trickedcarbine

I did a Brembo off a Ducati Monster several years ago but had to make my own bracket and spacer. Now Cuervo makes a whole kit and it fits really nice. I purchased 2 kits for two bikes I'm building, and was so impressed I bought a third for my trail pig.

Well, it's a new month. Time for another "I may be stupid, but at least my dick is YUGE" type fellas.

Way more case, crank, and clutch then any 4mm needs, but should be cool.

Jfc

Sweet

Check the stator, and pressure test your coolant system.

If you're building it from scratch, go with the serval. Far more potential to make more usable power with out needing it to be on race fuel with high compression and tons of timing. Although you could set it up for race fuel and be ahead of a comparable built stock cylinder.

421 from Driveline or a 421 Serval. Have it ported for midrange/dune type riding. It'll have a bit of down low, and still rev pretty nice up top, and beat your typical bolt on machine in a drag race. Call Joe Molinari for a N down pro mod trans.

Paging Claude?

V4's

Are they chrome for sure not nickle?

Typically it's from excessive heat. However, I've never seen them blue beyond the first foot. Definitely check jetting.

Wow!

Buy a Clymer manual. Their procedure works every time.

Tony is great t do business with

Interesting. I am one of those fellas using it on just about every electrical connection. I just use the stuff that is supposed to go on spark plugs. Any my info on the chemical make up of the grease the OEM auto manufacturers are using? Seeing a lot of a new green substance now.

Shhhh!!!! Stop ruining it.

Verify it's cooling. You've thrown enough fuel at it.

Better yet, what's the full motor set up? What fuel/oil and mix ratio? Timing? Water pump is in good shape and the motor isn't overheating?

Timing?

Ask Joe Molinari on Facebook for a couple photos...

If some one is having trouble with CP Industries, it is builder/assembly error.

Springs on the fork shafts are the biggest.

.020 ish... If you have the screw on tops instead of the solid tops, make sure they are snug and crimp them tight. Hit them with dialectric grease and verify the boots are making a good connection.

I get stuff from Lew and I've found its best to leave a voice mail and wait a couple days. So if the language isn't a barrier, I'd give it a go even though it'll be an expensive call. However, I'd urge you to consider looking in to the CP Industries stuff. The Twister stuff is nice, but it can be a dance getting parts and I honestly don't see the company being around to much longer. Lew is getting old, and it seems Jr. is looking at other avenues. So parts would be even harder to get. As far as the CP Industries stuff, it's been proven, and just about any combo from trail to drag in every stroke and bore combo you could dream of. Not to mention how many dealers they have that are willing to return your calls and ship over seas ASAP. As far as comparing the two, there are several obvious differences, but in the end it boils down to cost vs performance. Not to mention headache. The CP stuff typically makes better numbers per cc out of the box, and once ported they really shine. The Twister stuff can run hard and there are a few out there, but they are high dollar motors done by very capable hands. Definitely not the norm.