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Here's where questionable decisions may be beginning:

I got a pair of YZ reed cages, but instead of opening the boxes on the head I shaved the edges of the reed cages on a surface plate. It took a ton of time, and I hope they aren't thin to the point of being an issue.  They slid in nice and clean and the follow the head pretty close. 

oh shit! i love that pump. talk to me about it. the tz pump i have on my hybrid is great, but i really like that. 

I've seen 100 iterations of the same pump all over the internet, but this one is listed as an inverter cooler water pump for a Toyota Prius on Amazon. It's under $30.  I'll report any failures, or other issues if they arise.  I think it will work great. The motor and electrics are potted into the back of the casing, so I was able to cut away all the mounting tabs to fit it into the RD case.  It's pretty snug and held tight by the top cover, but a nice fit.

Pictures, man, push-leez! Was the Radian 'arm a direct fit?

Full disclosure:  It hasn't been off the bench yet, so no idea how the extra length will play, but I always felt the RD was short.  As wild as this bike is ported, I wanted a longer wheelbase.  It's a direct swap, as far as frame fit.  I adds angle to the shocks, so you have to go longer and compensate for extra angle on spring rate.  I'm running CB700SC shocks.

Water pump mounting.  I'm running pre-mix, at least in this iteration, and running the water pump in the cover.  I altered a spare cover to make it all work.




Also running TM32 carbs.  I'll get into air side contraptions later.

I lost track of this thread and had to do some digging to bring it back up.  Sorry to let it drop for so long.  I'll update as best I can.  Definitely some mistakes and changes along the way, so I can admit to those too. 



First big change goes to swapping the EX wheels for GL1000 wheels.  I like to build 17" wheels from GL1000 aluminum DID rear rims, GL1000 front hubs and CB550 rear (drum) hubs.  96/97 YZF600r Thundercat rotors fit the bolt pattern and provide a 300mm dual disc option. 

Then, I decided to try out the same year Thundercat front end, which didn't fit right at all.



This pic also shows my location of the radiator.  The cross bar on the front of the frame forces two very different options for location.  I chose lot lower option, which means it has to be tilted out to clear the pipes.  Been questioning this mount the whole time, but still sticking with it.  I prefer the rad to be inline with the engine and I'm not sure if I'll get interference with the triple going high.

I had the head decked by Mototech US to raise.  Running a compression check after build gets me 135 on both cylinders. 



Made some spigots for the pipes.  I need to learn how these can effect tune, but I matched the exhaust port on ID. 




Then I changed side covers.

Late to the convo, but I'm running CB900f forks with progressive springs, emulators and nitrogen charge, plus a Radian swing arm on my RD350.

Lead also prevents valve recession.  Funny thing: I have a 1979 C10 passed down from my great uncle.  He bought it new for his peanut farm in Sylvania, GA.  His farm ran off leaded fuel, but the C10 came with an unleaded fuel door, so he ripped it out to fit the leaded nozzles.  Then he deleted the catalytic converters.  LOL

Really glad to join this site to be able to see this.  Great car, even with the engineering complications.  Always thought to build something off a GL1000 base, but more because of the boxer arrangement and it being a shafty seems so much easier to build retrofits, even if it's not. 

These are some pipes.  With the porting and the pipes, I'm expecting a wild ride.  I'm probably small on carburetor at the moment, but that's for another day.  I'm being told I have a little more wiggle with the liquid cool, but that remains to be seen. 

Anytime you are dealing with exponents, as all these formulas have, it's never "double".  I just thought we were looking for a baseline, so that's why my smart ass comment.  You guys always provide the science. 

thats not how it works.

use the same series jet.  reason being that the length of the drilling and where its beveled also dictates flow series to series.
  Also, theres a correlation between vacuum signal and speed in the circuit and how much volume will be carried thru the jet. for example, if you have a carb thats running a 220 main jet, and stuff a 440 in it, that doesnt not nec mean you will get 2x the flow. there is a relation where as the 'bleed' on the venturi signal (the jet) gets larger, the flow rate of that jet compared to the same vacuum signal will decrease percentage wise.

I assume you are trying to use.. round keihin jets? dont.

You forgot the part about weight of fuel and atmospheric pressure.  Fuel weight equals jet area x the square root of head pressure times fuel density.  LOL.  The simplified descriptions above work for the purpose of this thread, IMO. 

Probably not a chance in hell I find one here in Georgia.

Cool stuff! I looked high and low for an IT200 a few years ago for my boys to no avail. They ended up on false-strokes 
Love the Frankenbike combination of parts, and that's the nicest radiator I've seen since last Friday (when mine arrived).

My IT isn't in the best of shape, though it runs really well, so I should be able to sort it out just fine.  It came with an 80s Honda XR250 tank, the wrong front wheel, the shift lever (broken) welded to the shift shaft, the swing arm cut through by the kickstand (now missing), no side covers or fairing,  and no seat.  I was able to get the seat and a tank at Mid Ohio, and I ordered the shift lever and shaft off of Ebay.  Already ordered side covers from DC Plastics. 

I recently joined the forum as I'm diving into the deep end with 2 strokes.  The build begins over on Do The Ton, where Teazer has been loads of help and a wealth of information so far.  It's pretty cool the willingness for 2T guys to share information.  I figure I'll run parallel threads and absorb as much as I can

This summer, I took a trip to a buddy's house in Ohio to trade a trailer load of bikes.  In the haul I brought back to Georgia was an IT200, several bins full of RD parts and a titled 75 frame.  There's a vintage fiberglass race fairing, tank and seat to build around.  I had considered building a legit race bike, but have opted instead to build a street bike that plays on track days. 

This is as it sits today. 



The mock-up includes a GSXR front end, Radian Swingarm and wheels from an 87 ZX600.  The pile includes an LC top end, a Banshee manifold and I think YZ85 reeds.  Stock carbs are also in the bin.  I'm also trying to identify the crank, which I've been told is a TZ/RD hybrid.  Not sure how I confirm that information.

Yamaha 90116-08232 works for the RD to LC cylinder studs. They're 116mm long, but come in way cheaper and they're common for US buyers ($6 ea). They cross reference with Banshee, RZ350, RZ250, RD (all), XS650, XS1, XS2, R5, R5B, R5C, TD3, RT360, DS7, TX750, TX650, TZ750, YZ80, YZ60

This is a wonderful thread, and I thank you guys for putting it together.