Mileage/Reliability for an iron barrelled 225

[Dimitrios_231]

Good for you

Sad truth is that I don't have the time to work on the 245,I'll start probably in December,I hope
This period,I play with something different.

I also need to do some exotic modifications

[Dimitrios_231]

Update:
TEASER video

Bodywork almost 100% done,I just need to build the engine.



Sometimes in life you need to be brave.

[gerryjunior]

I remember cutting the hole in my sx panel and thinking im not too sure about this, im running an old mb cast iron 238 at the minute, kawazaki kh piston and tv con rod .

[Warkton Tornado No.1]

My Lambretta ownership goes back to 1973 & it was almost mandatory to run Amal or Dell’Orto Ø30 mm carburettors with bell-mouths & holes in the panels (if fitted!)

My ‘quest’ to retain the look of the time does mean retaining points ignition (12 volt with a zenner) but stops short of the desire to have petroil soaked left trouser legs, so my VHB equipped SX has no hole in the panel. Ha!

Each to their own, eh?

[Dimitrios_231]

Nice set up Gerry

Each to their own, eh?

I feel you

I have found that Amal MK1 carbs work crispier with a velocity stack,they breath much better.
If someone needs clean trouser legs
there is a special threaded adaptor that allows for the use of a foam filter.

[Warkton Tornado No.1]

Post by Dimitrios_231 » Fri Oct 14, 2016 12:19 pm

Nice set up Gerry

Warkton Tornado No.1 wrote:

Each to their own, eh?


I feel you

I have found that Amal MK1 carbs work crispier with a velocity stack,they breath much better.
If someone needs clean trouser legs
there is a special threaded adaptor that allows for the use of a foam filter.

I have several options on carburetion as I must own getting on for 20 or so.

Amongst them are Amal Mk 1’s & cast manifolds.

I rode Lambrettas for years in the 70’s & they were my carb of choice.

However, even with the cable operated choke that I have to hand, the starting was never as instant as with a VHB, although the Amal tickler is excellent.

My decision to go to VHB was also influenced by my interest in as to whether I could modify one to become a proper two stroke carb, which I believe has been a success.

Another reason that I have not emulated the fashion of the 60’s/70’s in adding a hole in the panel is that I can hide any filtration that I may add to the carb, even if it may be of the type available in that period.

I’ve recently said this elsewhere on this Forum, but I get mixed messages about this kind of thing!

If you are fitting an Amal Mk 1 carb with a big hole in the panel to be retro, & then fitting a modern foam filter, that will sort of cancel out the objective, won't it?

That is not a criticism in any shape or form, just an observation & my honest opinion.

[Dimitrios_231]

Yes, don't worry
I like to hear/read different opinions.

[LateAgain]

Bit of progress on mine this week. Finally managed to arrange a time that was convenient for both of us (it's taken a year!) to pop over to Adam W's house armed with barrel, piston kit, reed valve and assorted packers to suss out port timings for my EBay unknown shortened to 94mm barrel. He has an empty case and 62/116 crank to hand, coupled with his 'little black book' and knowledge we set about it.

The upshot after a couple of hours tinkering with various combinations of packers and base gaskets, with no need for further Dremel work is...

62/116 crank
8.5 maybe 9mm base packer required. Dependant on building up on my Injun case.
Transfers 128'
Exhaust 185'
Inlet 200' power ported arc on skirt.

Piston crown is exposed at TDC by about a mil but were going to look at that when I build up on my cases. Maybe make that up with a gasket, or my preferred method would be to recess the head and then set the compression/squish etc.

Pretty chuffed so far that the barrel is very useable in its current state. Build pics to follow...

[Warkton Tornado No.1]

Post by LateAgain » Sat Oct 15, 2016 3:07 pm

Bit of progress on mine this week. Finally managed to arrange a time that was convenient for both of us (it's taken a year!) to pop over to Adam W's house armed with barrel, piston kit, reed valve and assorted packers to suss out port timings for my EBay unknown shortened to 94mm barrel. He has an empty case and 62/116 crank to hand, coupled with his 'little black book' and knowledge we set about it.

The upshot after a couple of hours tinkering with various combinations of packers and base gaskets, with no need for further Dremel work is...

62/116 crank
8.5 maybe 9mm base packer required. Dependant on building up on my Injun case.
Transfers 128'
Exhaust 185'
Inlet 200' power ported arc on skirt.

Piston crown is exposed at TDC by about a mil but were going to look at that when I build up on my cases. Maybe make that up with a gasket, or my preferred method would be to recess the head and then set the compression/squish etc.

Pretty chuffed so far that the barrel is very useable in its current state. Build pics to follow...

Looking forward to this! I think to go long stroke, long rod & thick packer has it's advantages as I am no longer in the HPC camp. There is reluctance to over-rev with HPC or high piston compression IMHO, not that I mean 'revvy' over-rev. Same with too small a bleed pipe from the exhaust. Bigger is not only safer, but prevents pressure build. Again, all IMHO.

It should be a nice 'grunty' engine dependent upon exhaust choice.

I rate a 'long' reverse & front cone (home made) clubman type exhaust but I would imagine there are better set-ups. My current ride is Ø71 (Suzuki) x 61 mm

The noise can be a problem & I had to ditch the VW type muffler for an inch bore pipe & proper silencer....

[LateAgain]

I'm using a scootRS DJ copy, more for looks than anything, the motor is going in. an early 80s style cutdown. From what I know they perform like a JL3, which quite suits me.