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Circuit Racing 2019 Island Classic

Discussion in 'Motorcycle Racing and Track Days' started by Frankster, Jan 24, 2019.

  1. Frankster

    Frankster Grey Pride...Adventure before Dementia Staff Member Premium Member Ride and Events Crew

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    Last edited: Jan 24, 2019
  2. kiffsta

    kiffsta Senior Member

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    I wish I was heading down , should be a cracker
     
  3. Frankster

    Frankster Grey Pride...Adventure before Dementia Staff Member Premium Member Ride and Events Crew

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    Yes, it's always good fun. 250 numbers seem down this year and there's no ZXR or GSXR on the entry lists. At least there's a FZR in there having a go against all those 2-strokes and CBR250's.

    no ZXR or GSXR.jpg
     
  4. GreyImport

    GreyImport Administrator Staff Member The Chief Contributing Member

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  5. Frankster

    Frankster Grey Pride...Adventure before Dementia Staff Member Premium Member Ride and Events Crew

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    Yep, I love watching those TZ750's going around. This year looks like the open class is going to be cracker again...

    https://tinyurl.com/ybbp2lz9
     
  6. kiffsta

    kiffsta Senior Member

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  7. maelstrom

    maelstrom LiteTek Staff Member Premium Member 250cc Vendor Contributing Member

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    No Brits at the Classic this year. That's a shame. The US team seem to be getting pretty serious but Pridmore and Beaton are out for the weekend.
     
  8. GreyImport

    GreyImport Administrator Staff Member The Chief Contributing Member

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  9. Andych

    Andych Moderator Staff Member Premium Member Contributing Member Dirty Wheel Club

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    Wow.. there is some difference in lap times and also top speed considering they are all 250's
     
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  10. GreyImport

    GreyImport Administrator Staff Member The Chief Contributing Member

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    191 seems pretty good for the CBR250 .... depends what gearing they are running I guess
     
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  11. Frankster

    Frankster Grey Pride...Adventure before Dementia Staff Member Premium Member Ride and Events Crew

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    Not all 250's. Those TZ250's hitting 216kph is still pretty impressive (that's a tick under 135mph).

    125cc.PNG
     
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  12. fnq_fzr

    fnq_fzr Active Member

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    Hi All,

    Was not my best meeting..:(


    I did however get to complete the practice day at least.



    Power was down from the first session. I think the main bearing was on the way out when I arrived...
    Jason
     
  13. GreyImport

    GreyImport Administrator Staff Member The Chief Contributing Member

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  14. maelstrom

    maelstrom LiteTek Staff Member Premium Member 250cc Vendor Contributing Member

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    I thought I posted this on the forum somewhere but I can't fin it. Anyway here is the mod for the 400's

    So I am sure many of you have seen the article from BDK here http://www.bdkraceeng.co.uk/Bike1.html#Ignition
    that states:
    "If you measure csa(cross sectional area) of oil loss at rod ie:area of pin minus area of rod inc shells, times 2 for both sides . Plus oil loss for outer main brg(since these are fed together). This is the total area for oil loss assuming the crank is not moving(no centrifugal pull). A rule of thumb is that the supply csa is at least a third larger than the loss csa. This also assumes no 90 degree bends etc. If you look at the oil feed in the btm case it has an arduous path to the outer main and consequently the big end. The oil rises in a 5mm drilling (where the restrictor jets are) and then horizontally in a 6mm hole and then up again at 6mm to the outer big end. The 5mm drilling has to be because they wanted to put a M6 thread in it for the jet. Anyway, take the 5mm hole out to 6mm and then use a thread repair, Time sert or Helicoil, to restore the thread for the oil jet. The reason the main is OK is because it always has sufficient oil and little centrifugal force, however the big end throws the oil away at a considerable rate .Remove more than you are putting in and bang! I have seen hundreds of FZR's with outer b.ends gone. All modified as above sorted them out without fail. "


    The procedure as recommended is correct but some simple errors make it a little difficult to follow. For clarity here are my corrections based on my FZR400RR 3TJ1. The feed to the outer mains is not 6mm. The final hole is 6mm but there is a reamed section below that (shown in red on image) that is 5mm.

    First the corrected text:
    The oil rises in a 5mm drilling for main bearings 2 & 5, where the restrictor jets are (2.55mm diameter), and it also branches horizontally in a 6mm hole and then up again at 5mm to the outer main and big end. The 5mm drilling has to be because they wanted to put an M6 thread in it for the restrictor. Anyway, take the 5mm hole out to 6mm all the way to the bottom and then use a thread repair, Timesert or Helicoil, to restore the thread for the restrictor.

    The 5mm gallery (shown by blue arrows) is not large enough to feed both the 5mm main & big-end, and the 2.55mm restrictor.
    FZ-Oil_Galleries.png
    MainBearing_Restrictor.jpg
    MainBearingGalleryDiameter_FZR400RR.jpg
    As I recall, some forum members have already checked and said that the 250 does not have the same problem.
    Cheers
    Blair
     
  15. fnq_fzr

    fnq_fzr Active Member

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    I am thinking it may be the oil weight that contributes to this issue. I have recently changed to Motul 7100 10W40 after using Motul 5100 10W30 for many years without issue. ???

    Jason
     
  16. maelstrom

    maelstrom LiteTek Staff Member Premium Member 250cc Vendor Contributing Member

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    You never know, it may be the straw that broke the camels back even if it sounds unlikely. If you are going to repair it then please post pics of the journal and shells here for forum analysis :)
     
  17. fnq_fzr

    fnq_fzr Active Member

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    Not going to rebuild but will eventually open the engine for a look at what went wrong.

    Jason
     

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