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Category Archives: Dio

Hey everyone,
Just want to let yall know I’m back and ready to blog about my latest and greatest scooter projects ๐Ÿ™‚

Scooter Toast Tuning has now officially become ScootSpecs.com Tuning Blog, I will document all future build ups on this blog, and if you like what you see, check out www.ScootSpecs.com for performance scooter parts and complete packages

Here’s the latest on project Bumblebee, our 98 Honda Elite S 50cc, turned 75cc Ruima powered street cruiser:

Latest mods include: 75cc Ruima big bore kit (replaced a 66cc Polini Contessa), Sticker’d out race look, tinted JDM turns, touched up decals, painted OKO carb bowl, BGM CF look kicker, and newly installed westach CHT gauge

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Much more to come, check back soon!

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Hey guys, yet again I must apologize for not posting any updates in such a long time. I have been busy! Part ONE of Tempest got completed, then I got super busy with school..

For the Results of Project Tempest See HERE

Next up, I have opened up a new business venue selling performance scooter parts! What I hope sets me apart is the fact that everything I sell will be researched to be provide the best possible results for everyone’s scooter modding adventures ๐Ÿ™‚

Come checkout the new biz ScootSpecs HERE

Currently carrying a selection of Ruima DIO parts, so if you got a 94+ Elite let me know and I can hook you up!

I will try to update on individual projects as much as I can, but I am very busy with a full time school course load on top of work.

As of now I have 8 (yes EIGHT) scooters with two planned to sell, and 2 planned for major build projects. So as always, keep checking back and stay tuned 8)

Got any project requests? Hit me up at scootspecs@gmail.com

Tempest. That is what I’m calling this bike. In the end I hope it will be fitting ๐Ÿ˜‰

Here’s an update on the frame. Got back from Robbie at RLM, an awesome machinist and more who builds custom drag motorcycles, motors, you name it.

I trusted him to do the fancy work that I could only dream, but lacked the skills to produce. The results were just what the doctor ordered. Still need to map and spec out shock mount, but its in the works.

Cheers

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While my custom spree frame is still under the knife, I’ve been scouting and sourcing all sorts of cool custom parts for this project. Here’s the latest:

cafe drag drop down bars
blue adj throttle cable
blue anodized valve stem caps
superbike gel progrips
progrip brake handle covers
ebc brake shoes
anodized cvt bolts
BBR quick action throttle
MSD Blaster coil

Making them work will be interesting and I am looking forward to it ๐Ÿ™‚
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Sorry to keep you guys waiting, here is the latest on my SpreeTypeR project:

Stripped down to bare frame, ask about any parts!
Received dio motor and mount
Received dio wire harness
Received bar stems and koso cdi
Received custom LED tail rack
Now she’s down and under the knifey

If you’d like to follow along a bit more closely, see my post over at hondaspree.net, enjoy
http://www.hondaspree.net/phpBB3/viewtopic.php?f=16&t=10571
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I’ve decided to go a different route with my bumblebee and cherry elites and swap in gears for better acceleration, instead of top speed.

Yellow Elite going from 8.44:1ย  secondary helical to >>> 9.2:1 secondary ruima straight cuts

Red Elite going from 7.4:1 malossi primary straight cut to >>> 8.44 secondary helical

NOTES:

Ran into some snags, had to swap gear covers as well and found ’01 has single bearing cover, while the ’98 has dual bearings!

Also note spacing washer used in place of stock plastic gear on secondary shaft. This washer is same as a Jog style large spline crank variator bushing washer, can purchase from vento.com for those interested. It is important to have so you do not have metal on metal contact between the steel gears and aluminum outer trans cover.

Don’t forget to apply brake greace on drum contact points to avoid squeeks down the road.

Lastly added Ruima vented drilled bells on both for better bite and cooling.

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First off I’d like to send a special thank you to those that have donated! Every little bit helps and I truly appreciate it.

On to some updates

SO I was reading my favoriteย  car mags, and gotย  some inspiration for a new project.. (Projectcar Magazine is straight badass! I’m an avid reader, its a great mag for the budget builders and great for ideas, for any vehicles. And the August issue of hondatuning has some sick honda builds from oldschool to new that really made me crave more Honda!)
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Next thing I know I’m browsing craigslist and NEXT day..

A fresh lookin Honda Spree sits in my garage! ๐Ÿ™‚
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This is the same scooter that I first started out with and its nice to own one again. But this time around, I got some wild plans and will be calling this project: SpreeTypeR. Sure she may not look like much now, but stay tuned and see the transformation ๐Ÿ˜‰ I’ll be starting offย  by refurbing back to stock to get a baseline, and then the real fun begins!

Next up, some goodies from Tommy aka Limp1144 over at http://sleepyscooters.yolasite.com/ Check him out for your Elite needs, he’s bringing in top notch parts at low buck prices!

9.1:1 ratio final drive Ruima straight cut secondary gears and vented drilled Ruima clutch bell housings.

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I’ll be doing some gear swapping and retuning on both Elites in hopes of hitting the drag strip yet again, with some interesting goals in sight 8)ย  Keep an eye out for progress on these bad boys

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Seeing a lack of performance from my cherry red SR, I decided a teardown was in order:

decarbon’ed my corsa bore, piston and pg long, flushed case, custom 50cc head (polini head was stripped) with new custom base & head gaskets

this is after 5,000 solid semi-daily riden miles

HAULS BALLS NOW! nice to be fast again ๐Ÿ™‚

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Here is some VERY useful CVT transmission tuning info for the Elites and other cvt based scooters, posted by member “Arnadanoob” from hondaspree.net, much thanks bradah!

Also a vid of a kymco variator vs a stock one from an Elite S, very similar to an OKO performance variator showing you the difference between them

CLICK FOR VIDEO HERE

Tech info:

The variator rollers (weights) are the key to tuning in this manner during the initial take off. If you use less weight in the rollers, it’s more than likely that you’re using a softer center spring. If you did make the mistake of using lighter weights with too strong a center spring, you’ll have a whiny engine revving up really high, great for steep hills that won’t have any top end speed. Conversely if you made the mistake of using too much weight at the front pulley and too soft a spring, you’ll lug, bog, and have very dull power and your pipe will never see the airflow it needs to fill up, pressurizing the pipe’s internals to create the necessary backpressure to keep more of the fresh intake charge from blowing out the exhaust port. A lower rev pipe fills up quickly which means it doesn’t need higher rpms to put the bike into the power zone, like a V8 Typhoon pipe, this is why you can get away with heavier weights. PG Long is a very high rev pipe, needs a lot of airflow before the pipe pressurizes before backpressure can be formed to hold more of the intake charge in the cylinder before being blown out, this is why it needs less weights to help keep the crank rpms higher.

Tuning the rear section (rear pulley and center spring) determines rate of acceleration (thus how hard you pull while you increase speed in mph/kph) and also the rate in which it gets back into the power zone when you punch it from 1/8 throttle to 1/2 or 3/4 throttle, even WOT. If you think about this in car terms, the idea is that when you accelerate, you’re always in the meat of the power zone, but when you’re cruising you might be below it at lower rpms, but as soon as you punch it, it should kick you back into the power zone instantly without delay and pull hard (only limited to your gearing ratio).

There’s a lot of mathematics behind tuning bikes correctly, even in Hawaii we have a ton of guys running super lightweight trans setups with any combination of (lathe lightened Keli pullies), aluminum driveface, lightened mag, super light clutch and lightweight clutch bell without understanding the effects and applications of each. If you intend on riding long distances at a steady speed, there’s absolutely no reason to use any lightweight trans parts as it’ll actually hurt you in the long run.

For example, when a bike is in motion, it undergoes changes to its level of kinetic and potential energy. Lightweight moving trans components will not be able to store as much energy while it is spinning and will want to slow down at the earliest possible convenience. This means if you went with lightweight everything versus someone who’s using stock driveface, unlightened Keli pulley, stock clutch bell, heavy/stock clutch, your engine will be working harder to maintain that high speed. Parts with larger mass will be able to store energy better, which means like a bowling ball that starts to roll down the street, won’t be looking to slow down nearly as easily as a volleyball when it starts to encounter resistance. The bowling ball’s real problem is getting up to speed. In mopeds, the lighter components often help for the shorter rides which involves more sharp acceleration from 1 corner to the next where your rpms vary a lot, it does not help those who hold it wide open for miles and miles, in fact it will hurt your mileage and will wear out your motor faster than without those lightweight parts. The total mass (weight in crude terms) of the moving trans parts is perhaps the most overlooked, underestimated, often misunderstood portion of the bike. A bike setup that almost mandates the need for lightweight trans parts are those who are using chamber pipes, mostly due to its powerful “spikey” power curve which often results in a huge kick when the pipe’s powerband is reached.

This skews off a little but I wanted to add in why clutch springs (not to be confused for the center spring) acts differently in heavy, medium and light clutches. A heavy clutch has moving parts that are higher in mass, which means when it spins it’s going to want to open up and touch the clutch bell surface more eagerly than a clutch using ultra light moving parts. This means you could use a green polini clutch spring in a heavy and light clutch and it’ll seem like the clutch is engaging sooner with the heavy clutch than the light clutch.

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With my Yamaha Jog and other jog style bikes now sold, I will be focusing more on Dio-style Honda builds. For some quick background on this scooter platform check out THIS link, in a nutshell ’94 and up 50cc Honda Elites have a huge aftermarket for performance and personally an absolute joy to work on. I like them so much, I now own 3 of them ๐Ÿ™‚

First off I’d like to recap on my 2001 Honda Elite SR50. I was lucky enough to find this one locally in CHERRY condition (very clean, no cracks or scratches). It had around 5,000 stock ridden miles and was garage kept its entire life, with clear title and single owner. I picked it up non-running for $400 and began planning its future mad scientist style 8)

I got it running very shortly after with just a new set of rings from Honda ($30) but the stock unrestricted performance, while very peppy, at only 35mph top speed wasn’t going to cut it for my 30mile commute.

To find out what happened next, see “How to build a fast Elite!”

It is now my daily driver, nearing 10,000 total miles (half of them fully modded) and cruising at speeds of up to 75mph, gps verified. It has been one of my favorite and most satisfying scooter projects to date.

Click pic for a Slideshow
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