slow turn 2 after interfacing with some oil dropped by one of
the other exotics (which shall remain nameless, but if the assembly
error it was suffering from had happened on a "modern" four-stroke
race bike it would have puked some oil too). Luckily, the MV
experienced only cosmetic damage (as did David's brand new "bones"
leathers), but was banished to the container to hide for the rest of
the weekend.
The six makes the most wonderfully horrible noise - it is LOUD! The
350 Benelli is noticeably deeper in pitch even though it revs pretty
high (though lower in RPM than the six, which is warmed up at ~10-11K
RPM!). The MV is a typical 4 cylinder in sound, and the BSA has the
bellow characteristic of the 750 triples. The AJS doesn't sound
different from a standard 7R, and is a bit overwhelmed by the other
works bikes.
When the six is fired up people come from all over the pits to listen
to it, and I wasn't surprised to find the wide grin on my face
duplicated by many other people as we listened to the "whoop-whoop" as
the six was warmed up.
The drill on Saturday and Sunday was as follows: the bikes were
started in the pits and ridden to the hot pit where they were lined up
and stopped, and Bill Spencer did a short interview with each rider.
After this the Honda was sent out and given about a 3/4 lap lead
before each of the other bikes was sent out about 40 seconds apart.
The order was Honda, Benelli, MV, BSA and AJS. After a lap the bikes
lined up on the track and another short interview was done.
They went out for another lap, with the Honda leading off and the
other four bikes going together. They returned to the grid and staged
for a group hot start and were given two laps so that they could
traverse the front straight at speed (great fun!). After this is was
off to the victory circle for more interviews and photo ops, and then
back to the pits.
I was very pleased to be selected as an offical TO "pusher" for both
days. This involved pushing the bike/rider for starts, standing
behind the rider during the interviews (in my official Team Obsolete
hat and shirt), carrying a TO cap for the rider to wear whilst sans
helmet, and then pushing the bike back to the pits. I was quick on
the draw and snagged the Honda on Saturday, but had to let one of the
others have it for Sunday, and so ended up with the Benelli (what a
second choice!). I'm looking forward to seeing my picture in the
magazines - another minute or two of fame (such as it is).
The Team Obsolete pits were about half way between the main pit gate
and the track, and this area is slightly downhill from the track. I
suppose I should have pushed the bikes back to the pits, exhibiting
the decorum appropriate to my exalted task, but I'll have to admit to
succumbing to temptation. As soon as I had a clear shot to the TO
pits I mounted the bikes, and with a quick paddle took them for a
short test ride. Granted, the engines weren't running, but hey, I'll
take what I can get.
Test ride report:
Both bikes steered lightly but with great precision. The controls
fell readily to hand and foot, and the front brake on the Benelli was
a bit more sudden than the Honda. Surprisingly, the Honda, while
being the more compact overall of the two bikes had the more
comfortable riding position. Renzo Pasolini must have had short or
very limber legs, as the pegs are noticeably higher than on the Honda.
As you might imagine, I told Rob that I'd be glad to help out again
when next the bikes get to my area.
The riders:
My introduction to Jim Redman started with a minor case
of mistaken identity on my part. On Thursday I heard him talking
about the Honda, and with the accent figured he could only be one of
two people. I walked up and asked if he was Nobby Clark (former Honda
works mechanic, now no longer associated with TO). My 50% likelihood
of being right matched my luck in the lottery (zero) and I was
informed that I was speaking to Jim Redman. He was nice about it, and
I had a small chat with him, during which he graciously allowed me to
show him a picture of my Honda CR216 vintage racer. When I mentioned
how my Honda was also quite noisy (135dB) he told me an amusing
anecdote: he said that when they were at the GPs and time came to
start the bikes they would often line them all up with the exhausts
pointed towards the Yamaha pits, and would proceed to share the
exhaust noise with their opponents. Dirty pool, that.
I was also interested to note that Redman was a "full-size" rider,
especially when compared to many of the other GP riders of the day
(such as Luigi Taveri, Billy Ivy, etc).
I had several talks with David Aldana, and found him quite an
engaging guy. We talked about riding our BSA dirt bikes, and when he
was taking notes on the different bikes and remarked on the fabricated
triple clamps on the MVs and BSA I showed him some pictures of the
sheetmetal clamps I made for my Laverda, which he seemed to find of
some interest.
Yvon duHamel was "my" rider on Sunday, and while we didn't talk much
he seemed pretty nice. As you might expect, he was quite pleased over
the showing his sons were making in the AMA races, and entertained
himself during a photo op at the TO pits by trickling water from his
cup down the back of Aldana's neck. I was amused when I tried to
collect his cap from him before he went out for more laps - he
insisted on taking it with him, zipped up inside his leathers. I think
he's had enough occasions where he's had to spend time at trackside
that he wanted to be sure to have a hat with him "just in case".
I didn't get a chance to talk with Don Vesco, but as with the others
he's basically just another racer and seemed happy to talk about
bikes, his LSR attempts etc.
Last but not least is Dave Roper. Everything I've heard about Dave
over the years has indicated that he's quite a nice chap, and I'll
have to admit that I didn't see anything to contradict this. He's
kept quite busy, as he is a working member of TO as well as their
regular rider, but he seemed to maintain his good spirits in spite of
rushing around doing stuff.
As for the rest of Team Obsolete, Jennifer and Sonia were quite nice
and helpful, running registration, doing the grids, general
administrative tasks, and Jennifer also was a pusher during the
exhibitions. Erik Green is another friendly sort, and was kept busy
with fettling the different bikes, yet still found time to ride an AJS
7R to second place in the 350GP race. Rob was a bit harried at times,
but I'm impressed by the deep feeling that he seems to have for the
bikes and vintage racing, and his desire to share these wonderful
bikes (and their riders) with their many fans.
Thanks to Rob and the rest of Team Obsolete for making it all
possible, and I'm hoping he can arrange for it to happen again next
year.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Thu, 24 Apr 1997 18:42:05 -0800
From: "Michael Moore"
Subject: LtWtRR A 125 anecdote
I saw mention in the new Cycle News that Rodney Fee won the 125cc
race at the European Open round at Donington Park on April 13, with
UK rider Fernando Mendes coming in second. This reminded me that
John Bradley (author of "The Racing Motorcycle: a technical guide for
constructors) sent me a fax with some information about Fernando's
ride. Since traffic on the list has been a bit light I thought I'd
relate what John told me. FYI, John has twice placed third in the
UK Clubman Championships, and most of his riding is on 125s and 250
singles that he designed and built himself.
John wrote:
>>The 125 race is normally ultra close and practice was no exception.
Rodney Fee was obviously going to win (GP rider on a GP bike earning
extra pennies!) but the next 10 were milliseconds apart.
Fernando Mendes rides for a friend of mine and he was complaining of
suspension problems, mainly wallowing on fast turns. I checked his
set up on race day and didn't think much of it. They agreed to a
total change, ie springs, preload and damping but, without any more
practice, I was sweating. The result was amazing. Fee won as
expected but Fernando was close behind, 6 seconds in front of the
third man and 10 seconds in front of the pack that included three
former British Champions and two former GP riders. He reckoned the
bike was 90% better and I was rapidly whisked away to look at the
suspension on a 250! 90% luck/10% skill but still very
satisfying.<<
This seems to make a point of the importance of getting the
suspension really dialed in - especially in such tight racing as
occurs in the 125 class.
Sorry, John didn't include any details of the changes to Fernando's
RS.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
End of LtWtRR-digest V1 #13
***************************
LtWtRR-digest Wednesday, April 30 1997 Volume 01 : Number 014
----------------------------------------------------------------------
Date: Fri, 25 Apr 1997 10:41:14 -0400 (EDT)
From: "Mark J. Andy"
Subject: Re: LtWtRR A 125 anecdote
On Thu, 24 Apr 1997, Michael Moore wrote:
> ...This reminded me that
> John Bradley (author of "The Racing Motorcycle: a technical guide for
> constructors) sent me a fax with some information about Fernando's
> ride.
Did he also write a book with a title along the lines of "Motorcycle
Chasis Design & Suspension" or something like that? Paul lent me that to
give me some insight into what I'd need to do to make my RS handle a bit
better. It was kinda cool that chapter 5, which covers suspension
tuning, started off with a model of how a suspension had to deal with
bumps... :-) Unlike most books, I suspect that the problem with this one
will be me not understanding something rather than wishing there was more
info...
Oh, if anyone's interested, I was having trouble at Talladega at the last
WNC race with the bike wanting to slide the rear at lap times 2 to 3
seconds slower than the class leader... Also, the bike would headshake
coming outta turns when I'd try and bend it into the next turn (coming
outta the carosal, coming outta the 2nd 90, coming outta the final right
before the left onto the front straight for those that have been at
Talladega). Also getting some chattering over the bumps on the exit of
the carosal...
I'm thinking, based on a variety of stuff, that the problem is that I
don't have enough weight on the front end. We'll be doing a baseline and
setting the sag before the next race, but I'll probably also raise the
rear of the bike some. I've gotta actually read the appropriate chapters
in that book as well, so that hopefully I can recognize what might be
causing suspension feelings on the bike.
Then I just gotta ride it until it starts sliding around some more :-)
Oh, anyone else see that Race Tech is now titanium nitriding forks for
$350? Does this make a real difference? I would think that if it really
reduces stiction then it'd be a major help, but I dunno what percentage
of improvement or what else might have to change...
Mark
-------------------------------------------------------------
The 1997 M and N Racing Team
Team Owners: Laura Maynard-Nelson, Paul Hoyt Nelson
Riders: Paul Hoyt Nelson (WERA/CCS/NASB Expert #81)
Mark Andy (WERA Expert #3)
Tuner: Connie S. Brooks
Manager: Laura Maynard-Nelson
-------------------------------------------------------------
------------------------------
Date: Fri, 25 Apr 1997 17:58:50 -0800
From: "Michael Moore"
Subject: Re: LtWtRR A 125 anecdote
> Did he also write a book with a title along the lines of "Motorcycle
> Chasis Design & Suspension" or something like that? Paul lent me that to
> give me some insight into what I'd need to do to make my RS handle a bit
> better. It was kinda cool that chapter 5, which covers suspension
> tuning, started off with a model of how a suspension had to deal with
> bumps... :-) Unlike most books, I suspect that the problem with this one
> will be me not understanding something rather than wishing there was more
> info...
Hello Mark,
Chapter 5 of John's book does cover suspension. There is another
book written in 1990 by John Robinson (also from the UK) called
"Motorcycle Tuning: Chassis", and chapter 5 of that book also covers
suspension. Robinsons book is a small book approx 6"x9" and 227
pages vs Bradleys 8.5"x11" and 400 pages book.
You can see some sample pages from Bradley's book, scans of the
covers, various reviews, etc on my web site.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Wed, 30 Apr 1997 18:05:07 -0800
From: "Michael Moore"
Subject: LtWtRR ISP difficulties for the lists
My ISP (Sirius) had the mail server crash and out of service all last
night, so that is why some of you didn't see any traffic on the lists
for awhile. They say that no mail was lost - only delayed.
Sorry for the interruption in service.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
End of LtWtRR-digest V1 #14
***************************
LtWtRR-digest Tuesday, May 6 1997 Volume 01 : Number 015
----------------------------------------------------------------------
Date: Sun, 4 May 1997 12:49:29 -0800
From: "Michael Moore"
Subject: LtWtRR More pictures
I've been scanning away this morning, so here are the latest
additions to the web site:
A picture of a Marly Drixyl-chassised CB72 Honda road racer.
A great action shot of Joel Robert on a twin-pipe CZ motocrosser. An
engine blueprint for a Bridgestone 175 rotary valve twin. The articles
that Gordon Jennings did for Cycle World on building a 250 Ducati road
racer.
They are all available from links on the graphics page.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Sun, 4 May 1997 21:13:13 -0800
From: "Michael Moore"
Subject: LtWtRR The best upgrade path
Hello the list! Everyone must be out riding or busy working in the
garage, the silence is near deafening. Oh well, you'll just have to
listen to me for a while.
I had an EX500 racer come by on Saturday to order a set of CR carbs
for his bike. He's a new rider in his early 20s, and it sounds like
he's picking up speed pretty steadily. I talked with him for a bit, and
he mentioned that he feels that he has the drive/talent to
eventually go pro. He then said that he thought that next year he'd
try to build a hot 600/750 4-cylinder SuperSport/SuperBike as the
next step in his learning process.
I advised him against that (since everyone knows that street bikes
are the bane of real racing). I told him that I thought he'd learn
more of value in the long run by buying a used 125/250 GP bike. Then
he will know that he's not being held back by the bike, or learning
habits dictated by having to ride around the bike's shortcomings.
Also, I told him that with the ready availability of clean imported
used race bikes I thought that he could well spend less money in both
the short and long run when compared to building up and maintaining a
4 cylinder four stroke. Plus, if he decides to move on to something
else after a season or two he's likely to lose less money on the sale
of a well-maintained GP bike than on an obsolescent hot-rod street
bike.
This seemed to make some sense to him. Any comments on this from the
GP riders out there? I'll be glad to pass them along when he comes
to pick up his carb set.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Tue, 6 May 1997 19:13:32 +0000
From: "Glenn Thomson"
Subject: LtWtRR Tow Cars
Okay, not quite.
I know I 'm going to be looking for a new truck by the end of the summer,
and a minivan seemed to fit the bill. Then somebody told me that bikes
won't fit in most of them. So either I tried to load bikes on to all I
could borrow, or I asked the folks on these lists. Guess which?
So the questions are: Which minivans will take racebikes? streetbikes?
Unless there is something that everybody needs to know, e-mail me directly
to reduce the load on the lists. If there is any interest, I'll summarize
the results.
Thanks in advance,
Glenn
msgr@hookup.net
Waterloo, Ontario, CANADA
------------------------------
End of LtWtRR-digest V1 #15
***************************
LtWtRR-digest Saturday, May 10 1997 Volume 01 : Number 016
----------------------------------------------------------------------
Date: Wed, 7 May 1997 02:05:52 -0400 (EDT)
From: SCOTTA336@aol.com
Subject: LtWtRR Re: The best upgrade path
Michael wrote
"I told him that I thought he'd learn more of value in the long run by buying
a used 125/250 GP bike. Then he will know that he's not being held back by
the bike, or learning habits dictated by having to ride around the bike's
shortcomings. "
Me, I have to agree with your contention that real racers can learn best on
real racebikes. I have to temper it with two observations, though. First,
pro racing in the US is done on production bikes, those ill handling,
overweight, difficult-to-maintain hopped-up commuters. Might as well learn
to deal with the wobbles. Second, if you start on GP bikes, you miss the
eye-opening joyful experience of riding one for the first time after years
of struggling to make your F3 work like you want it.
------------------------------
Date: Wed, 07 May 1997 09:39:56 -0700
From: jdahl@dvicomm.com (John Dahl)
Subject: Re: LtWtRR Tow Cars
Glenn Thomson wrote:
> So the questions are: Which minivans will take racebikes? streetbikes?
One of the racers here in the NE uses a Dodge Caravan (mid 80's style)
to carry his W-R 600 single to the track. There is another racer who has
a Caravan and a 125, but i think he uses a trailer, 'cause he packs too
much, not that the bike wouln't fit.
But - Econolines rule as racevans. 4 people, 2 bikes, all gear. And its
not even the stretch.
John
------------------------------
Date: Wed, 7 May 1997 13:47:49 -0400
From: lhardy@national.aaa.com
Subject: Re: LtWtRR Tow Cars
> From: "Glenn Thomson"
>
> I know I 'm going to be looking for a new truck by the end of the summer,
> and a minivan seemed to fit the bill. Then somebody told me that bikes
> won't fit in most of them. So either I tried to load bikes on to all I
> could borrow, or I asked the folks on these lists. Guess which?
>
> So the questions are: Which minivans will take racebikes? streetbikes?
Not a minivan, but I have a K5 Blazer (same size as the 2-door
Tahoes). I fit my 125, canopy, tent, tool box, huge cooler and
all my spares comfortably inside with the back seat folded down.
Laura Hardy
lhardy@national.aaa.com
------------------------------
Date: Sat, 10 May 1997 23:09:33 -0700
From: Jason Van Slyke
Subject: LtWtRR electrical gremlins
wondering if anyone can help with a problem I just developed.
I have always taken good care of my battery, and it has always driven
the headlight strongly even when the engine isn't started and has always
spun the starter at a good speed.
Last night I drove my bike normally on the highway and parked it 20
minutes in the off position. When I came out and turned on the ignition
there wasn't any power anywhere. There is only one circuit breaker on
my bike and it was fine. I hit the starter and the neutral light and
running lights came on extremely faintly but obviously wouldn't spin the
engine. I bump started it after a friend pushed for 50 yards or so,
then I had to keep revs above 4000 or it would die and the instrument
backlighting would flicker.
I undid every connector on the wiring harness and checked for obvious
shorts and liberally coated with a non-residue electrical cleaner. No
change. My bike is a single (Yamaha SRX250) so it is very simple, so my
initial check of all the wiring didn't take all that much time.
Now I put jumpers on from a car and it started and ran normally until I
disconnected---I would have to keep revs above 4000 to keep it running,
and it would backfire a bit.
Now I am confused. I am charging the battery on a 12V @ 300maH for 14
hours and will put it back in the bike---but I did try checking it with
the battery having been charged for 4 hours and there was no
change---not even the neutral light or backlighting will come to life.
I figure I have a short, but not a bad one. How can I find out exactly
where the short is? I have an ohmmeter and voltmeter and checked the
battery out at 12 volts, but I have no idea of the amperage. I
sincerely doubt the battery is at fault.
I have the shop manual and will test the resistance of the charging
circuit when I get a chance, but I'd VERY MUCH APPRECIATE any tips
anyone could give.
Thanks,
Jason Van Slyke
------------------------------
End of LtWtRR-digest V1 #16
***************************
LtWtRR-digest Tuesday, May 13 1997 Volume 01 : Number 017
----------------------------------------------------------------------
Date: Sun, 11 May 1997 10:35:12 -0800
From: "Michael Moore"
Subject: LtWtRR Miyuki Performance Cycle Imports
At a rather disappointing motorcycle show in San Mateo yesterday I
had a chance to chat with Corey McGeeney
the owner of Miyuki Imports in San Jose. He seems a pleasant chap,
and my friend Stan Malyshev recently bought a 95 TZ125 from him and
speaks well of the experience.
I think Corey told me that he orders spares from Japan on a biweekly
basis, and from what I've heard his prices are competitive.
He's hoping to have a web site up in the not too distant future, and
when he does I'll add a link to it from my commercial links page.
Hopefully Corey will join the list when he gets the time to
contribute.
I encouraged him to put technical specs on the different Japanese
race bikes, including differences between the model years, on his web
site when it is ready. He seemed receptive to this, and thought that
providing tech info on his web site would be a worthwhile endeavour.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Sun, 11 May 1997 19:40:31 -0800
From: "Michael Moore"
Subject: Re: LtWtRR electrical gremlins
Jason,
I've heard of batteries that had a loose plate, and they work fine
until shifted out of position causing the plate to move/internally
short. Then sometimes when the battery is moved the plate moves back
breaking the short and seems fine. After you've charged the battery
you might hook it up to an old sealed beam headlight (or the one on
the bike, or into the bike's harness with jumper cables between the
battery and the bikes battery wires. Then turn on the lights and
after they've proven to work see if tilting/shaking the battery turns
them off. You might also just leave the lights on (if you can do
that without running power to the ignition) and see if the battery
discharges extremely quickly. It might indicate 12v after charging
(I think it should be a bit closer to 13.6v, which is what the new
battery fresh from the charger on my EX250 shows) but not hold the
charge.
On a more list appropriate topic (though I guess getting one's
lightweight roadracer running is probably an OK topic now that I
think about it), have you thought anymore about doing chassis mods on
your SRX250 as we discussed earlier?
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Tue, 13 May 1997 09:53:23 -0700
From: Jason Van Slyke
Subject: LtWtRR Electrical gremlins
Found the answer. The bike was fine when jump started but not with a
new battery. I connected the negative of the battery to the frame and
everything worked---the grounding to the engine is bad.
Sears was so nice tell me my old battery was completely bad even though
my voltmeter showed 12.4 volts, and I didn't question them because,
after all, my bike didn't work did it? I feel completely used and
gipped by Sears, who also suggested I pour in the electrolyte and then
immediately use the bike. What do you expect from part-time flunkies
who don't care about their work?
Thanks anyway---simple answers for simple problems
Jason
------------------------------
End of LtWtRR-digest V1 #17
***************************
LtWtRR-digest Monday, May 19 1997 Volume 01 : Number 018
----------------------------------------------------------------------
Date: Wed, 14 May 1997 09:11:35 +1100
From: Daniel_Builth-Snoad@wlgore.com
Subject: LtWtRR RS125 Barrel studs
Hi Kids,
This seem to have been a bit slow on the list recently, surely it's getting
warm in the US now, time to dust off the bikes and get out there again.
I've decided to swap barrels over for the next meeting at Phillip Island
where I'll need all the speed I can get. My spare barrel is a new 94 model
so it makes sense to use it instead of my old 92 one. Hopefully I might get
enough power to keep up with the jockies this time out.
1. I notice that the 94 barrel has thicker base flanges and looks like I
will need to put longer mounting studs into the cases, is this the case? If
so are they are a standard item or is it off to the engineering supplies to
find something to suit, and experience on if high-tensile or mild steel is
required?
2. Is there anything else I need to watch out for when converting to a 94
barrel, everything looks open and shut but there might be some traps for
young players waiting in the wings (how's that for clich? usage). Any
pearls of wisdom appreciated.
BTW has anyone fitted a 96 fairing to the older bikes? If it's straight
forward I might get the pointy model (technical term) and retire my current
one to practice fairing.
Anyway, that's all for now.
Cheers
Danny Builth-Snoad
------------------------------
Date: Wed, 14 May 1997 16:12:54 +0800
From: Matthew Carter
Subject: Re: LtWtRR RS125 Barrel studs
>BTW has anyone fitted a 96 fairing to the older bikes? If it's straight
>forward I might get the pointy model (technical term) and retire my current
>one to practice fairing.
Danny,
I rang race glass yesterday to order some bodywork for my '89. They said
that the '96 will fit on all previous stuff with some small mods. Cut out a
bit in the lower for the radiator. Drill some new mounting holes. Give
them a ring they'll tell you exactly what to do.
Matt
------------------------------
Date: Mon, 19 May 1997 20:35:01 -0800
From: "Michael Moore"
Subject: LtWtRR More Pictures
I've just added some shots sent to me by Alec Millett in Australia of
some 125 and 250cc Motobi four-stroke single roadracers, and a 125
Benelli two-stroke single roadracer. The 250 Motobi has a custom
frame on it. They are in the vintage roadracers section of the
graphics page on my web site.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
End of LtWtRR-digest V1 #18
***************************
LtWtRR-digest Wednesday, May 21 1997 Volume 01 : Number 019
----------------------------------------------------------------------
Date: Tue, 20 May 1997 17:27:34 -0400 (EDT)
From: SCOTTA336@aol.com
Subject: Re: LtWtRR RS125 Barrel studs
Daniel-
I've run a '94 cylinder on my '91 RS without modification. If I remember
rightly, the left rear base stud was the only one that might hace been
considered short, but it still threaded completely through the nut. If your
LR stud is shorter for some reason, milling a few mm off the top surface
shouldn't be difficult & would allow you the option of swapping cylinders
back & forth.
If you do need to change studs & have the time to wait, I'd suggest ordering
the Honda replacements. I don't know for a fact that there's anything
special about them, but second-guessing Honda hasn't been too fruitful for me
in the past...
------------------------------
Date: Wed, 21 May 1997 19:58:38 -0800
From: "Michael Moore"
Subject: LtWtRR CR216 article and Dunstall registry
> Tell us about the performance of your CB160, Michael!
>Thanks, Bill Silver
Being the obliging soul that I am, I've just added an article to my
web site on my CR216 Honda vintage road racer.
In addition, I've added a link to the Dunstall Owners' Register home
page to the club links page.
Cheers,
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
End of LtWtRR-digest V1 #19
***************************
LtWtRR-digest Sunday, May 25 1997 Volume 01 : Number 020
----------------------------------------------------------------------
Date: Wed, 21 May 1997 12:00:09 -0400
From: Bill
Subject: LtWtRR SRX250 clutch question
Hi, my SRX250 clutch has gotten slippy and I need to
replace it.
1. I have no manual, Yamaha says 'out of print'
2. Does anybody have instructions for this, I have
done a few clutches but never a Yamaha. Where
do I put the bolts to hold the pack together
when I remove it? Any tricks?
Bill
Also I an still looking for a better exhaust system,
any ideas?
------------------------------
Date: Fri, 23 May 1997 05:21:04 -0800
From: "Michael Moore"
Subject: LtWtRR Admin absence
I'll be out of town Friday and Saturday so if the list blows up there
won't be anyone around to try and fix it. See you in a couple of
days.
Michael
Michael Moore
Euro Spares, SF CA
Distributor of Lucas RITA and Powerbase products
Sole North American source of "The Racing Motorcycle: a technical guide for constructors"
http://www.eurospares.com
AFM/AHRMA #364
------------------------------
Date: Mon, 26 May 1997 04:10:17 +0800
From: Matthew Carter
Subject: LtWtRR RS125 part#
Hi,
Could anyone with access to some part numbers help me out. I've just got a
39mm carby for the bike but the rubber inlet manifold (or Honda calls it
carburettor insulator) I have is too small. What is the suitable part
number to fit this carb and is it HRC or plain Honda.
Also, no-one has any info on whether Bridgestone has dropped the 105 rear
tyre size??
Thanks,
Matt
------------------------------
End of LtWtRR-digest V1 #20
***************************
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