Recent Posts  By   (Read times)

Sounds like the exhaust valve has closed up.

I'd set the intake and the exhaust at .004, if it clatters too much, go to .002 inches

You have 16 gram rollers and a quart of schwarzgrasse in your variator now. That's too heavy to climb hills two up.

I managed to get to 11,000 feet up in Santa Fe, but it was pretty slow, and I was even solo on the B.

I invested in some Dr Pulley sliders and bought 12, 14, and 16 grams. After several attempts at incorrect installation, and different combinations of 12/14, 12/16/, and 14/16, I outfitted both my B's with 12/16 sliders after cleaning out the scwarzgrasse, and still have a complete set of 14s left over.

The blue B ran a little slow on the takeoff with good midrange response and a top end of 75 chinese. Hill climbing was improved, but not stellar. The boss in the variator developed a crusty cheese around the axle and slowed performance, so after cleaning the sliders were replaced with 14/16 rollers, but by now it had 9,000 miles on it and developed another limp.
It is now awaiting termination after a wreck.

The red B has been cruising fine with the 12/16 sliders, I rode it to work this morning, and I'm still toying with changing back to all 14 rollers, or the all 14 sliders, but with the colder air these days, and 742 idle mixture adjustments, it's running pretty good, and I'm confident I can hit 80 on a straightaway, and hold 60 on a hill.

I did mount the Dragon Custom Double Shot exhaust, which is awesome, and opened the airbox to remove the stock filter and replace it with a 42mm free flow, it fits just stuck in there, and have 40 pilot and 125 main jets.

It starts and idles pretty good after 9 valve adjustments and 6,000 miles, so you'll reach an equilibrium pretty soon once you get broken in, even if you don't go all mod happy.

You won't, will you?

It would cost about $300, and you'd be spending countless dreary winter hours wrenching and cussing and breaking and fixing and trying and finding and hoping and wishing, and then it'll be springtime and you can see daylight again.

ON A CUSTOM HARD CHARGING LINHAI 257!!!

Of course, you have the 244 but I don't know anything about those, you'll have to work it over and let us know what you get, but since it's such a smoothie, I'd rather see you abuse the Linhai, they're tough, they can take it.

CDI
Coil and plug wire
Kill switch
Rectifier
Alarm

In the meantime you can wrap the air filter with medical gauze to slow down the air flow and try to balance the ratio.

The when you get your 50 mm carb you can open up that dinky 24 mm and see what's in it. It's prolly a 102 0r 103 since it's starving now, a 105 would run fine, a 108 better, and maybe a 100 at the rich end.

It's no big deal, loosen those clamps after you drain the fuel bowl, use a right angle hhilips head to break loose the screws, open it up, switch the jet, put it back on.

Like Bashan sez, you'll only be doing it about a Brazilian times...

Buy some bigger 3/16 T's at the auto parts store and reroute your vac lines so the fuel pump is connected solely to the intake manifold. If you don't have good vacuum to the pump you'll have low fuel pressure. Usually the stock T's are 1/8 "

Charge your battery, it's pretty taxed from using the alarm and cranking the starter, you're probably not getting full spark. Check all your grounds and connectors for corrosion, your scooter sat in a box for 4 years.

You have the Linhai 257 engine.

Awesome diagnostics and reporting, this is a valuable affirmation of my personal observations, and a brilliant perspective on reliability and efficiency. Thanks.

I'm running a 40 pilot and 125 main with a Double Shot exhaust from Dragon Custom, and it is pretty impressive. It still feels rich, even though I dropped down to a 35 pilot, which wouldn't even idle, so I went back to the 40, I'll drill out a 115 and see if a leaner top end will be smoother.

I still haven't taken any plastic off to adjust the valves, I drilled a couple holes in the seat bucket and used a swivel socket and a magnet to keep the bolts captive, and just dropped the bottom panel on one side to crawl into the exhaust valve cover, on my back and upside down with the left hand. Maybe it would be easier with the plastic off.