Mods & Rockers 2013 SF CA

 

Saw a B-17G on the way over.

1968 Yamaha YAS1C

1968 Yamaha YAS1C Twin 125cc

The old seat was totally rusted out. The foam and cover had been eaten by a mouse or rat. This is the old seat pan from a 1974 Yamaha DT100.  I hacked the mounts off the old seat and welded them on to the "new" seat pan.

Won't win any awards, but it's better than what it was before. Probably going to rivet the vinyl in the corners.

Here it is with the side trim and Clubman bars.

This is how you know it's barn fresh.

New sealed battery, EBC brake shoes (thanks Benji!), Michelin Gazelle tires, tubes, and replaced some broken spokes. Oil pump has been bypassed, and seized steering dampener removed. No permanent modifications have been made.

More tasty AS1 pix: http://motonut.com/YamahaAS1GYTKit.htm

1977 103 Build

- Teknix 50cc kit, case matched

- Dellorto 14:12 carb

- Malossi 2-petal carbon fiber reed block

- Domino controls

- New electrics

- New tires

- New chains

- 45 mph

00140 Puch Magnum

74cc Gilardoni kit, Simonini pipe, 28 mm OKO. Powder coating by West Coast Powder Coating. Gonna rip once it's finished.

Ahmed's Whizzer Rebuild

Ahmed had wrecked the shit out of his 60cc whizzer. I replaced the front end, rebuilt the front hub with a solid axle instead of quick release (!),  re-attached the clutch cam housing and added a lever with the correct amount of cable pull so the clutch would work, rebuilt the axles, tuned the carb, fixed the kill switch, replaced the broken throttle with an old Suzuki control, rebuilt the back hub so the brakes would work and the chain ring wouldn't rub on the brake arm, added a front brake (!),  trued the wheels and generally tightened everything to spec w/loctite. My final verdict after the test: whizzers are fun but totally dangerous. I gave Ahmed an extra helmet and told him he wasn't allowed to crash anymore.

Cute!

 

sachs g3 performance clutch tuning

Stock Vs. Performance

Installation tutorial

So the stiffy springs went into the clutch part number 20 without too much knuckledragging and yep, not only do they work, they work better than stock, 'cause they're 15% stiffer. Testbed is my "problem child" sachs g3 w/ 505 /1A engine 48mm athena reed valve, 19mm Mikuni from a Kawasaki KH125 main jet 80 pilot 45 needle one notch from lowest, ghetto hacked biturbo pipe, stock gearing 43 mph top speed @ ~10K RPM. Frankly, it's ghetto as hell, and I know for a fact that I need new rings, but I digress. The clutch spline (No. 18) has been drilled and tapped for a set screw (w/ red loctite), plus two red loctited axle nuts tightened against each other on the end of the crankshaft (No. 12). So far, no problems with slip there. I have no tach so I'm guesstimating, but my guesstimate is engagement occurs ~1k, and the engine spins up enough power to make the clutch plates slip under extreme loads, but that's another problem most likely related to not having a shim in there. I'd say its a ~20% increase on stock takeoff engagement of around ~800 rpm. The bike takes off up grades that were previously impossible. As always, there is room for improvement. I look forward to hearing what people running superclutches or milled clutch plates have to say about their experience running these springs. If you're one of these folks that would like to replicate this experiment in yr own lab and report back with the lowdown, hit up OB1 to hook it up. Pix or it didn't happen: