KTMphil
Senior member
From public Youtube
[video=youtube_share;LCfvUFW79Xc]http://youtu.be/LCfvUFW79Xc[/video]
[video=youtube_share;LCfvUFW79Xc]http://youtu.be/LCfvUFW79Xc[/video]
anywhere in CM where to order 305cc kits ?*(in my case for a CRF) tryed a couple of shops .they didn't seem familiar with 'em.
I also know there is shops on line ,but when imported through the mail tax/customs can be anal! one of the last purchases i did, on a $150 value they decided to double the tax and I had to pay 2640B to collect the package (???)
LivinLos already commented on my FB page but for 9,800 baht engine parts are cheap in LOS so it could work.
View attachment 28559
Nikasil,if not badly scored/damaged, can be honed and an over size piston fitted?
'burning shop' .got it .i'll give it a try ,thnx
Steel sleeves are fine.
Nikasil,if not badly scored/damaged, can be honed and an over size piston fitted?
Hi Loop. I think what you propose can become fairly expensive...also the "new" Nikasil you propose (trademark after the original coating - Silicon Carbide in a Nickel matrix) is in my opinion more fragile and less durable in everyday applications as the old all metal Nicasil...if going that route a Cobalt based material would be more durable - if lifespan is something important.
Again, hard chrome plating would certainly do the trick (even though it's not the most environmentally friendly way) and cost a fraction...I assume we are looking at doing it here in SEA correct?
Hi Loop. I think what you propose can become fairly expensive...also the "new" Nikasil you propose (trademark after the original coating - Silicon Carbide in a Nickel matrix) is in my opinion more fragile and less durable in everyday applications as the old all metal Nicasil...if going that route a Cobalt based material would be more durable - if lifespan is something important.
Again, hard chrome plating would certainly do the trick (even though it's not the most environmentally friendly way) and cost a fraction...I assume we are looking at doing it here in SEA correct?
My pleasure Bob...anything to help when I can. BTW...are you the same Bob that got called a wonabe by the resident troll on the clown site? I was going to post an answer to that but got booted before I could...Thanks for the welcome Marcel.
Link if you need https://www.facebook.com/pages/BNS-speed/266349363497162?ref=ts&fref=ts the owner speaks very good English, great place for CRF bits and bats
And also this lady who works for the shop.
https://www.facebook.com/tigy.tiger.9?fref=ts
If you like to go into the technical details you may look at it this way...a carbide, be it Silicon carbide or Boron carbide is extremely hard (Boron carbide is the second hardest material known after Diamond) the problem with these materials is that they are extremely brittle as well which makes them fragile even when in a metallic matrix. In addition, carbides are very heat sensitive, it takes a lot of heat under a lot of pressure to form them...if reheated without the high pressure they decompose pretty fast (like that Silicon carbide sand paper or cutting disk that got hot and disintegrated when you were sanding at high speeds - as we all did pretty much every time we sand and cut LOL)...
When you use a metallic alloy with a high Ni (Nickel) and Al (Aluminum) content these two materials form what is know as an intermetallic - it is basically a new material and a also new category of materials with some of the most different and amazing properties (i.e. shape memory metal is the intermetallic TiNi - Titanium Nickelide ... Titanium Aluminide is as strong as Titanium but as light as Aluminum and Nickel Aluminide is nearly as tough as ceramics and carbides but very closely ductile like metals) sorry for the side tracking - so the best matrix of course is a material with a fairly low coefficient of expansion and a high hardness to ensure machinability of the coating, which makes Cobalt the best suitable "host"...chromium is added to improve ductility and Yttrium is basically a stabilizer of the alloy when working at higher temperatures...and lets face it, we all have overheated our engines at some point, sometimes more then we like to admit.
Sounds like you've been involved in some very interesting stuff.
Yeah echo that this sudden info burst is very interesting stuff.
I had a vague idea that when nikasil coatings were done the nickal either wore or burnt out rapidly leaving a silicon carbon / silicon carbide (??) coating.. That the nickel was used more in a way to transfer it there.
I'm not sure how old you are but if you were around in the mid 80s you may recall that famous day Egli broke the 300Km/h barrier for the first time on a street bike. It was Wenger that built the engine, Colani designed the fairing (and to everyone's surprise it couldn't be used - officially because of high side-winds, really though because Colani forgot the tank...yup, no place for gasoline LOL) it presented well at the shows but ran that speed with only a small front fairing. The engine was based on a Kawasaki 900 bottom, with Suzuki's new oil/air cooled cylinders and heads, opened to a whopping 1420cc and with 2 turbo chargers. It was the first time my idea of using Zirconium oxide coatings from a gas turbine engine found a serious application and tuner desperate enough to be the first to try it...it made the engine work (prior to it they were melting pistons and bending valves LOL)...these coatings have since become pretty much standard in the diesel engine industry (and race engines) where the advantage they bring justify the application costs.
Hi Forest Rider...Red Baron in BKK is pretty well equipped when it comes to programming pretty much most aftermarket units but in my experience you have to be there and watch over their shoulder if you want it done to your liking. Good luck with your mods
I was around the bike racing scene a fair bit in the 70's and 80's as a rider and the different build of bikes was a bit mind boggling back in those days whereas now it's mainly Kawasaki motor in Kawasaki frame,same for Honda and Ducati etc
Moto2 is an exception.
I'd look in awe at Harris framed Ducati's,Egli (as mentioned),McIntosh Suzukis,TZ 750, 700,500,350 and 250 with specialist made frames and bits and pieces,Bimota concoctions,Elf,to Rob Phyliis's GSX 1000 engine stuffed into a GSX 400 framed Superbike,Moriwaki,Sidecars,to the small Euro make 125 GP bikes etc etc
The days of the backyard frame and bike builder running at or near the front are long gone....unfortunately! not too many small builders with competitive machines around this day and age.
I made one a few years ago that worked but the cost was prohibitive, and the power unmanageable.
Loop...nice video. The Duke engine is one a few new designs that works and has promise. The main issue they face is again, like many others before such a Wankel etc, the seal of what is now a moving component that in the conventional combustion engine remains static, hence easy to seal.
New materials, most derived from the gas turbine industry - I did plenty of coating applications for racing Wankel and similar rotary engines using abrasive coatings from the Pratt&Whittney PT6 turboprop engine - the strong compressive strength pushing the rotative parts into the abrasive coating create serious friction, this is required to ensure a proper seal...and in that it becomes the Achilles heal that costs more efficiency then design allows to gain. The main advantage of course remains the high RPMs the design allows to reach - as you know ultimate power is a function of torque times a constant (mainly based on stroke and friction losses) times your RPMs...essentially to put things simple you could say that HP=Torque x rpm
With a Wankel you have 3 explosions per RPM which again further increases available power...and some Wankels I know of reach as much as 25,000RPM...tremendous amounts of HP (we are talking over 1,000HP with a 2L engine) making them the most powerful output per weight available by far today, but they cost a fortune to operate and reliability (and overall lifespan) is still limited.
The Duke design, although very ingenious, to date seems to have been able to incorporate the downsides of a Wankel with those of the normal internal combustion engine, unfortunately...time will tell.
As far as mine was concerned look at it this way, a turbo makes a four stroke already hard to manage (similar to a high powered 2 stroke), now imagine both power bands added one to the other, an explosive peak of torque which at increasing RPMs just becomes too much to handle...I ripped more tires apart just leaving red lights in the few days I rode it then I did in my entire previous riding life (decades LOL)...truly unmanageable.