helicopterjim R.I.P.

Uhhhh ...Capirossi, Ducati and Ducati. Did I forget to mention there are two Japanese and a Spaniard there too?

Hear! Hear!!

Where did you hear that? I have not yet heard of Rosso Mandello clutch failing.

Like this .... 1959 model.

Sears Puch 125

Do you chew it too, or does someone else do that for you? I mean within the tribe or clan of course!!

Without taking any sides I would like to say a few things here. 1) The FBF pistons were easy to install and gave me the most fun of all mods - including pipes (sound does a lot for me but the FBF pistons change the sound drastically too). 2) They were easy to tune. I simply loaded the FBF map given to me with the pistons and have only had to adjust it twice since - both changes minor. 3) The performance gains have never been dyno'd but as far as I can tell the bike is not significantly faster than V11's w/o FBF pistons in straight line acceleration. The bike is significantly faster in response and roll-ons in the midrange and I do mean significantly. In different words I like to say that the bike is waaaay more fun to ride with 11:1 compression. 4) I have never been bothered with detonation as I use Cdn 94 octane and if I ever get stuck using low octane I simply drive accordingly - ie never let the manifold pressure get too high at low rpm's - or in laymans terms never lug the motor but keeps the revs high and roll on the throttle a little easier. I have never had to go slow because of low octane fuel. 5) I have only put abpout 10,000 km on the FBF pistons and no ill effects yet. However I feel that the way I ride my V11 - FBF pistons or no - all the wheelies, burnouts and hitting the rev limiter many, many times will probably bring on some form of wear above and beyond what an average rider will incurr (that's not bragging - it is simply me admitting to my childish behaviour on a motorbike). 6) I could give a f#&* if anyone else wants to put hi-comp pistons in or out of their bike. However I will give advice to anyone who asks for it - freely, because I hope everyone can enjoy their bike as they want to, not as someone else wants them to. P.S. I was going to say rats ass in the last paragraph but it didn't sound right.

I was going to say the same thing. I went out on my V11 the other day and had a similar problem. I went home, pulled it all apart, cleaned and lubed the linkage and all was well. If that doesn't fix it then it's up to someone else to put in their 2 cents.

Sunshine, 15 degrees and playtime on the WR400. Lots of Harleys and Gixxers here too but they don't get in the way of the WR.

Three Italians on the front row! Awesome!! I can't wait either. Rossi must be a little upset with the oil spill during qualifying. Bridgestone has put a lot into their tires this year so it will be interesting to see if tires are a factor.

I did lots more wheelies today but this time on my WR400. It's soooo much fun!!

Puegeot Movesa 125 c.c

PEUGEOT 250 bi-cylindre

Steyr Daimler Puch 125

Puch 125

True but not all have the carburetor hanging out the side. Gimme a few minutes.

Aireonepony may be right and there is very little difference between the 175 and 250 models. Perhaps a better resolution photo would provide clues to differentiate.

I like to touch my relatives.

It is also the favoured bike of highland lassie's!!

I would have to say that it is a Puch 250 SG, made from 1953 to 1970, with a split single (or twingle) engine. This model looks to be early sixties. The Split Single two stroke is an antiquated idea that was brilliant in its day. For model use it would be just a heavy novelty engine. Puch (Austria) started using the concept for motorcycles in the twenties. Their first split single being designed by Giovanni Marcellino. The configuration was adopted by Ing Zoller in 1931 and was to make DKW (Germany) the dominant racing motorcycle in the Lightweight and Junior classes during the pre war years. Up until then TT races were won by overhead cam fourstroke engines, the conventional two stroke engine of the day just was not good enough. DKW also employed a third piston (3 cylinder single) which acted as a supercharger to force feed the crankcase. DKW tried piston port, reed valve and disc valve induction and had their greatest success with the disc valve setup. Other companies that used split singles were TWN (German) and EMC (Joe Ehrlich, England). The first EMC bikes in 1947 had EMC designed engines but later machines were fitted with Puch engines. The classic Puch layout was three transfer ports in the back cylinder with two exhaust ports and either one or two inlet ports also in the front cylinder (piston controlled inlet). The conrod had a main roller big end with a secondary sleeve bearing pivot pin at the fork in the rods. A major draw back of the design was the mass of the pistons and conrods when compared to a conventional single. A high performance 1957 model 250 SGSS Puch road bike would produce maximum power at around 6500 rpm and be capable of 100 mph with a fuel consumption of just over 20 miles to the imperial gallon when flat out. It had an exhaust note to wake the dead and vibrated that much that stress cracks would appear in the frame. It had oil injection, dual ignition (poor combustion chamber shape) and two huge carburettors. The second carb would stay shut until about 80 mph and then would open rapidly (cam operated). With both carbs open and the air cleaners off you could look straight through the engine, look in one carb & out the other. It was shear excitement to ride back then, I know I had one. The main reason for the split single idea was to have the exhaust port open before the transfer ports then close before the transfer ports thus preventing loss of fresh charge out the exhaust. The idea worked well with an extractor exhaust system and or a supercharger but when Walter Kaaden introduced the resonating exhaust system that relied on the transfer port shutting prior to the reflected wave of gas being rammed into the cylinder the day of the split single had ended. This picture shows the crank/connecting rod arrangements similar to the Puch. The crank turns round and round.

That's proof of global warming if I ever saw it!

Buy it!! Now!!

I listened to my friends California yesterday with La Franconi pipes and 11:1 pistons and what a beautiful sound it made. So much like the Ducati and Guzzi racers of the 70's!! I don't think they'll fit my V11 ....

You posted this in the wrong thread!! What will Ratchet think?

Dyno charts are only comparable when done on the same dynomometer. I would find the dyno useful for V11's because they all have that mid-range torque dip that no one wants and a dyno is the best way to verify your changes and modifications are working. I myself would treat the graph as qualitative and not quantitative.