CR250 ignition for the 500 question (pic)
- glen howell
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123
Last edited by glen howell on October 28th, 2009, 2:53 pm, edited 1 time in total.
gas is for washing parts, alcohol is for drinking,nitro is for racing
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- glen howell
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PISTON MARKINGS
123
Last edited by glen howell on October 28th, 2009, 2:54 pm, edited 1 time in total.
gas is for washing parts, alcohol is for drinking,nitro is for racing
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- Roostius_Maximus
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ya, thats cheap. The titanium valves, locks, and retainers i use in my dirt-track late model engines are $3600us
For pro stock drag racing the hemi heads from Sonny Leonard sell race-ready fully assembled for $14,900!
For pro stock drag racing the hemi heads from Sonny Leonard sell race-ready fully assembled for $14,900!
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3800 is good priceMrDude_1 wrote:after working on drag cars for years, $3800 for a full race motor seems really really cheap.
i have owned heads that cost more then that.... and thats without valvesprings.
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
and to top it off, he tried to tell me the cylinder/head jerry hall did for me was a piece of shit... according to his flow bench
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Wink :wink:](./images/smilies/icon_wink.gif)
Last edited by 100hp honda on January 22nd, 2009, 4:44 pm, edited 1 time in total.
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must be a dedicated gss follower ?fastkart wrote:Coulda fooled me.100hp honda wrote:didnt meen to seem like a asshole
![Laughing :lol:](./images/smilies/icon_lol.gif)
let it be known my incident happened several years ago. have you ever heard my story posted on any forum ?....nope, not until todayfastkart wrote:100hp honda wrote: water under the bridge"water under the bridge" means that it's something from that past that has been forgiven/forgotten about. You sound far from it.
![Wink :wink:](./images/smilies/icon_wink.gif)
![Confused :?](./images/smilies/icon_confused.gif)
anyway, lets look at a few things. "aparently" the FULL RACE setup today, differs from what it was couple years ago
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Rolling Eyes :roll:](./images/smilies/icon_rolleyes.gif)
![Laughing :lol:](./images/smilies/icon_lol.gif)
Mine might only be a glorified 5hp briggs and scrap iron for all I know powerwise. What I care about is that it gets me around the track faster than the competition... and it does. Could it be better? I'm sure it could be, but I don't have a ton of money to pour into things. Might I try Loomis or someone else? Its a possibility, but I'm happy with the service and work Glen did. I'll go back for more too (actually my cylinder is in Palmdale right now, along with a friends). When/if I feel I get hosed, that will change.
- Roostius_Maximus
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flowbench works to tell you the flow. I however only use a wet flow bench which prints on the port where the fuel is getting knocked out of the air, pooling behind valves. The neatest thing was when john, (the big ford guru some of you will know) sent my customer the biggest best 460 style heads he had. dude ran it, and it was shit. I checked the heads, and the flowed like a MF, BUT what they didnt check was that the air/fuel mixture would blow up to 40% out the exhasut port because of the shape of the combustion chamber. These werent just modded heads, thses were CUSTOM castings of his own.
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AHHHH. you just made this lightbulb go off in my head!Roostius_Maximus wrote:flowbench works to tell you the flow. I however only use a wet flow bench which prints on the port where the fuel is getting knocked out of the air, pooling behind valves. The neatest thing was when john, (the big ford guru some of you will know) sent my customer the biggest best 460 style heads he had. dude ran it, and it was shit. I checked the heads, and the flowed like a MF, BUT what they didnt check was that the air/fuel mixture would blow up to 40% out the exhasut port because of the shape of the combustion chamber. These werent just modded heads, thses were CUSTOM castings of his own.
theres these heads ive worked on for a few years.. after porting, they used to work like crap.. so everyone dropped them... they were considered crappy for the flow levels we needed.
well, on one set, a friend welded up the chambers... i matched up and made a chamber that mimmicked a set of vortec fastburn heads.... including this little nub that made the chamber heart shaped.... it worked.. EXTREMELY well.
im willing to bet that little nub isnt for the "fastburn"... its to keep the charge from blowing out the exhaust!! bingo.
![Shocked :shock:](./images/smilies/icon_eek.gif)
the heads flowed great, but made crap power.. i bet thats why.. they had rounder tub-ish chambers......
now i have to go mess around with some stuff...
- Roostius_Maximus
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you're on it!
It also makes the plug read like the fuel is right, but the exhasut temp will be really high as if the cyl was lean, but its the extra fuel burning in the header.
the vortec head is only solving it by accident, that square nub is adding quench to the cyl, allowing more timing with less fuel, hotter burn. GM learned that in the lt1 and had to reverse cool the engine to keep the head temp down.
It also makes the plug read like the fuel is right, but the exhasut temp will be really high as if the cyl was lean, but its the extra fuel burning in the header.
the vortec head is only solving it by accident, that square nub is adding quench to the cyl, allowing more timing with less fuel, hotter burn. GM learned that in the lt1 and had to reverse cool the engine to keep the head temp down.
http://www.youtube.com/user/500bigbore
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- Roostius_Maximus
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So, back on topic....
I havent got anything as good as mick's research into this,
I had the opportunity to measure a felow members 250 stator plate, it didnt require any machine work to fit.
We tried it in an 86, 88, 89, and 94 to see if there were interference troubles, fit perfect.
Measured it against an 86 stator I had loose, exact same pilot hole size.
It was deffinately a small rotor setup, i think he said it was a '96.
I was planning on running an '86 500 cdi and stator, but
I have an '88 250 system on its way. It still uses the 500 sized flywheel (not sure of its weight yet) with a 5 wire stator so i can try it with a weighted 500 flywheel, or my 86 500 stator.
I have an 86 125 system that will need trimming of the disk shaped plate to fit, but the holes do line up. Its a 4 wire with a single piece 6 pole stator. The other 85 125 flywheel i have matches this system and will get weighted to try as an alternate aswell. Only drawback is having to fab a rest for the clutch lifter that doesnt exist on this one, and bore the plate to fit the case.
I'm considering making the stators retaing bolts float the plate so it can be adjusted externally of the ignition housing with a lock screw. So during a ride i can reach down and click up or down to change timing position.
I havent got anything as good as mick's research into this,
I had the opportunity to measure a felow members 250 stator plate, it didnt require any machine work to fit.
We tried it in an 86, 88, 89, and 94 to see if there were interference troubles, fit perfect.
Measured it against an 86 stator I had loose, exact same pilot hole size.
It was deffinately a small rotor setup, i think he said it was a '96.
I was planning on running an '86 500 cdi and stator, but
I have an '88 250 system on its way. It still uses the 500 sized flywheel (not sure of its weight yet) with a 5 wire stator so i can try it with a weighted 500 flywheel, or my 86 500 stator.
I have an 86 125 system that will need trimming of the disk shaped plate to fit, but the holes do line up. Its a 4 wire with a single piece 6 pole stator. The other 85 125 flywheel i have matches this system and will get weighted to try as an alternate aswell. Only drawback is having to fab a rest for the clutch lifter that doesnt exist on this one, and bore the plate to fit the case.
I'm considering making the stators retaing bolts float the plate so it can be adjusted externally of the ignition housing with a lock screw. So during a ride i can reach down and click up or down to change timing position.
http://www.youtube.com/user/500bigbore
My CR500 Tech Reference... http://sdrv.ms/1a0CIiz
MRE Components... http://sdrv.ms/1bs2zhd
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- Roostius_Maximus
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My '88 250 ignition showed up today, heres pics compared to a 500 flywheel with a weight.
![Image](http://ruplda.bay.livefilestore.com/y1pKr0oQ5RbT4cx1NAUlDFZCA5USvrn3MfW7QiXB-7Ti-qJzrHso0HkGcfkStmU1uJcegeOcZMwD4XSddT57D57DQ/DSC05509.jpg)
![Image](http://ruplda.bay.livefilestore.com/y1pLgjbOJHK4RPBMAh1_ursiBlm92uw2_q-kQNA1XiJhXxr0NBDwNnY5C3XUqik89wS_8C5uEdMAuNA3sGcK_KGow/DSC05510.jpg)
![Image](http://ruplda.bay.livefilestore.com/y1pwonQE07RKF_RlgJswZEpfrnUE2ieWVRAecSB1LtjZCCoXU-ztlKV7Wex4NNJjKLtHcoMcMy0k-FMNghHBpNwiw/DSC05511.jpg)
![Image](http://ruplda.bay.livefilestore.com/y1pKr0oQ5RbT4cx1NAUlDFZCA5USvrn3MfW7QiXB-7Ti-qJzrHso0HkGcfkStmU1uJcegeOcZMwD4XSddT57D57DQ/DSC05509.jpg)
![Image](http://ruplda.bay.livefilestore.com/y1pLgjbOJHK4RPBMAh1_ursiBlm92uw2_q-kQNA1XiJhXxr0NBDwNnY5C3XUqik89wS_8C5uEdMAuNA3sGcK_KGow/DSC05510.jpg)
![Image](http://ruplda.bay.livefilestore.com/y1pwonQE07RKF_RlgJswZEpfrnUE2ieWVRAecSB1LtjZCCoXU-ztlKV7Wex4NNJjKLtHcoMcMy0k-FMNghHBpNwiw/DSC05511.jpg)
http://www.youtube.com/user/500bigbore
My CR500 Tech Reference... http://sdrv.ms/1a0CIiz
MRE Components... http://sdrv.ms/1bs2zhd
![Image](http://i89.photobucket.com/albums/k209/bostod69/more/mre-logoadextndhlweb.jpg)
My CR500 Tech Reference... http://sdrv.ms/1a0CIiz
MRE Components... http://sdrv.ms/1bs2zhd
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- Roostius_Maximus
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I think the stock 500 one weighed 564 grams
the 13oz weight got this one to 932 grams
the '88 250 flysheel is 485 grams
When aligned at the keyway the 250 trigger starts later, but stops at the same position. I havent degreed the trigger to spec it on the engine. If i get time the degree wheel is going on one today
does anyone here have the specs of the 1984 or 1985 cr500 flywheels?
the 13oz weight got this one to 932 grams
the '88 250 flysheel is 485 grams
When aligned at the keyway the 250 trigger starts later, but stops at the same position. I havent degreed the trigger to spec it on the engine. If i get time the degree wheel is going on one today
does anyone here have the specs of the 1984 or 1985 cr500 flywheels?
http://www.youtube.com/user/500bigbore
My CR500 Tech Reference... http://sdrv.ms/1a0CIiz
MRE Components... http://sdrv.ms/1bs2zhd
![Image](http://i89.photobucket.com/albums/k209/bostod69/more/mre-logoadextndhlweb.jpg)
My CR500 Tech Reference... http://sdrv.ms/1a0CIiz
MRE Components... http://sdrv.ms/1bs2zhd
![Image](http://i89.photobucket.com/albums/k209/bostod69/more/mre-logoadextndhlweb.jpg)
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i havent read much into the 125 setup but i was under the impression the crank is smaller size then 500 so the flywheel wouldnt be a direct bolt on deal. is this true ?oggo69 wrote:i read all this thread last night, very impressive input .... i remember dannygraves mentioning a cr125 ignition ... has anyone every tried this set up ? i have '91 and '93 in the shed , otherwise i will look for a 250 set up and go with whats been tried , tested and proven
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just curious why you went with '88 250 ? ive talked to alot of people on this site and couple other sites and nearly every person said the later years is definatly the way to go, specifically '01. if i remeber correct, atleast 2 of the people i spoke with dyno tested the motor and '01 was top dogRoostius_Maximus wrote:I think the stock 500 one weighed 564 grams
the 13oz weight got this one to 932 grams
the '88 250 flysheel is 485 grams
When aligned at the keyway the 250 trigger starts later, but stops at the same position. I havent degreed the trigger to spec it on the engine. If i get time the degree wheel is going on one today
does anyone here have the specs of the 1984 or 1985 cr500 flywheels?
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I have a question, why does anyone want to use all the old analog 250 and 500 ignitions when you can buy a brand new Digital ignition system with the 2000-2001 CR250 setup. Seems like everyone is getting hung up on the size of the flywheel also and I just don't see it making much difference on a big 500 with a ton of inertia in the piston, rod, and crank. I have a 250r quad with the 250 in it, the stock flywheel is much larger than any 500 flywheel due to weight of the quad. I can't tell a bit of difference with the CR 250 flywheel on it and honestly it's actually better because it spools up so much quicker. I guess maybe in real tight woods it might make a difference but anywhere else, I just can't see it.
i can answer this near the end of next week when my 500 motor arrives , ur prolly right tho ...100hp honda wrote:i havent read much into the 125 setup but i was under the impression the crank is smaller size then 500 so the flywheel wouldnt be a direct bolt on deal. is this true ?oggo69 wrote:i read all this thread last night, very impressive input .... i remember dannygraves mentioning a cr125 ignition ... has anyone every tried this set up ? i have '91 and '93 in the shed , otherwise i will look for a 250 set up and go with whats been tried , tested and proven