240 Kit help
- Thread starter bklinger389
- Start date
dont know of any cons.. when choosing one though, dont let price be an issue. when (if) i ever get a 240 for mine, ima go thru and rebuild entire motor again... and get jug/head sent out for porting... i wouldnt mind spending $$ knowing that im going to get the max perf. out of my $600 240 kit.
Big bore 240
We do the 240cc kits for $425 with no core or $375 with your core.(your cylinder and head). This includes new piston, pin bearing, gaskets. The cylinder will be ported for your riding conditions. It will be ready to bolt on.
I also offer +3mm stroker crank kits with the 240cc cylinder.
If you have questions, email me at kennedy_fab@yahoo.com
Ebay user ID= kennedy_powersports
We do the 240cc kits for $425 with no core or $375 with your core.(your cylinder and head). This includes new piston, pin bearing, gaskets. The cylinder will be ported for your riding conditions. It will be ready to bolt on.
I also offer +3mm stroker crank kits with the 240cc cylinder.
If you have questions, email me at kennedy_fab@yahoo.com
Ebay user ID= kennedy_powersports
not to trash your biz bro... but if you're gonna pitch your services to him... at least answer his question and let him (and us) know the pros of going with your kit.
Big Bore Power
The stock bore size is 66mm with a 57mm stroke. This would make the displacement 195cc
The big bore kits are 72mm bore with the option of a 60mm crank. This would put us at 244cc or 25% larger displacement.
The stock exhaust port width is 62% of the bore size or 41mm at the widest point.
My big bore cylinder exhaust port is 72% of the bore size or 52mm at the widest point
Big advantage to having additional exhaust port area, more area more flow more power.
The stock exhaust duration is 180 degrees, that’s fine for bottom end torque, but not for midrange to upper rpm power. Remember horsepower is a function of torque and speed. The faster you spin an engine the more power you will achieve. Horsepower= (torque) (RPM)/5252
My exhaust duration will be set at 190 for most riders this is done by raising the exhaust port. Now we have once again changed the exhaust area by changing the length and width. More area more flow.
The transfer ports are widened and raised to match the exhaust port timing. Then again we have changed the area of the transfers.
The intake ports are raised, widened, and the intake bridge is knife edged to improve flow.
The cylinder head will be cut to the proper squish clearance, velocity, and displacement to accommodate the larger piston.
The larger stroke crank will provide additional torque; once again torque is a function of horsepower.
The big bore cylinder with the crank, carburetor and the correct pipe will more then double the stock power output.
Feel free to ask any questions, email me at kennedy_fab@yahoo.com
I also sell the kits on EBay.
I can email you pics or you can find me on EBay at ID= kennedy_powersports
If you need questions answered by phone, I will provide my office number by email.
The stock bore size is 66mm with a 57mm stroke. This would make the displacement 195cc
The big bore kits are 72mm bore with the option of a 60mm crank. This would put us at 244cc or 25% larger displacement.
The stock exhaust port width is 62% of the bore size or 41mm at the widest point.
My big bore cylinder exhaust port is 72% of the bore size or 52mm at the widest point
Big advantage to having additional exhaust port area, more area more flow more power.
The stock exhaust duration is 180 degrees, that’s fine for bottom end torque, but not for midrange to upper rpm power. Remember horsepower is a function of torque and speed. The faster you spin an engine the more power you will achieve. Horsepower= (torque) (RPM)/5252
My exhaust duration will be set at 190 for most riders this is done by raising the exhaust port. Now we have once again changed the exhaust area by changing the length and width. More area more flow.
The transfer ports are widened and raised to match the exhaust port timing. Then again we have changed the area of the transfers.
The intake ports are raised, widened, and the intake bridge is knife edged to improve flow.
The cylinder head will be cut to the proper squish clearance, velocity, and displacement to accommodate the larger piston.
The larger stroke crank will provide additional torque; once again torque is a function of horsepower.
The big bore cylinder with the crank, carburetor and the correct pipe will more then double the stock power output.
Feel free to ask any questions, email me at kennedy_fab@yahoo.com
I also sell the kits on EBay.
I can email you pics or you can find me on EBay at ID= kennedy_powersports
If you need questions answered by phone, I will provide my office number by email.
gettin a bore kit really doesnt add too much power
it may add a little.
however you want good power gains get head milled I:I
i love it
it may add a little.
however you want good power gains get head milled I:I
i love it
porting is where the power is. a 198cc with good port work, compression to run on pump gas,good filter, decent pipe, jet kit, and stock carb will hand a big bore its ass.considering the bb kit dosent have any work done.FACT
yea well i want to race hare scramble and i just read the regulations and all 2 strokes must be under 200cc so the 240 is outa the question but i could still use a little help on some add ons to make it quick on the track
the big bores do very little gains, porting is a thing you would want for some serious power, a 240 kit is very pricey for some companies but they can give a nice gain in power. but porting would be a better choice
S
surftouch
Guest
right in front of your intake manifold (in front of your reed cage) there are 2 oval shaped ports porting just makes them bigger to your style of rideing you polish the head
port work
Yeah, if it was just that easy; then everyone would be doing it. LOL
The exhaust port sets the entire engine up. Its height in relation to the piston at Top Dead Center determines the rpm range of the engine. A drag race ATV would have 190 to 200 degrees of exhaust port duration. A trail ATV would be in the 180 to 185 range. A snowmobile would have 210 to 230 degrees, since they have a centrifugal clutch that is cable of holding the engine at its peak power speed at several loads and speeds. Snowmobiles have a very narrow power band, due to the port timing, but they make great power. If an ATV had the same port timing layout, it would be impossible to ride on the trail.
The exhaust port width is also responsible for power increase. To change the duration we would adjust the height of the port and widen to increase power with out changing the power band of the engine.
Then there is the shape of the exhaust port, so many variables.
Of course we can not forget about the transfer ports.
There are several important factors to consider; the port roof angles, port height, port width, and the number of transfer ports. Most engines have 5 transfer ports, the Blaster; sometimes it is necessary to add additional transfer ports if there is room.
There are other factors that I will not get into such as, port tunnel taper and flow.
I hope this helps some people better understand the complexity of what really happens.
Yeah, if it was just that easy; then everyone would be doing it. LOL
The exhaust port sets the entire engine up. Its height in relation to the piston at Top Dead Center determines the rpm range of the engine. A drag race ATV would have 190 to 200 degrees of exhaust port duration. A trail ATV would be in the 180 to 185 range. A snowmobile would have 210 to 230 degrees, since they have a centrifugal clutch that is cable of holding the engine at its peak power speed at several loads and speeds. Snowmobiles have a very narrow power band, due to the port timing, but they make great power. If an ATV had the same port timing layout, it would be impossible to ride on the trail.
The exhaust port width is also responsible for power increase. To change the duration we would adjust the height of the port and widen to increase power with out changing the power band of the engine.
Then there is the shape of the exhaust port, so many variables.
Of course we can not forget about the transfer ports.
There are several important factors to consider; the port roof angles, port height, port width, and the number of transfer ports. Most engines have 5 transfer ports, the Blaster; sometimes it is necessary to add additional transfer ports if there is room.
There are other factors that I will not get into such as, port tunnel taper and flow.
I hope this helps some people better understand the complexity of what really happens.
bklinger a good pipe is the best way to start off with out it u r limited 2 how much u can do like on port jobs. reeds r a great 2nd thing to do remember to check ur spark plug after u put a pipe on u will most likely have to re jet. but a good pipe and reeds r a great starting point then from there u can go crazy with it.
