Cylinder for 2000 Blaster
#11
#13
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Originally posted by: machwon
Easily fixed by running double base gaskets or how I prefer to do blaster cylinders with a spacer plate.
Easily fixed by running double base gaskets or how I prefer to do blaster cylinders with a spacer plate.
#15
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Originally posted by: Shav0
Thats true. Any idiot can clean up the intake tunnel and get rid of any imperfections from the factory but thats not really gaining you any over all HP numbers. The real power comes the transfer ports and exhaust shape, and as said before proper port timing should always be considered.
I know my way around a 2 stroke very well, and I wouldn't dare try and port one. Like I said before, as little as 1 mm can make the difference of life or death. Imagine this, Your porting the exhaust port and you remove a little too much off the port floor. Because your piston is essentially the 'valve' of a two stroke, when the piston is at TDC the side skirt dosn't quite cover the port and now the exhaust is open to the crankcase. This is going to ruin your cylinder as it will draw exhaust into the crankcase and not to mention ruin the vacuum effect the crankcase which draws in the mixture for the next stroke. . . then what?
Thats true. Any idiot can clean up the intake tunnel and get rid of any imperfections from the factory but thats not really gaining you any over all HP numbers. The real power comes the transfer ports and exhaust shape, and as said before proper port timing should always be considered.
I know my way around a 2 stroke very well, and I wouldn't dare try and port one. Like I said before, as little as 1 mm can make the difference of life or death. Imagine this, Your porting the exhaust port and you remove a little too much off the port floor. Because your piston is essentially the 'valve' of a two stroke, when the piston is at TDC the side skirt dosn't quite cover the port and now the exhaust is open to the crankcase. This is going to ruin your cylinder as it will draw exhaust into the crankcase and not to mention ruin the vacuum effect the crankcase which draws in the mixture for the next stroke. . . then what?
#16
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Im not going to bash anyone [img]i/expressions/face-icon-small-smile.gif[/img]. I am actually thinking of getting my Raptor ported and polished. The machine shop in town operates at $45/hr, and he said 2 hours max. But why did you have to re-sleeve the blaster? How thick is the original sleeve on a blaster? And why could you not have bored it out? How did you get the original sleeve out? And what process is needed to install a new sleeve. Do you guys do Nikasil plating at our shop? Also when you did the porting and polishing on the blaster did you do cylinder mapping? I am not insulting your intelligence, just trying to learn what goes into boring out a cylinder. Thanks for any advice.
John
John
#17
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Originally posted by: NichelsonRacing87
first of all i'm not an idiot, and i work in a machine shop so i have experience on doing things like this, and i know alot about 2 strokes too, that's all i ever dealt with, so before anyone starts saying that any idiot can clean up the intake, you're wrong, because i've been through schooling for this and i'm sure after learning how it's done i would know, so don't try to call me an idiot when i know how to do engine work on these things
Originally posted by: Shav0
Thats true. Any idiot can clean up the intake tunnel and get rid of any imperfections from the factory but thats not really gaining you any over all HP numbers. The real power comes the transfer ports and exhaust shape, and as said before proper port timing should always be considered.
I know my way around a 2 stroke very well, and I wouldn't dare try and port one. Like I said before, as little as 1 mm can make the difference of life or death. Imagine this, Your porting the exhaust port and you remove a little too much off the port floor. Because your piston is essentially the 'valve' of a two stroke, when the piston is at TDC the side skirt dosn't quite cover the port and now the exhaust is open to the crankcase. This is going to ruin your cylinder as it will draw exhaust into the crankcase and not to mention ruin the vacuum effect the crankcase which draws in the mixture for the next stroke. . . then what?
Thats true. Any idiot can clean up the intake tunnel and get rid of any imperfections from the factory but thats not really gaining you any over all HP numbers. The real power comes the transfer ports and exhaust shape, and as said before proper port timing should always be considered.
I know my way around a 2 stroke very well, and I wouldn't dare try and port one. Like I said before, as little as 1 mm can make the difference of life or death. Imagine this, Your porting the exhaust port and you remove a little too much off the port floor. Because your piston is essentially the 'valve' of a two stroke, when the piston is at TDC the side skirt dosn't quite cover the port and now the exhaust is open to the crankcase. This is going to ruin your cylinder as it will draw exhaust into the crankcase and not to mention ruin the vacuum effect the crankcase which draws in the mixture for the next stroke. . . then what?
#18
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Originally posted by: jrobertson
Im not going to bash anyone [img]i/expressions/face-icon-small-smile.gif[/img]. I am actually thinking of getting my Raptor ported and polished. The machine shop in town operates at $45/hr, and he said 2 hours max. But why did you have to re-sleeve the blaster? How thick is the original sleeve on a blaster? And why could you not have bored it out? How did you get the original sleeve out? And what process is needed to install a new sleeve. Do you guys do Nikasil plating at our shop? Also when you did the porting and polishing on the blaster did you do cylinder mapping? I am not insulting your intelligence, just trying to learn what goes into boring out a cylinder. Thanks for any advice.
John
Im not going to bash anyone [img]i/expressions/face-icon-small-smile.gif[/img]. I am actually thinking of getting my Raptor ported and polished. The machine shop in town operates at $45/hr, and he said 2 hours max. But why did you have to re-sleeve the blaster? How thick is the original sleeve on a blaster? And why could you not have bored it out? How did you get the original sleeve out? And what process is needed to install a new sleeve. Do you guys do Nikasil plating at our shop? Also when you did the porting and polishing on the blaster did you do cylinder mapping? I am not insulting your intelligence, just trying to learn what goes into boring out a cylinder. Thanks for any advice.
John
Nikasil is short for Nickle/Silicon, it is a hard coating that is applied to the inner surface of an aluminum cylinder, all new dirtbikes that are liquid cooled now come factory this way, the advantage to it is it will never wear out of round and you can stay the stock size for the life of the bike, occasionally the Nikasil does need honed, but rarely, and if it does, it has to be honed with a diamond stone hone, now the disavantages:
If a piece of piston of ring is let loose in the cylinder it WILL destroy the Nikasil coating, it will then need to be resleeved with an aluminum sleeve and recoated, which is quite expensive, and the Nikasil can also start to flake around the ports like chrome does off a bumper, I personally would much rather have a steel sleeve, they claim that the Nikasil runs cooler, but nothing that will gain noticable power.
#20
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I am not a big fan of resleeving with cast iron and personally I prefer the nicasil coated cylinders. I guess I've rarely seen rings cut loose and tear up sleeves bad enough that they must be replaced. Aluminum cylinders typically have the plating striped, and are bored to a larger size if need be (to clean up the marks) or they will weld the cylinder (fill cracks) up and then re-bore it. The cost to replate is usually around $175 (extra for weld and/or bore) and is not much more than the labor alone for a resleeve at most shops. Nicasil offers increased cooling, reduced friction, and good wear resistance. Putting an iron liner in a normally nicasiled cylinders reduces the heat tranfer capabilities making it run hotter (this loses power in big in 2 strokes). Some of the faster blasters in mx classes run a stock cylinder, resleeved with aluminum and nicasiled to run cooler and maintain HP through out the race.