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General Minitrail Talk
Modifications
Trans mounted clutch... TRX90
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<blockquote data-quote="69ST" data-source="post: 168065" data-attributes="member: 5"><p>That is the heart of the matter when attempting to build something that hasn't been done before. Unknown combination = unknown outcome. Find a way to overturn that little fact of basic reality and you'll soon be rich. </p><p></p><p>IMHO, one needn't be an expert engine builder so much as a meticulous <em>assembler. </em>Machining can be legitimately farmed-out and, in most cases, should be...that can mean something as basic & routine as cylinder boring, or a valve job, not just exotic mods. follow that out by eliminating/avoiding obviously risky stuff...like dramatically increased stall speed (which dramatically increases heat generation) and unknown parts with no field service history...and you're well on your way to something that will at least stay together & running.</p><p></p><p>Beyond that, breakdown the engine build into lower & top ends. Power is made in the top end assembly. The lower end has to apply the power and survive it. </p><p></p><p>Thus far, you've got a Takegawa clutch conversion & crank, feeding into an OEM Honda tranny. IMHO, that's rock-solid quality stuffs.<img src="/styles/default/xenforo/smilies/thumbsdown.png" class="smilie" loading="lazy" alt="(n)" title="Thumbsdown (n)" data-shortname="(n)" /> There aren't all that many piston, cylinder, head and cam choices available for any given engine. So, you choose the piston to fit the rod length (proper compression height) and combustion chamber (dome configuration), then the cam profile to suit your desired revband. Verify deck height (rotate the crank to see that it's no down inside, or stand proud of, the cylinder), that there's no valve-to-piston contact, check the ring endgaps...all that's left, then, is making sure that everything is immaculately clean & oiled for assembly. At worst, you decide that you don't like the way the engine behaves with the chosen cam; cams can be changed easily enough.</p><p></p><p>Yes, selecting parts from online catalogs can be confusing...and cause anxiety. I'm not making light of those concerns. Japanese transrates only so well in Engrish...ask me how I know.<img src="data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7" class="smilie smilie--sprite smilie--sprite12" alt="o_O" title="Er... what? o_O" loading="lazy" data-shortname="o_O" /> That said, I think you've got most of this pretty well planned-out. Going by what you've posted in this thread, so far, the biggest unknowns will be the clutch discs and which alternator to use with the AWOL centrifugal clutch. I can't see those things holding you back.</p></blockquote><p></p>
[QUOTE="69ST, post: 168065, member: 5"] That is the heart of the matter when attempting to build something that hasn't been done before. Unknown combination = unknown outcome. Find a way to overturn that little fact of basic reality and you'll soon be rich. IMHO, one needn't be an expert engine builder so much as a meticulous [I]assembler. [/I]Machining can be legitimately farmed-out and, in most cases, should be...that can mean something as basic & routine as cylinder boring, or a valve job, not just exotic mods. follow that out by eliminating/avoiding obviously risky stuff...like dramatically increased stall speed (which dramatically increases heat generation) and unknown parts with no field service history...and you're well on your way to something that will at least stay together & running. Beyond that, breakdown the engine build into lower & top ends. Power is made in the top end assembly. The lower end has to apply the power and survive it. Thus far, you've got a Takegawa clutch conversion & crank, feeding into an OEM Honda tranny. IMHO, that's rock-solid quality stuffs.(n) There aren't all that many piston, cylinder, head and cam choices available for any given engine. So, you choose the piston to fit the rod length (proper compression height) and combustion chamber (dome configuration), then the cam profile to suit your desired revband. Verify deck height (rotate the crank to see that it's no down inside, or stand proud of, the cylinder), that there's no valve-to-piston contact, check the ring endgaps...all that's left, then, is making sure that everything is immaculately clean & oiled for assembly. At worst, you decide that you don't like the way the engine behaves with the chosen cam; cams can be changed easily enough. Yes, selecting parts from online catalogs can be confusing...and cause anxiety. I'm not making light of those concerns. Japanese transrates only so well in Engrish...ask me how I know.o_O That said, I think you've got most of this pretty well planned-out. Going by what you've posted in this thread, so far, the biggest unknowns will be the clutch discs and which alternator to use with the AWOL centrifugal clutch. I can't see those things holding you back. [/QUOTE]
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Trans mounted clutch... TRX90
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