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Unboxing the Piranha Zongshen 212cc Engine
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<blockquote data-quote="69ST" data-source="post: 189394" data-attributes="member: 5"><p>Boy howdy!! There are a number of parameters to be addressed with this much displacement and, most importantly, there are solutions for virtually every imbalance/weakness/limitation. I've seen 90mph tunes with less than 200cc. For that matter, the first 200cc (196cc to be exact) tune I can recall pre-dates this board by ~2 years.This build could demonstrate a ton of creativity, planning...and execution. </p><p></p><p>With 212cc, there's more than enough displacement to run a "soft" tune (low compression/low rpm) and still have a 75mph bike. However, changing the shape of the power curve carries its own set of compromises, best discussed as a separate topic, or sub-topic. </p><p></p><p>For the moment, suffice it to say that decompression cams and devices can tame the hard kickstarting. Those weren't available years ago. Something else that's changed for the better...battery tech. LiFePO4 batteries make it possible to power a starter more reliably. With a full-wave electrical system and tight voltage/charging control, that could be deal-maker. Those tend to be smaller & lighter...which opens the door to possibly relocating them, freeing up underseat frame space, for more fuel capacity. With the battery & electrical parts relocated from their stock locations, there's room for well over a full gallon of tank capacity. It comes down to creativity...and how far one wishes to take things. </p><p></p><p>I've seen a LOT of electric starter failures with Chinese engines, over a lot of years now, mostly Lifan. OTOH, the new Hondas don't have that problem. And, this Zonger is so new to the market that it really hasn't yet had enough time to establish a field service record. I am presenting straight-up questions, based on decades of knowledge & direct experience... focusing on objective criteria. </p><p></p><p>There are any number of ways to approach a build, "make things work". A good friend of mine has been running an early L110/electric start engine in a custom-built z50 sidehack for close to 15 years now, zero issues. The missing detail is that it's strictly his swap meet bike. I doubt he's put 200 miles on it in that time and it's never seen the high side of 30mph. So it is possible for someone to install a motor with nearly double that displacement into an otherwise virtually stock CT70K0 and never have a problem...if speeds and total mileage are limited. I do know that early K0 frames are prone to breakage above the upper motor mounts and that the K0 swingarm is disturbingly flexible, when a huge infusion of torque is part of the plan. To be clear, I'm saying "heads-up, these are known weak points...FYI" and that's it, no judgments one way or the other.</p></blockquote><p></p>
[QUOTE="69ST, post: 189394, member: 5"] Boy howdy!! There are a number of parameters to be addressed with this much displacement and, most importantly, there are solutions for virtually every imbalance/weakness/limitation. I've seen 90mph tunes with less than 200cc. For that matter, the first 200cc (196cc to be exact) tune I can recall pre-dates this board by ~2 years.This build could demonstrate a ton of creativity, planning...and execution. With 212cc, there's more than enough displacement to run a "soft" tune (low compression/low rpm) and still have a 75mph bike. However, changing the shape of the power curve carries its own set of compromises, best discussed as a separate topic, or sub-topic. For the moment, suffice it to say that decompression cams and devices can tame the hard kickstarting. Those weren't available years ago. Something else that's changed for the better...battery tech. LiFePO4 batteries make it possible to power a starter more reliably. With a full-wave electrical system and tight voltage/charging control, that could be deal-maker. Those tend to be smaller & lighter...which opens the door to possibly relocating them, freeing up underseat frame space, for more fuel capacity. With the battery & electrical parts relocated from their stock locations, there's room for well over a full gallon of tank capacity. It comes down to creativity...and how far one wishes to take things. I've seen a LOT of electric starter failures with Chinese engines, over a lot of years now, mostly Lifan. OTOH, the new Hondas don't have that problem. And, this Zonger is so new to the market that it really hasn't yet had enough time to establish a field service record. I am presenting straight-up questions, based on decades of knowledge & direct experience... focusing on objective criteria. There are any number of ways to approach a build, "make things work". A good friend of mine has been running an early L110/electric start engine in a custom-built z50 sidehack for close to 15 years now, zero issues. The missing detail is that it's strictly his swap meet bike. I doubt he's put 200 miles on it in that time and it's never seen the high side of 30mph. So it is possible for someone to install a motor with nearly double that displacement into an otherwise virtually stock CT70K0 and never have a problem...if speeds and total mileage are limited. I do know that early K0 frames are prone to breakage above the upper motor mounts and that the K0 swingarm is disturbingly flexible, when a huge infusion of torque is part of the plan. To be clear, I'm saying "heads-up, these are known weak points...FYI" and that's it, no judgments one way or the other. [/QUOTE]
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