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v01.n070
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1999-06-05
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From: owner-dr350-digest@lists.xmission.com (dr350-digest)
To: dr350-digest@lists.xmission.com
Subject: dr350-digest V1 #70
Reply-To: dr350-digest
Sender: owner-dr350-digest@lists.xmission.com
Errors-To: owner-dr350-digest@lists.xmission.com
Precedence: bulk
dr350-digest Sunday, June 6 1999 Volume 01 : Number 070
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Date: Sat, 5 Jun 1999 13:48:28 -0500
From: "loren & julie bohl" <bohls@werewolf.net>
Subject: (dr350) unsubscribe
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Date: Sat, 05 Jun 1999 21:52:37 -0700
From: George Kovacs <mtctech@acronet.net>
Subject: Re: (dr350) (noDRcontent)Short ride report on the YZ250WR
Hi,
Not for argument, but for conversation, i agree with everything but,
>
> > >There are drawbacks you cannot hold a 2 stroke at high rpms for any length of
> time
> > >or you will blow the motor.
i would disagree with that, marine outboard engine run on same mixture of gas-oil
( the newer one can vary the amount of oil) and it runs in top or near top RPM
range constantly.
>
> > >Last is the maintainance you must rebuild these motors every
> > >60 hrs or so new piston rings and cylinder honed.The parts wear down
> > >faster as the motor is not lubricated as well as a 4 stroke.
again, marine engines run for 10+ years without any re-ring. Most of the 2 smoke
riders rebuild because of competition, and want to run it at top performance to
win the race.
George
------------------------------
Date: Sun, 06 Jun 1999 12:54:29 PDT
From: Bryan Nolastname <vfrman@hotmail.com>
Subject: (dr350) info on pilot valve adjustment; Thumper's phone# & address
I talked to Russel at Thumper Racing the other day for some guidance on fine
tuning my carb. The following comments he made were very interesting:
*on the DR350SEs (the ones with CV carbs), you can probably not "tune away"
all of the popping on deceleration. If you're getting maximum or near-max
performance out of the engine, you are going to have some popping by virtue
of how the CV carb works (cant fully relate his excellent explanation)
*he said that my setup (cut box, K&N, 135 main, stock pilot w/ T-handle 3
turns out, MegaMax exhaust) was good, but that I could probably do better by
richening it via a larger pilot jet (40 as opposed to the stock 37.5)
*he said that I had my T-handle adjuster turned too far out for it to be
doing any good.....that the effective range of adjustment of the pilot
needle valve was from about 1 to 2 turns out. That is, once you get much
further than about 2 turns out, you are getting the max capacity through the
pilot jet, and further turns out are irrelevant.
So after I drop the new 40 pilot jet in & experiment w/ adjustments some
more, I will post results.
It seems at least weekly someone asks for contact info on Thumper. Here it
is for posterity's sake:
Thumper Racing
604 S. Washington
Marshall, TX. 75670
orders: 800-259-5186
tech questions: 903-938-3340
fax: 903-935-9555
While inquiring on behalf of new list member Maurizio in Italy, I learned
that they are VERY expensive to do international orders from, because they
send everything UPS International Registered (can be $30 shipping fee even
for carb parts!), and then the charge a $15 surcharge on top of that just
for processing an international order! They say they've been burned many
times in the form of lost shipments, so I guess they are pricing themselves
out of the market on purpose.
As long as it doesnt become too much of a drain on my time, I'd be willing
to order from them for any of you non-US DR guys, and forward the orders to
you. I'm doing this for Maurizio, and found that an international airmail
parcel weighing up to 1 pound (about .5 Kg) can go to Europe for less than
$9.00. I wouldn't charge you guys anything to do this; I'd just expect $$
in advance, and would not be responsible for lost shipments.
By the way, does anyone have some webspace they're not using? I could scan
the carb spec pages out of the Thumper catalog....it's a pretty useful
reference.
Bryan in Dallas
95 DR350SE
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End of dr350-digest V1 #70
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