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My 2006 CR134..will never be complete.

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in Honda 2 Stroke

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193.jpg

Hopefully that image will be ok above ^^^

I dont have any decent pics with the bike all together properly.

Spec wise, you will have to bear with me, I will forget some things for sure.

Chassis/Suspension/wheels/brakes:

CR250 Showa rear shock, re-valved by myself and piston band 'shaved' to reduce stiction, 4.6kg/mm rate Titanium spring.

CRF450 2006 Showa forks, again, re-valved by myself, .42kg kg/mm genuine Honda springs.

Pro-circuit rear suspension linkage.

2008 Type CRF RG3 red triple clamps, 22mm offset.

Talon/Excel wheel and rim combo, red hubs, silver rims, shed with only Dunlop MX51 or 71's.

Front brake has an 08 CRF master cylinder, red venhill braided line, blue banjo bolts, a CRFstuff HRC rep 280mm disc and caliper bracket, OEM caliper anodized black, and AP racing ORR pads, using a pro-circuit/sunline black lever.

Rear brake, OEM master cylinder and anodized caliper, Venhill red braided line, blue banjo bolts, AP racing ORR pads, an RFX black brake lever with red, bendy back end, + brake snake, Zeta red clevis. Soon to be added, the spring and cup protector seen on some AMA bikes. Rear caliper bracket is oem, but all 'excess' mounting brackets removed, polished, then anodized.

Magura Hydraulic clutch conversion at the moment, but soon to be put back to cable (Hyd clutch going on my CR250), the cable set up consists of a Bud racing (france) billet clutch perch, with a Pro-circuit/Sunline lever with bearing fitted by me.

Gear lever is OEM

Bars are Sunline OSX 7900 bend (low).

The airbox is sealed with a PC racing kit with the red billet adaptor, the subframe is lowered slightly on the lower mounting position.

Fuel tank is foam filled, OEM plastic cap, vent line directed to a hole drilled in top of side plastic, always comes out of the stem!!

Seat is OEM, but with a Throttle Jockey plain red gripper cover with 'Honda' in white.

As you can see the graphics are very similar to the American Honda team graphics, but custom made here in the UK with my own twists and logo's.

There are red fork guard bolts, red stem nut, red brake line holder, red engine bolts, red 'hammer head' chain adjuster blocks.

FRO Titanium open cleet footpegs.

ENGINE and associated parts.

Right, the heart of the beast......soon.

Lets start with the boring bits.

OEM rads, white custom rad hoses.

CRF250 kickstart (direct fit)

The engine is a 134, 2mm oversize, uses a Wossner 56mm piston.

The cylinder uses a port setup, somewhere between a late model YZ125, and a Honda RS125 road racer, ie, it screams! The port work and hand chamfering was done by a local guy that specialises in Yamaha road race bikes, TZ's and the like, to my spec. The cylinder was de-plated, bored and re-plated by Poeten Aptec here in the UK. I hand ground the power valves for a precision fit.

It uses a VHM cylinder head with custom insert, narrow squish band.

It uses a Keihin PWK air striker, 38mm carb, off of a YZ250.

Boyesen rad valve, HGS full exhaust system, and a HPI 2 curve ignition.

Its run exclusively on super unleaded fuel, with an octane booster, 40:1 with the finest 2 stroke oil available for high performance engine, 927!

As for how it goes, well, like a raped ape really, the ignition was a later addition, that woke it up and un-imaginable amount, it was good on the stock ignition, but immense with the HPI.

Talon clutch basket, Hinson pressure plate, OEM plates and springs, modified shift 'star' to help reduce the chances of catching neutral.

I will have missed something, any questions just ask.

Sorry for the long post?

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I will see what i can get hold of, its still work in progress with parts being added, and parts on the order list too.

270183_145958512144836_139135512827136_283009_1558504_n.jpg

Thats about it at the moment, cant seem to get my photobucket to work now, i forgot i have more pics, in other albums, nothing great though.

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More pics on the way over the weekend hopefully, i will update this in the future once I have some more pics of it all together too.

The CRF forks where direct bolt on with the CRF clamps (and most likely the OEM clamps too, im pretty sure), there are particular year forks to use for best performance, 2005+ CR250, 2005-2006 (possibly 2007) CRF250 and 450. They use the older style mid valve which is better, and have the 2mm offset reduction over the pre 04 stuff.

The CRF kickstart was used, because the HGS pipe and the stock kicker contacted, it didnt sit in its natural place and was rubbing. The CRF kicker, is perfect, it has that nice curve to it, just look at that top pic and picture the OEM kick start. Its little things like that, that make all the difference.

I forgot to add originally, I did a dry build, with a hard break in, i did 20 hard hours on the 1st Wossner piston, no blow by, full performance, and the piston came out looking like it had done 2 hours. I attribute this to the Maxima oil, the dry build, the hard break in, the hand chamfered ports (never seen 2 stroke ports finished so well) and proper warm up.

Its not far above freezing here at the moment, sea level, I am running a 190 main jet in it, the plug colour is lovely biscuit brown, and the performance and crispness is great. I like the fact that I can run a big main jet, and it runs sweet, it means its using the fuel, more fuel being used, with great combustion, means is sucking the air too, more fuel and air = power.

Another thing to note is that all the transfers open at the same time, and the guy that did the porting, set it up so the piston at BDC is slightly below the bottom of the main and secondary transfers, he believe's it creates some sort of 'pocket' effect that improves outright power, I believe him at the moment, it runs great. He is not a tuner by trade, but as a hobby, slight sideline, he has some very very potent Yamaha road racers, and some special builds running well here in the UK, he is a very very clever and meticulous worker, some of the stuff he has done is amazing. The port work and hand chamfering, he charged me about $80 too, his first, and only mx cylinder until i can convince him to do another one at some point maybe.

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The clutch is awesome, but a bit wasted on the 134, its not a heavy pull anyway with a cable, and i like to 'feel' the abuse i might be giving the clutch, you can feel that with a cable clutch, not the Magura.

The Magura unit, as i say, is going onto the 250, to reduce the pull a bit (i have small hands too).

Adjustment is easy, just a knob on the lever like KTM's to adjust the lever position.

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45 pilot

stock Cr250 2000 needle in the middle

195 main

Air screw where ever it needs to be, not that I really mess with it too much, about 2 turns out.

40:1 maxima 927, highest grade pump fuel I can get here in the UK, with Nitrous formula octane booster at 5ml per litre.

Temps are around 8-10 Celsius (46-50 f) with the 195 I am getting a lovely biscuit brown plug and a bike that makes great power.

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Gee. If I had a bike that looked like that, I'd hang it on the wall over my TV in my den. I wouldn't dare ride it.

I actually wanted to hang my '06 CR125 in my den as art (it really IS a work of art), but my wife wouldn't let me. Grrrr.....:bonk:

JayC

The theory is great, but its built to perform as well as look good.

The stock CR125 is a great handling bike, but with the Showas front and rear its even better, add some 22mm clamps (like i have, the OEM 2008 CRF450 ones, soon to be changed for the RG3's though) and it handles even sweeter.

The engine is a true dime, it runs awesome, the front brake is amazing too, I just love riding it. Im not so keen on racing it though, I have to run in an open class, so I am against the 250 2 strokes and 450's. I just get out run, thats what my 06 CR250 is for.

The 1995 Cr125 I have is going to be used for the pre 95 class once its all together.

Can anybody else smell pre-mix?

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man set that thing up to run on race fuel it will love it !

Its crazzzzy money over here, and hard to get hold of too.

I have been looking into propylene oxide as an oxygenate, our pump fuels have a good octane rating and quality, they want to for the price too ($2.26 per litre, so that basically x 4 for a US gallon, nearly $9), have a google search for that stuff.

I spoke to a real fuel boffin, one of the major guys into drag racing over here about the propylene oxide, he recommended it to me. Its not cheap though, about £75 for 2.5 litres (you mix as an additive, 4 to 8 %)

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