Cr 250 oil/gas mixture — Honda 2-Stroke — ThumperTalk

5 Фев 2015 | Author: | Комментарии к записи Cr 250 oil/gas mixture — Honda 2-Stroke — ThumperTalk отключены


WHoa. just to notice your little

One, thin you didn’t was what year model of I kind of assuming a pre-2002

Depending on where you were atmospheric conditions, alt. That jetting should be in the

Took me a minute to find WP2-cycle oil. Had never of it or seen it. According to the champion it is a 100% synthetic oil.

By at the piston/head, they are both o the dry meaning lean on jetting or too oil. If the stick is on the intake only, nothing on the exhaust that confirms the lower end first, either big end rod bearing or as intake only side is in the is case most likely due to of cleareance on the intake side due to a in the rod angle, forcing the intake of the piston up against the cylinder.

Now, a little lectur on and ratios.

(this is just and remember, its worht every you pay for it!!)

Depending on how you ride, RPM band you run the motor in predominately, and how you are at staying on top of adjusting your a 100% synthetic at 40:1 may not be the choice.

Synthetics are great In an average stock state of or only minimally modified running stock jetting, it likely be ok at 40: if you are a comparitively mild rider. Stock jetting to be a tad on the rich side for safetys

However, if you modify the engine, or you run it hard and spend more in the upper rpms and yuo lean the jetting out to get more power, at 40: may not be the safest best choice.

engien performance, raising leaning it out ( running it at a higher too) produces more and that produces more This means the oil has to stand up to this increased heat. synthetics do ok, but many don’tperform as at higher engine temps chamber temps, not H2O temps). combustion temps means heat transfer to the piston, walls. etc.

The oil in pre-mix not only serves as a lubricant, but it also aids in transfer.

Synthetics burn leave little residue, is good in that yuo don’t gum up powervalves, etc. Bad in that is also little residue on all them moving parts.

Now if you to talk residue, there’s It cna have the tendency to gum up rings, valves, and spit spooge out the flange. but it also leaves residue on all them moving in the engine. Now castor can potentially you some problems riding in cold weather. doesn’t mix all well.

On the other hand, castor very well at high Castor does a better job the higher combustion chamber of a leaned out high-performance engine and a better job of transfering that than does a 100% The castor residue that may be a for your rings and power is a benefit to your piston and your lower end. lean conditions, such as slamming the throttle shut WoT can be better tolerated with because of that residue.

can be a tad bit more forgiving, too, if you to be off on jetting to the lean side.

the years of trying all different of oils, ratios, blends, what I found worked the in our racing engines was a homade mix of Typically I mixed itin a 3:1 of synthetic to castor. This to be able to burn clean that it didn’t gum up the works, but still seemes to leave castor residue to keep working well in under than ideal situations at

Once had a CR125 that out the headgasket and proceeded to dump all the out. The engien did not stop it got so hot that over the exhaust it melted a hole in the head, the combustion chamber to the atmosphere. Up that point the engine was runnning. Crank was fine, did not stick. The engine was jetted on and I was running 8oz/gal of a 3:1 castor

Honda CR 250 F
Honda CR 250 F

6oz synthetic/2oz castor.

Point of all Oil selection and jetting has to go hand in with the state of tune of the and the manner in which the engine is You got five things to look at and do it in order:

1. state of tune of the motor

2. use of the motor (rpm range it spend most of its time in)

3. of oil

4 fuel/oil ratio

5. jetting

If was a stock motor, running it (higherrpm) and you were running synthetic oil at a 40:1 mix and you ewre two jets lean. you could problems. Running it based on first four assumptions, you better be close to spot on your jetting.

Not any one oil at any one ratio is to cover all motors under all

Oh end one last ditty. since you the lower end. Engine Using the engien for breaking of the brakes is really hard on the end. Iit creates a load on the end at a time at which you have likely also just off the throttle.

So what you do is create a load on the end, forcing it up to a higher rpm at the same time shutting of the and decreasing the fuel/oil mix. the load, increase the rpm and then it less lubrication.

Honda CR 250 F
Honda CR 250 F
Honda CR 250 F
Honda CR 250 F
Honda CR 250 F
Honda CR 250 F
Honda CR 250 F


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