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#1 |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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First off huge thanks to the individuals on here who have worked towards getting more out of their cg250 I picked up a lot from you all so
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#2 |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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Just to note also on the topic of amr300 v.s VZ21 the VZ21 has premade flanges available to make things a little easier. https://www.amazon.com/Racing-Style-.../dp/B01KZTAJX8
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#3 |
Join Date: Mar 2018
Posts: 123
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If your serious about forced induction you may want to reconsider a decked head which will increase compression. Forced induction tends to run better, or at least more reliably with lower compression. The engine has heat soak issues as is, so an oil cooler would be a must imho.
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2019 Brozz 250 1999 Gas Gas EC300 2003 ZX6R 1991 Voyager XII |
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#4 | |
Join Date: Dec 2016
Location: Argentina
Posts: 756
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#5 |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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Very well aware my dude, given the cooling properties of e85 temps drops about 18% if my memory serves, between that and a singular cooler, temps would probably be lower than the 250 jug stock. But the 300 jug is the last on my list of interests, I only mentioned it as I had read others had an interest in it. But consensus seemed to be it was no longer commercially available.
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#6 | |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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#7 |
Join Date: Jan 2018
Posts: 410
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I like your thinking. Idk anything about e85. Sounds like alcohol tho. I do know from my go kart racing days you will need to run the carb dry if it will sit more than a day. Drain the tank if more than a week. It will eat all rubber components and dissolve the aluminum ones. BUT it will run faster.
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2020 Kawasaki KLX300R, 2018 Yamaha TW200 If you want more of something, tax it less. If you want less of something, tax it more. |
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#9 |
Join Date: Aug 2013
Location: Goodyear, Arizona
Posts: 409
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A 300 cc jug would need a bore of 76.6 mm with the same stroke. Can the CG engine cases take that or will they need to be bored out?
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2020 Tao TBR7 9.3:1 PnP head CRF230F exhaust 4 degree advance key 290 degree cam Nibbi PE30 and cone filter Front fork brace |
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#10 |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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Fairly sure this is the basic process (turn on subtitle if needed both are in Spanish)
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#11 |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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But again the 300cc jug is the least of my interest currently so I could be mistaken.
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#12 |
Join Date: Dec 2016
Location: Argentina
Posts: 756
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I know my fellow latin americans and trust me, there are a lot of bull going around those 300cc conversion... They are not 300cc, but actually a 250cc conversion.
The base engine is a CG 200 which has a stroke of 62.2 mm now if we add a 72 mm piston we have an engine with a displacement around 253cc... A Far cry from a 300c. If we use a cg250 which has a stroke of 65 we have an engine that has around 265cc displacement Yes the cylinder says 300cc but because it was meant to be matched with an engine with a different stroke. In this area of the world the history goes like this. Dude without a lot money waste money on a 300cc conversion, tries to race an Honda CBX 250 or even worst a Ktm duke 290, not only they lose because they are outclassed by better engines but they trash their own engine. |
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#13 | |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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#14 |
Join Date: Mar 2009
Location: Sardis, BC, Canada
Posts: 25,977
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Welcome, Abramelin! Whatever you decide, I'll certainly be following. I've had hillbilly ideas of supercharging with a smog pump, but as you say, the drive pulley presents a challenge. I'm pretty sure that it would be easy to mill a hole in the stator cover and fit it with a seal, but the connection of a shaft to the flywheel / crank makes my mind into a pretzel. I had a nap instead.
A turbo presents challenges as well, but none of them insurmountable. I bought a book on it and it'll be my next read; the prelim info points to pressurizing the bowl through the vent to compensate for increased air velocity and volume. Sounds easy enough. I'm a neophyte when it comes to turbos, but I've learned that a blow-through setup is preferred, to prevent puddling in the turbo and plumbing. Sounds logical. Wringing out a CG with forced induction makes me giggle. As you pointed out, the cost of ownership and repair (even after catastrophic carnage) is quite affordable. Seriously, skip going out for coffee and use that cash for parts. If I had decent access to e85, I'd be all over it. I read quite a bit about it when it first hit the market, and I love the idea of gov't subsidized race fuel. The average seems to run between 105-110 octane, which would certainly help thwart detonation (combustion chamber inefficiencies aside).
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Weldangrind "I figure I'm well-prepared for coping with a bike that comes from the factory with unresolved issues and that rewards the self-reliant owner." - Buccaneer |
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#15 |
Join Date: Jan 2020
Location: South Texas
Posts: 15
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Head is off and disassembled, .01mm head gasket made will probably end up around .02-.03 with a little rtv. Intake manifold and my vm26 have been ported/matched and dimpled. Head is will get the same in the A.M. Will be lightening valves by evenly sanding material in the center of the stem above where the seals are made and below where the retainers go. Will weigh difference between before and after. Trying to find someone in my area to weld my exhaust after I cut the cat out as I don't want to go by a welder for that alone. Carb jets were hand drilled somewhere in the realm of e85 (hopefully) will almost def need to adjust as I kind of just "eyed" it lol. Cam hasn't been ordered yet, my schedule has been all over the place and I have been sick for the last 3 weeks. Next stage will be cam and lightening the flywheel.
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Tags |
cg250, hawk250, performance |
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