Messages

Loose rotor, bad crank bearing?

Man that sucks!Wrecking 2 top ends hurts. Been there with 2 Moto-villa's in the late 80s. Nice bikes never seen any before or after my 2. It was the Lower rod bearing and cage. Lost a bultaco pursang 175 after but stopped after the first top end. 

Thanks mark. Now as I think about this I wonder if the lc top end would bolt up. I think the distance between the center of cylinder 1 to cylinder 2 would have to be the same between 350 and 400 because of the one piece head. Gonna try to find that info and keep thinking. Hopefully some others will chime in.  Thanks jimmy

Thanks again for the reply mark. So it seems it would be easier with an ac crank. Thinking this would be the way to go with the spare bottom end if it would work.i believe the flywheels are 10 mm smaller on the 350 cranks hence the smaller crankcase volume on the 350's. Not sure if the larger volume would cause much problems if so just epoxy the case to match smaller volume of the 350's. Seems like this setup with stock lc porting would yield about 10 more hp than the Daytona stuff. Thanks jimmy

Hey mark thanks for your reply. I'm questioning putting a lc crank in 400 cases and then putting a lc top end on it. I believe the 400's crankcase has a larger volume so the thought was to epoxy the case to match the lc's. Thanks jimmy

Is it possible to make a 400 hybrid? I have a spare Daytona bottom end. It needs new crank and has no cylinders. Thinking Lc crank and cylinders. Will it all bolt up? If so maybe epoxy the crankcase to match lc's volume. Thanks jimmy.

Ok guys I kept digging and saw the write up by E.E about the evolution of these engines and it answered the cyl questions. Still tripping that Yamaha spent the money on the 2vo cranks for just shy of 5000 units. Does the 2r9 crank use the lead weights? And does 2r9 have any advantage over the 1a1 crank other than ability to run the factory Cdi's? Thanks jimmy.

Thanks for the reply guys. So there appears to only be 2 cranks for f and g engines. Wonder why they went thru the expense of making the 2vo cranks and didn't just use earlier crank? Also how many different cylinders did they make for f and g engines and which is best one for performance?  Thanks jimmy.

Thanks for the reply bitzz. Now Im curious how many different 400 cranks are there and why? I mean I get the bastard 2vo with points but why more than 1 cdi crank? And which is the best.

I've never had my 2vo and a1a cranks side by side to compare but seems like past reading left me to believe the 2vo cranks had advantages (lighter) over the a1a cranks but broke so not recommended. How about the Canadian Daytona's. I know they have the different taper for Cdi but are they lighter also and do they break? Thanks jimmy.

Shit didn't think about that at all. Thanks for your reply mark

I'm somewhat interested in this kit. Question is what kind of power could one expect on a Daytona bottom end with proper pipe,carb and ign. Thinking you would have to stay with factory porting without getting replated which would raise price considerably. Or can a plated cyl be ported without replating.   Thanks jimmy.                   

Easy now! We are not all haters. You are always welcome in my section of ga.

Now that I think about it. It might have been Marc who recommended this blend. Curious if this is only for carbs if so what do you use for other stuff and do you use a rinse of anything?     

About to clean some cb carbs and was planning to use a 50/50 mix of carb cleaner dip and wd-40 in the ultra sonic tank. Seems like chuck q might have recommended it. But curious to see what others think.