[SnS_12]

Originally Posted by justin.das

I know! My RD was leaking like crazy before the rebuild, but ever since it was rebuilt, it's been running great. I've done around 4,000 kilometers after the rebuild with no issues

When you work on a known model things are definitively easier but working on such rare bikes mean you have to be prepared to try different combination till you get it right. The front sprocket oil seal had a snug seat and still popped out. So, just like Tony does it on the 350 he applied adhesive on this seal as well to ensure a tight fit. Just, sometime back I got a call informing that the new clutch cover on the RD 200 wouldn't fit as the kick shaft was wider. I don't know if there is a difference due to different model year or what the issue is but then we had the only option of putting the older clutch cover back on. Luckily, Tony had a closer look again and decided to work on the kick shaft to make the dimensions fit on the new cover with slight machine work. Its an expensive learning process as parts have to be bought down from abroad and you can't plan everything right every single time. But I am better prepared to handle such situations now then I was 15 years ago and that is why I am ensuring all the bikes are done the right way and are in top working order from now on.

Originally Posted by justin.das

It’s your destiny! Some things are just meant to be, and this incredible two-stroke collection found its rightful owner. Well deserved!

It is indeed destiny as otherwise it is next to impossible to land with such a collection without trying and looking hard and far to find them. Icing on the cake being all these bikes were sourced from Bombay itself over the years. Looking back at the conditions I found them and how they were treated by the previous owners they are definitely in better hands now

Originally Posted by justin.das

Ok, Investigate anyway, do you have the original manual of LC? , it will have the specific measurements to use

Yes, planning to get it done tomorrow and also check the progress on the RD 200.

Originally Posted by justin.das

Modern GP riders are trained using modern machinery with electronics. To ride these oldies on its limit the rider needs to be properly skilled.

Also, the handling and suspension setup is no way close to the modern bikes and that is what scares me on the RZ. The rear suspension is too soft even on the hardest setting for my liking and Eddie mentioned that they are rubbish even when they are new. So, that's an upgrade I will move too when I visit UK next.

Originally Posted by justin.das

More than the power, the feel of riding a two-stroke twin is something else. Two-strokes are simple, making them comparatively easier to work on—unlike modern fuel-injected four-strokes. I wish to buy an R1 for myself when the budget permits.

The soundtrack of a twin pipe firing in sync is just music to ears and especially when riding in a group. The RZ on the other hand has a strong intake growl which compliments the exhaust sound form the twin pipes.

[justin.das]

Originally Posted by SnS_12

When you work on a known model things are definitively easier but working on such rare bikes mean you have to be prepared to try different combination till you get it right.

I can relate to that, as I'm restoring a very rare 1971 Honda CB 350 B3 Japan. Even Google doesn’t have much to say about this specific model! You can find the thread on Team-BHP . It's a painstaking process but worth it.

Originally Posted by SnS_12

It's an expensive learning process as parts have to be bought down from abroad and you can't plan everything right every single time. But I am better prepared to handle such situations now then I was 15 years ago and that is why I am ensuring all the bikes are done the right way and are in top working order from now on.

Yes, it's an expensive affair,I completely agree. I'm nearly bankrupt after the RD rebuild, as almost all the spares were imported. You can find the RD restoration project on this forum as well. Honda parts are even rarer, heavier, and more expensive. I imported around 14.5 kg of spares for the Honda!

Originally Posted by SnS_12

Looking back at the conditions I found them and how they were treated by the previous owners they are definitely in better hands now

Your bikes are lucky to have found you as well!

Originally Posted by SnS_12

Also, the handling and suspension setup is no way close to the modern bikes and that is what scares me on the RZ.

The man who rebuilt my RD is an ace rider. He can ride the bike insanely fast and stop on a dime, something I haven’t been able to replicate on the same bike. Yes, these bikes are way behind modern machines in terms of handling, but with the right skill set, they can still be ridden fast that’s what I’ve learned from my experience.

Originally Posted by SnS_12

The soundtrack of a twin pipe firing in sync is just music to ears and especially when riding in a group. The RZ on the other hand has a strong intake growl which compliments the exhaust sound form the twin pipes.

Absolutely! The soundtrack is to die for a symphony to the ears.

[SnS_12]

Getting the perfect tune-up

So, with the first 162 kms of riding we identified a couple of changes/modifications that needed to be carried out to improve the tuning of the bike as per engine feedback. With the fourth oversize piston and Boyesen dual stage reeds the suction capacity had increased but the pilot jet being the standard size wasn’t able to cope with the extra fuel demand so we went one size up on both the pilot jets for now. As the bike is still in running period the RPM’s are maintained below 5k rpm so the mani jets will be upsized in case its required once we start riding in the hooligan zone that is post 6k rpm .

The next change done was to change both the needles to the new ones I got from Yambits. The last change done for tuning up the bike was too delete the boost bottle as with the oversize piston it wasn’t required and also the design of the bottle wasn’t correct to begin with and plus it didn’t take a tight seat and was leaking on the manifold. Later, the excessive smoking especially at cold start was addressed by removing the 2T oil pump and recalibrating it. The setting for some reason had changed to two times the factory setting and both the one way valves were leaking oil as well. So, the pump was set as per factory setting and we increased the tension in the springs in the one way valves as the ball bearings were already changed and only needed the extra force from the springs to stop the excessive oil flow.

With the above changes the bike now runs much more smoother and the gear shifts have improved as well.. Waiting for Sunday to give it the proper beans below 5k rpm to enjoy bottom end torque rush and this bike is going to turn into a proper wild cat the day I can open the taps post 6k rpm

Some pictures….

The rear brake lever was pulled out a bit as I had to keep my foot at an angle to engage it



The other issue was that the grips were slipping on the throttle body because of this



All cleaned up



Fitted the grip again with adhesive



Tied down for a firm seal



2t level after 170 kms of riding and idling. Running twice the factory setting made is consume almost half litre of 2t oil



Coolant level was reduced by 50 ml. Tony says it might overflow a few times before it settles down because of the expansion



Amount of unburned 2T oil



Time to address the excessive oil drinking issue



Oil pump out to be recalibrated



Next up are the carbs



Pilot jet ready to be upsized



Old needles are out



New needles go in. Made a world of difference



2T oil top up



Giving it the beans



To clear the oil out and sync the carbs



One at a time + - 10 rpm



What an idiotic design. Would never work as it not even centred



Nylon bushes to close the manifolds



176 kms up and should cross 250 kms by Sunday

[justin.das]

Originally Posted by SnS_12

The next change done was to change both the needles to the new ones I got from Yambits.

How is the quality of Yambit Parts? I am currently using the new Mikuni TM 28s on my RD. There is a plan to get rebuild parts for the stock VM 28 from Yambits.

Originally Posted by SnS_12

2t level after 170 kms of riding and idling. Running twice the factory setting made is consume almost half litre of 2t oil

Am using 2T pump on my RD as well it's using around 500ml of 2T oil for 250 kilometres mark approximately

[SnS_12]

Originally Posted by justin.das

How is the quality of Yambit Parts? I am currently using the new Mikuni TM 28s on my RD. There is a plan to get rebuild parts for the stock VM 28 from Yambits.

The parts are off good quality and most of them are made by third parties like the carb kit i ordered for the RD 125 is made by Keyster and the needles for the RZ were made in Japan without the part number printed because of copyright issues. Only parts they can’t source are made by them like the front master cylinder reservoir kit for my RD 250 DS.

Once I use the Keyster kit can give a firm feedback on the quality for such critical parts. The clutch parts installed on the RD 200 is working well and I will be bringing it home on the weekend and then will know how that feels as well.

[justin.das]

Originally Posted by SnS_12

Once I use the Keyster kit can give a firm feedback on the quality for such critical parts. The clutch parts installed on the RD 200 is working well and I will be bringing it home on the weekend and then will know how that feels as well.

Thanks for the information. Awaiting your feedback.

[Freespirit27]

Originally Posted by SnS_12

Whenever we visit Bombay Coffee House I make it a point to click a snap at the next door Karfule Art Deco Petrol Pump.

That's such a coincidence! We just ended doing a heritage walk around the Ballard Pier area last week and passed the very pump which sadly I had missed in all these years.

Going a little off topic, but this is one of the, 'Oldest fuel pumps' in India, built around 1938 by one gentleman architect GB Mahtre for a big oil company called CALTEX, I am told (in fact, my 'phoren returned' uncle had once gifted a couple of Caltex stickers and we used to proudly display that on our TT racquet as kids!). Here are some mobile snaps even though the area was dug up for the road concretisation plaguing Mumbaikars nowadays. The place also has one of the oldest hydraulic vehicle lifts too.

A pano view

The iconic front signboard up close

And the tried to catch the other iconic board which used to have the Caltex board now HP owned.

So your classics snapped up against such a classic settings would make a really great collage.

[SnS_12]

Originally Posted by Freespirit27

That's such a coincidence! We just ended doing a heritage walk around the Ballard Pier area last week and passed the very pump which sadly I had missed in all these years.

So your classics snapped up against such a classic settings would make a really great collage.

There is a thread on TBHP if you want to know more about this pump..

https://www.team-bhp.com/forum/vinta...ol-pump-2.html (Karfule turns 80! Bombay's stunning art deco petrol pump)

If I meet Daniel tomorrow will ask him if I can get a picture with some old equipment along with my oldest bike

[theCalmRider]

Oh man, catching up on all your posts after being inactive for a while is quite a task! Congratulations on finally restoring the RD200 (from the other thread). Wishing you tons of fun on it- and the RZ too, now that it's almost complete.

Originally Posted by SnS_12

Believe it or not the amount the RZ has costed me to buy and do it up is enough to buy me two EVO’s and a R15

That's very interesting to know, I did not think it would be worth THAT much. If possible could you share the cost of all your bikes? (Both 4 strokes too)

Originally Posted by SnS_12

Since, I was always surrounded by RD's we tried out putting a RD connecting rod on the standard crank and block. As the connecting rod is longer we made an aluminum base plate which lifted the block from the crankcase to accommodate the longer connecting rod and because of this the cubic capacity increased over 140cc without increasing the bore size.

This is a very interesting topic also, could you explain how you made the aluminum base plate? You also mentioned making the side panel fins for the RD 125 from aluminum on the other thread, how will you go about making that?

[SnS_12]

Originally Posted by theCalmRider

This is a very interesting topic also, could you explain how you made the aluminum base plate? You also mentioned making the side panel fins for the RD 125 from aluminum on the other thread, how will you go about making that?

For the RX a spacer was made out of a single block of aluminium which would compensate for the extra height of the RD connecting rod. That was placed between the engine casing and the engine block.

The fins are of the RD 200 and were made as per the original dimensions that we measured on the two panels. Both the fins and spacer were made on the milling machine.

Fins for the RD 200