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Jeff Naeyaert posted on November 21, 2009 22:38 
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| Our crank is stock. If your engine is over 5,000 miles old, it is advisable to start with a new crank and bearings. |
The rest of the engine including the crankshaft remains stock. If your engine has more than 5,000 miles, it might be worth considering replacing the crankshaft and bearings. It is also a good idea to replace the thermostat as well while the engine is apart. When we assembled our engine we used Chanito’s high strength head bolts. These ARP bolts made to Chanito’s specs prevent head lifting when the engine is pushed hard.
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| Chanito's ARP head bolts help prevent head lifting. |
We started our engine and ran it for the first few miles on standard mineral 10w40 oil to help break it in. We switched to slippery Motul 300V synthetic in 5w30 after 100 miles of break in. Honda recommends 10w40 but Motul's superior lubrication properties will allow us to run a thinner oil for less viscous drag, critical for small engines like ours. We ended up only having to up the main jet one size to an 82 for tune perfecting. Our engine had so much compression that the starter motor could not turn the engine over until the engine was fully broken in or about 300 miles. Even then our starter struggled against the high compression.
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| Our engine ready to bolt back into our frame. |
You might wonder how our motor runs; it runs like a rocket, accelerating over twice as fast as the stocker. Heavy traffic and aggressive drivers are now easily dealt with. We are certain this is the fastest GET motor ever built except, the stock clutch and gearing are holding Project Ruckus back. Our bike rockets up to around 53 mph, and then bangs into the rev limiter hard. We end up spending a lot of our time sitting tight on the 10,500 limit. The stock clutch is beginning to glaze and slip as well. To get the most from our engine, we will have to gear up and do some more clutch and variator tuning.
Stay tuned, in thenext installment of Project Ruckus, we’ll tune the powertrain to get the most from our engine's newfound power.
Sources
Chanito Motors
Dan Paramore Racing
WPC Treatment
Embee Coatings
Motul Lubricants
Bowls LA
JC Racing
Rucksters Customs
Password JDM
Battlescooter
Jensons USA
www.totalruckus.com
ruckuscentral
Pages: 3 of 3 Previous Page
Monday, November 23, 2009 4:47 AM
What did you do specifically to allow it to manage the much increased compression ratio?
Monday, November 23, 2009 7:11 AM
I understand why it's not, but I can't help but wish this was EFI'd. This would make a great project engine to explore like you guys have, but I simply do not do carbs, ever.
Monday, November 23, 2009 7:18 AM
Every time I read an update, it makes me totally want this bad-ass bike even more, Can you post a video of how this thing sounds/runs?
Monday, November 23, 2009 9:36 AM
If you read the articles, you will find that we quench welded the combustion chamber and installed a larger piston. These two things bring the compression ratio The euro version of the GET engine is EFI. Its called a Zoomer in Europe. It has a 4 valve head but the valetrain is very heavy and the performance potential is perhaps less than the 2 valve engine.
Tuesday, November 24, 2009 7:26 AM
I read the article and know what was done to raise the compression. What I was getting at was if anything was done specifically to prevent it from detonating at that much increased compression ratio, such as using higher octane fuel or reducing the timing etc.
Tuesday, November 24, 2009 2:58 PM
Read quench area.
Wednesday, November 25, 2009 9:32 AM
And Singh grooves. Read part 4 for lots of details.
Wednesday, November 25, 2009 1:40 PM
One question I do have is are there power gains t be had by lightning the rear sprocket/ chajn and assembly? Maybe even the wheel itsef?
Thursday, November 26, 2009 10:19 PM
It doesnt have a rear sproket/chain, the thing has a belt drive with a CVT.
Friday, November 27, 2009 2:46 PM
Oh snap that, I was unaware of that.
Tuesday, December 01, 2009 5:23 PM
I see where the project ruckus is headed and I'm liking it more and more. I still would like to see a forced induction scooter build tho :p. No worries, I'm planning to do exactly that over winter break/spring semester. I'll try to keep the camera handy, and possibly do a write-up as well. Anyways, keep up the good work and I look forward to seeing part VI sometime soon!
Tuesday, December 01, 2009 5:44 PM
If you can get us good photography, we can feature it.
Saturday, October 08, 2011 11:17 AM
I want a ruckus, yet id perfer to keep the Honda GET engine instead of the GY6swap, but it kind of dosn't or dose make sense that honda kept the cylinder in the crankcase as one mold, easier to swap cranks, BUT not the cylinder its self. Lets say if there was a bore kit available it would cost more to mold an machine so what would the largest size you could open it up to, plus add a stroker crank, concidering you cant raise the deck height. Is it possible to achieve the 72cc mark as for this is a common upgrade to mopeds in hawaii. Please correct me if im wrong. But the tecniques used on this block is exactly what you do to a car engine.
 
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