Another update: I got the opportunity to take it out late last night...so instead of running my normal 20 mile loop course, I ran it straight up and down the parkway for 15 total miles. I had the speed largely between 50-55mph with a few blips faster. Some observations.
50-55 seems to be the sweet spot. 55mph is about 7400 rpm. On this motor, setup the way it is, that should not be a problem at all. As a matter of fact it is vibration free above 4500...yes, this for sure is the smoothest motor I have, the result of a lot of time and effort balancing the rotating assembly parts and the assembled unit. I suppose that the heavy duty handlebars also might help but there is no vibration in the feet, bars, or anywhere once above 4500 rpm.
Powerwise, it definitely has more power and snaps to attention faster than a stock Nice 110 and faster than a BBK to 127cc. However, I don't think it is more powerful than the 127cc 4v+r takegawa setup..i'd say it's about the same but the acceleration at every speed is faster simply because the rotating assembly is so much lighter.
It's pretty thirsty. I don't think that having those enormous intake and exhaust tracks are all that efficient. This is the first CT70 i've ever built that I've experienced fueling issues, as in, if you run it hard for about a minute, more fuel is consumed than can refill the carb, and then it bucks until you leave off it. This only happens when you run it WOT...after about a minute. I only did that as part of the ring seat procedure, and never run my motors that way anyway. So it should not be an issue. I'll do more measured and calculated MPG calculations and see what happens once i take it out for a good long ride.
DC power issue turned out to be a disconnected white wire from stator to harness. Easy to find and fix that one, so now power is back on.
What has surprised me is that given the lightened assembly, you need to idle it at about 2k. I was hoping that would not be the case, but if you turn it down to say 1500, it will periodically stall. So i'm putting it at 2k to avoid that. I am also surprised that I do not need to clutch it off the line as much as expected. Many years ago I had a fully built takegawa 124 with special clutch that really needed clutching off the line and figured i'd be the same here. Happy that it seems easier on the clutch than that motor was. It's not like a stock nice or any of the other ones I have with heavier rotating assemblies but pleasantly surprised here.
The Mikuni VM26 I have on it is jetted 22.5/190...that is also very surprising to me, and was actually the jetting that came in the carb stock. I started with 25/165 based on other setups. I should have just looked at my notes because that takegawa motor was jetted 22.5/195 with a vm26 and I could have saved some time there.
Last point with this motor...the exhaust is definitely restricting it. I'm running a home made pipe that runs .875 ID transition to a 1.25 ID mini reverse cone. The pipe itself is awesome, but more suited for a 106cc or smaller setup. I don't have a 1.25" bender die but perhaps it's time to get one and then I can make full blown supertrapp replica pipes.
