Forum Replies Created
May 20, 2015 at 1:22 pm #48568
Thinking about it…….. I’ll be there just don’t know if I’m bringing a CIK125 or TZ/P1 250. Hmmmm……anyone hear from Johnny West lately?
August 13, 2014 at 9:31 am #31941
Whelp, I was able to get a kart somewhat prepped for Hallett……..I plan on a nice relaxing weekend with some friends I haven’t seen much this year and some playing around with a superkart on a smoother Hallett. We’ll see. I wouldn’t think of bringing the twin superkart there in the past due to the surface condition (for fear of too many one off parts breaking on the kart and myself)…….but I think I’ll give it a try. Looking forward to seeing you all there. ;-)
August 13, 2014 at 9:18 am #31940
I use PowerPad blue pads all the way around on my Anderson Maverick CR250 w/dual rear disk and depending on the track they last for a few race weekends at least.
On my TZ250 powered P1 equipped with VDot brakes (single disk 6 piston rear caliper) which are similar to Kelgate brakes, I use blue pads in the front and gold in the rear. The P1 always had too much rear bias for me with whatever pads came with the kart in the rear and the gold improved that issue. The pads on it wear similarly to the Anderson.
One track I typically run on, Lake Afton, has very long strait (.8 mi. or so) with a 45 mph 90 deg. + turn at the end that really pushes the brakes…..the P1 with me in it weighs approx 500 lbs……I’ve gained a few pounds over the last few years. ;-)
Pierre has a few compounds, give him a call to see what he has to offer. The work very well for me.
March 17, 2014 at 8:12 am #23957
I see it has the $60 spark plug boot…..and the $45 spark plug beneath it no doubt. Awesome! ;-)
March 13, 2014 at 6:58 am #23733
Very nice description of your…….”engine specs” Ian!
March 12, 2014 at 7:53 am #23673
Hello? Anybody out there?…….
March 12, 2014 at 7:48 am #23672
Very nice looking package Ian!
March 4, 2014 at 7:28 am #23172
I’m thinking that most things mounted to the smooth running CR250 take a beating to the point of failure over time. ;-) Still the best option for competitive 250 superkart racing with more than 2 entries IMO. My current mount (about 10 years old) all but came off of the chassis in pieces. That’s not too bad of a life cycle considering the abuse.
I personally like the shorter mount better to keep the engine lower in the chassis….but the carb angle pretty steep in that position. I’ll be trying the lower with my case ind. project using a floatless pump around arrangement first….if that proves to be unsuccessful then I’ll raise the engine and use my Dellorto.
March 3, 2014 at 12:11 pm #23122
There is a pic of both Case Induction (taller) front mount, and cylinder induction (shorter) mount here…
A little past half way down.
March 3, 2014 at 12:06 pm #23121
I mount mine between the two unused tabs in front of the engine mount tabs. These are below the pipe and to the right of the fuel tank. My CDI is mounted down there as well. I have an aluminized ceramic heat shield over the top of both to shield against radiant exh. heat. I use two angles mounted to those with vibration isolators between the coil and the angles for mounting. I don’t know if these tabs are on all years of Maverick chassis. I just got tired of mounting the coil on the engine and ending up with periodic primary wire breakage at the connector.
February 27, 2014 at 1:45 pm #22867
That’s a pretty accurate inclination there Chris ;-) ……In fact, I need all the freebies I can get to even hit a couple races throughout any given season but this kind of stuff is just about as much fun for me as piddling about behind the wheel.
Yep, I plan on using Yamabond between boot and adapter as well as the bolt heads. The boot is a Mikuni/Kimpex 07-105-01 which are common on snowmobiles and cost as little as $10 delivered. If I were to use Aluminum in the future, I could eliminate the nut pockets on the inside and just tap the holes.
Next up, build fixture to deck couple of cylinder heads, cut o-ring grooves, and comb. chambers on a CNC machining center……luckily I have a buddy that sells those things and has one in his showroom to demo at the moment…..that equals free rent and maintenance for him on one of my CIK125’s for a couple of events. ;-)
February 25, 2014 at 11:10 am #22716
Yep, and I’m quite sure Jim McMillan would add a big “+1” to the $$$ statement with regards to the development they went through with their TRX250 project.
February 21, 2014 at 9:28 am #22424
Never mind……I just looked at some decent pictures of a 2005 cylinder for sale….it appears that the bolt circle and bore are concentric unlike the 2002-2004 version.
Flat Top piston and chamber it is!
February 21, 2014 at 8:22 am #22414
That would be good because I will be in need of a RH sidepod in black in the near future that was damaged. Keep us up to date.
February 21, 2014 at 8:17 am #22413
So sad. RIP Cliff.
January 20, 2014 at 7:34 am #19900
Great Job Bobby!
Bettering Brian’s F125 best time and beating him across the finish line would have gotten ole Wally’s shorts in a bit of a bunch! ;-)
September 12, 2013 at 6:37 am #9724
Eh….that’s just additional downforce Andy. ;-)
September 11, 2013 at 6:31 am #9604
September 11, 2013 at 6:25 am #9602
That Anderson Maverick Div. 1 chassis w/Wiwa Gas Gas set the record all by itself?? Wow! What guidance system was used? :-)
September 10, 2013 at 11:12 am #9538
Thanks to KART/MARRS and the Read family as well as all that helped organize and work the fall Lake Afton event.
For those of you that struggle to find mylaps results for our series and that can’t stand how the events are sorted or for whatever reason, use the link provided below…..it is the organization page and it even sorts the events lastest to oldest…..what a novel idea! This events results are not yet posted but at least the link saved in your favorites or bookmarks might make looking up future results a little easier…… I for one hate the search function on the new site.
September 4, 2013 at 5:43 am #8900
Guess I’ll have to go out knock the spiders off of a couple of karts tonight.
March 4, 2014 at 10:10 pm #23211
I have yet to fit the case induction mount or engine to my kart but I suspect it can be made to fit beneath the pod. I have only used the pump around arrangement on my cylinder reed engines with no issue. I plan on buying both the taller mount and the shorter mount to experiment with. The taller mount appears to be about an inch or so taller so I should be able to compare carb angles and exhaust clearances. Maybe Ian will chime in in the mean time.
What pipe are you running? I am using an older Anderson/Viper 2 piece pipe that can rotate around the header and at the center of the 180 deg bend So it should be able to be adjusted to adapt to the engine height change.
February 27, 2014 at 9:13 am #22849
Experimenting with 3D printing to make a carb. rubber adapter for 2005 CR250 VF3 reed valve. It is angled slightly downward but is tough to see in the photos. The material is a bit on the brittle side but seems to be impervious to intended race fuel. It is a urethane acetate material. There is a better materiel available that has similar properties and is less brittle but I don’t have access to that at this time. Hopefully, thickness of adapter will overcome any potential damaging stresses and vibration. Time will tell. Fun-Fun!
February 25, 2014 at 7:08 am #22706
Yes, McMillan Racing who developed the Nemesis superkart chassis some years ago did some development with the TRX250’s. I believe the only real benefit was the counterbalance shaft and a six speed transmission. If I remember correctly there were transmission issues with regards to gear ratios not particularly suited to superkart racing. I think they developed and had gear sets made at a high price which offset the benefits to none and popularity never took off. There may have been other issues leading to it not becoming popular that I am not aware of.
February 21, 2014 at 8:00 am #22412
Well, it’s been a year since I’ve worked on my case induction CR250 project….it’s just been sitting there patiently waiting on me to get back to it while I drove a 125 and a TZ250 kart at select events last year. I am currently working on resolving my cylinder head issue for a 2004 CR250 cylinder for which I intended to fit a 2005 domed piston.
As I began modeling a combustion chamber to cut into a 2004 cylinder head to use the domed piston, I realized that I would need to cut the chamber excessively deep into the OEM head to obtain a 20cc CCV (without spark plug hole, approx. 22cc’s with) and a 1.2-1.3mm squish clearance. This is mostly due to the piston dome consuming approximately 7cc’s of volume keeping in mind that my chamber must begin flush with the cylinder deck rather than inset into the bore due to the existing porting in the cylinder. The piston depth in the cylinder at TDC then is equal to the squish clearance value.
I have concerns that this will make the combustion chamber casting thickness too thin and possibly even break through since I have not cross sectioned a head to verify casting thickness.
This leaves me with a couple of options to use this cylinder:
1. Use a flat top piston to gain approx. 7cc’s of volume. This is probably the easiest option but I really would like to use the 2005 single keystone ringed piston.
2. Explore a different head. Expressly, the 2005-2007 cylinder head for which I know nothing about except that it was designed to be used with the domed piston I would like to use.
Based on previous posts by our favorite technical expert on CR250’s, I think I already have a clue as to the answer of my question….which is no but don’t have a definitive answer, so here it goes:
Can a 2005-2007 cylinder head be fitted to a 2004 cylinder? I’m guessing the answer is no because of the offset bore/chamber relative to the stud pattern on a 02-04 cylinder (assuming that the pattern and or bolt circle is even the same) but I haven’t seen one to be able to tell.
Thanks in advance,