I'm currently looking at buying a NS400R, but I wonder at how many km these engines need a rebuild.
Do any of you guys ahve experience with this and are parts for the engine, e.g. pistons still available?
Any info would be highly appreciated.
rgds rd_waeldar
Engine life
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life of the engine
I have two of them and I think they are great bikes, but there are no more crank kits available, no rods, maybe pistons. I had an engine that needed a rod. I try to get a crank kit from Japan not available any more. Karl from RG500.com found a use engine from Japan. They are fairly cheap and he did a reseal and I'm fine with it. They are great bikes.
Re: life of the engine
Gus....??giron wrote:.... but there are no more crank kits available, no rods, maybe pistons.
NS400R
Giron I surely agree in that
I have several NS400R's, they rides great and are nimble and have very good build quality. Std engine will put out around 52 RWHP, but still it is pretty fast. Do some minor changes on airbox, carbjetting and gut the pipes and change for modern silencers, you get around 60-62 RWHP. No it is a flyer, revs to 10500 rpm and weigths in at around 153 kg dry. You save over 10 kg of weigth by doing the pipe gutting.
If you are planning an engine rebuild, go for race tuned ports, new squish, O-ring heads, big carbs/reeds and Jollymoto pipes. This mods bins the ATAC, but you now have 80-85 RWHP.
The engine is rather good, and the Nicasil coated cylinders wear very well. On my racebike they have in fact survived several crank/piston failures, without damage.
The culprit of this engine is the heavy, not properly balanced flywheel. This cause the left main bearing to come loose on the web, and soon all the mains will be spinning on the inner rings. This can be overcomed by machining a ligther flywheel to fit.
Racer
I have several NS400R's, they rides great and are nimble and have very good build quality. Std engine will put out around 52 RWHP, but still it is pretty fast. Do some minor changes on airbox, carbjetting and gut the pipes and change for modern silencers, you get around 60-62 RWHP. No it is a flyer, revs to 10500 rpm and weigths in at around 153 kg dry. You save over 10 kg of weigth by doing the pipe gutting.
If you are planning an engine rebuild, go for race tuned ports, new squish, O-ring heads, big carbs/reeds and Jollymoto pipes. This mods bins the ATAC, but you now have 80-85 RWHP.
The engine is rather good, and the Nicasil coated cylinders wear very well. On my racebike they have in fact survived several crank/piston failures, without damage.
The culprit of this engine is the heavy, not properly balanced flywheel. This cause the left main bearing to come loose on the web, and soon all the mains will be spinning on the inner rings. This can be overcomed by machining a ligther flywheel to fit.
Racer
ESW Rotax 250 racer, Kawasaki S2 350,
Yamaha RZV500R, Honda VFR400R. NSU Prima D 150 cc 1957
Yamaha RZV500R, Honda VFR400R. NSU Prima D 150 cc 1957