Top roof I think you called it

Agreed

You can chamfer the piston side openings to the exhaust and intake port. But do so in moderation there is a video on the same channel about it

Yes sir increasing cross-sectional volume, after a certain point, would only come into play if you increase the displacement By Boring the cylinder or increasing the stroke.

Good question. First we would have to specify which kind of boost port we are dealing with. We can have accessory intake, exhaust, and transfer ports, all of which may be referred to as "boost ports". Boost ports can be added or filled in, depending on the performance characteristics you wish to achieve. Additional ports from the crankcase to the transfers can even be added for pressure bleed off at high rpm levels, and these too might be labeled boost ports. Unfortunately we were only able to cover the very basic ports that are applicable to all 2 strokes, intake, exhaust, and transfer ports. Thanks for watching.

Yuuuup so feel free to troll on out

It was not a vid on porting the port. He was explaining the port's function, and what changing the port time will do in effect. I look at "the pressure wave" he was talking about as a sonic/sound wave that comes back to the piston with a tuned pipe, (but pressure can help hold a fresh charge in the cylinder too), but bother than that, He said nothing that I saw as wrong. I have been porting small 2-stroke engines for a living since 2007, and these guys are world famous for their tools since way before I started racing MotoCross in the 80's, (when I started buying their tools.). Any moron can bash somebody,--and say nothing of "reason". That would be you son. Sorry. Sue your school. It's their fault.

Great question. For certain lowering a ramp like area on the Piston crown will definitely allow the expanding combustion gases to escape earlier in the rotation cycle. The other effects of this would be increased volume remaining in the combustion chamber at TDC, obviously decreased compression and delay in closing of the port on the upward stroke of the piston. The angle of the ramp, the width in relation to the port width, and depth across the cross axis of the Piston crown would all be things to consider as well. I will leave the question of how beneficial it is to be decided by the individual doing the work.

Thanks man! Makes total sense

The 90 Degree 182 AMC and 1MC will both work with the flex shaft tools that have the key way tip. Follow this link to see what the shaft tip will need to look like www.ccspecialtytoolstore.com/product-p/93.htm

@@Ccspecialtytool yes my tool has the keyed shaft. It has a foredom 44A straight handpiece

Absolutely. www.ccspecialtytoolstore.com/cylinder-head-brace-swivel-p/bv1.htm

These are the only tools really needed. No drills

CC Specialty Tools is it called flexible shaft grinder ?

Beyond the shadow of a doubt these are used in all sorts of hardened metals. Flex shaft tools will have more torque and power than anything else you're trying to look at in the lower RPM Rangers

There is absolutely a lot but can be done. Casting flaws , gasket mismatch, and improving the texture of the intake to better optimize flow, just to name a few

Excellent question and that all depends on your starting point, in other words what kind of cylinder are we starting with , like a 250 banshee, or like a kx500 . Then you need to decide if you want high RPM horsepower or low end torque. Either way you port your cylinder differently. Please go to our website and look at my tips and techniques section. This will probably help a lot

@@Ccspecialtytool i will definitely read up on your site. I have a 1998 blaster 200 engine in very good condition. I was hoping to get a dt200/wr200 top end so i could get the power valves which i assume would help alot in repurposing the engine for street, but it seems theyre hard to come by and now it looks like ill just have to stick to standard blaster engine and maybe some porting in the right direction. Since the blaster already has good low end and power band is relatively flat and broad, im hoping that changing the gearing ratios should be enough ?

Thanks for watching and yes there are always gains to be made. Another aspect of it it's not just horsepower increase but tuning the cylinder for your preferences. Some people want high RPM horsepower oh, some people want low end torque oh, some people just want to go faster. Doing the hard work of measuring and blueprinting a cylinder, crankcase, piston, and carburetor can always be used to improve the engine efficiency

Thanks again. I need to get some more porting tools soon to continue some bike projects. Happy chamfering to you.

Totally agree! 👍

Great time to mess with it. Thanks for watching

MotorClassics Lol exactly what I thought. Very dark one too

😂😂😂

Jack F no it doesn't. I didn't try to kill myself multiple times just to make the video end.

Right here sir www.ccspecialtytoolstore.com/cylinder-head-brace-swivel-p/bv1.htm

Buy here www.ccspecialtytoolstore.com/sandpaper-rolls-s/312.htm

A bit slower is usually better. Sometimes you need to experiment just a bit to get it to the ideal range for cutting smoothly. Thanks for watching

Sarah Namhay Khan you can purchase online at www.ccspecialtytoolstore.com/default.asp