Hey. My name is Johnny and i thought i could post up my latest build. It's based on a CR500 frame from 1990. The rest of the parts are either from 1998, new or special stuff. The Engine is built from new and modified Engine cases to make room and to matchport it for the cylinder kit. the top end kit is a 550cc Liger. Together with this i use a Lectron 48mm carb with powerjet. gearbox is modified with cut gears and the clutch is a Hinson/Barnett with carbon fibre discs and tough springs. The crank
With free form hydroforming (pressure washer style, not die forming), the smoother the outside radius the better. A pipe with lots of twists and turns isn't going to be best for free form hydroforming but there are some cheats around that I'll discuss later.
Mgty3whlr, you basically hit the nail on the head. The only thing I have to add is to not skimp on the cutting method, hand shears are going to make a more jagged edge which is going to
In this article, John Tice will discuss the various different methods and procedures for sizing a sleeve, as well as interference fitting, and shrink fitting. - Billy
Originally Posted by Tim Ey
About the discussion gasket on the cylinder head or between cylinder and motor:
It depends on the steering timing you get as a result. Some engines have so moderate steering timings that you can not make a mistake with putting a "down" gasket on them
My next project is from Louis. 3 CR500 cylinders, 1 for a bore, 2 new liner + decomp & 3 who knows?
My first challenge is liner replacement + fixing the Decompression mounting. This cylinder has had multiple chrome plating jobs. Chrome has a habit of a good chemical bond with the iron liner. This stuff really sticks and is equally difficult to remove. Another problem for you rebuilders with only a cylinder boring machine, chrome plating removal from an iron liner can seriously damage