Thewhite

still looking for a set of Paul turner high rev pipe.

Hi I'm looking for a set Paul Turner high rev pipe for my RZ motor.

Will you ship to Canada ? Which version they are: 2003 or newer (info on the tag plate)

I currently have an issue with my domes and they need to be recut for pump fuel, I got 180 psi with only .022 as squish. Dome are curerntly in shipping to Passion Racing, Jim machined the bottom of my cylinders to lower the ports: cylinders have been ported for standard stroke in the past (all by Jim). At that time I forgot to refreash Jim memory about the machined cylinders when he cutted my domes. So I hope to receive the domes for mid August and run the beast with the suggested PV spec. I also need to syncronize my zeeltronic CDI with the actual 4 mil crank position, with my new child time is always missing now ... I will give update as soon I got something. This engine have been place a side for too long: home improvement took the entire last summer and this year pass too fast again. Do you know the exhaut port duration on your Passion Ice/TT engine ?

Ok thanks guy for the recommendation. I will try the 45 pilot with the needle clip on the second notch and open a 2mm more the PV at close position. I originally reduce the pilot to avoid fouling plugs. After having spoke to Jim of Passion Racing yesterday he recommend me to open more the PV. The too close PV position could have choke the scavanging and enrich the mixture. I will update ASAP, but I'm waiting on reworked domes: the one I got don't have sufficient squish clearance. Jim had to machine the lower of the cylinders to reduce the transfer port height to have acceptable duration with the 4 mill stroke, the cylinder were already ported for stock stroke. This forum ROCK, it's unbeliveable the amount of good info we can find here, the 2 stroke experts are difficult to find now. I had difficulties to get answer on the RZ forum. to answer startwriter on the PV setting: max PV opening = distance from top of exhaust port to top cylinder is 26mm min PV opening = distance from bottom of the PV to top of cylinder is 32mm (this foul my plugs) stock banshee: distance top of exhaust port to top cylidner is 30 mm, I will try this setting as the close position.

4th nothch counting from the top, so toward the bottom. in the past I ran others non PV set-up and never foulled a plug ... it should be the PV opening but would like opinions.

Is someone ever machine the bottom of the banshee cylidner to reduce the height of the exhaust port ? I raise the question because I run RZ 350 cylinders with fucntional PV and I always foul plugs at low RPM. At low RPM my distance from top of exhaust port to top cylidner is 32 mm, 2 mm more than the banshee stock port. Do someone know if opening 2 mm more the exhaut port of RZ cyinders will avoid my foulling plugs issue? Maybe the Paul turner pipe require a larger blow down duration if compare with teh stock RZ350 tune pipe? My current jetting for a 4 mil se-up is main = 160 pilot = 40 Needle CGL on 4th clip air screw 2 turn out. mods are: K&N filter PWK 33 carbs Boss intake V-force 2 Cool-head Paul turner High rev pipe 4 mil crank Cylinders ported for 4 mil crank, the Passion Racing 12 ports Zeeltronic (custom CDI with PV setting) I use the RZ350 stator and flywheel. All the RZ electronic is functional. I didn't done plug chop because I run out of sprak plug (foulling them). thanks

Gentlemen, I have RZ cylinders ported for a 4 mil crank, cylinders have been ported by Passion Racing Engines (12 ports). Now I have problems with my jetting: the bike jetting seem acceptable at high rev but clearly rich at low rpm and I'm fouling plugs. I didn't ride enought to and didn't do plug chop yet, I ran out of sprak plug last time because I foulled them. My current pwk 33 carbs set -up is main 160 pilot 40 Needle CGL on 4th clip air scre 2 turn out do you have any advice for me ? I tried a pilot size 38 and the bike didn't start when cold ? I also foulling plugs if I run a low RPM. After have spoke to Jim of Passion, he suggested me to keep open the PV 2 mm more open to create a large blow down duration, I didn't tried yet. The RZ350 PV close position is 32 mm from top of cylinder, by opening 2 mm more I will match the stock exhasut duration of banshee cylinders. Any suggestion will be take in consideration. Also, so someone know if the PT high rev pipe need to have a exhaust port duration that match a 30 mm at maximum from top of port to top of cylinder, if yes it will confirm why I foul plugs. mods are: K&N filter PWK 33 carbs Boss intake V-force 2 Cool-head Paul turner High rev pipe 4 mil crank Cylinders ported for 4 mil crank, the Passion Racing 12 ports Zeeltronic (custom CDI with PV setting) I use the RZ350 stator and flywheel. All the RZ electronic is functional. Thanks for your help guys. I always like the 2 stokes engines but with the new child I'm missing time to try and experience set-up. I hope to ride a functional bike before end august ... When i tried it alst time the power was amazing, but had to stop the bile because my domes are too small and plugs backed out on pump gas. I will order larger dome to Passion racing ASAP.

what pipe are you using ? what carb and jetting? I'm using stock banshee gear ratio with 15-41 sprocket. Banshee Tranny Ratios: 1st-- 2.461 2nd-- 1.812 3rd-- 1.500 4th-- 1.250 5th-- 1.045 6th-- 0.875 RZ 350 Tranny Ratios: 1st-- 2.571 2nd-- 1.778 3rd-- 1.318 4th-- 1.083 5th-- 0.962 6th-- 0.889

if you are very interest for this set-up get the following: RZ35 cylinders + head+power valve cable and housing (300$) Zeeltronic programmable computer (300$) power valve servo-controller (came from the exup valve of a Yamaya R1, 25$ on ebay) RZ350 stator and flywheel (250$ on ebay) RZ350 voltage regulator/rectifier (25$ on ebay) Battery eliminator (zeelltronic, 30$) Paul Turner High Rev pipes or Rocket pipe custom exhaust spigot or Tommy Blaster B1 flange for pipe adaptor (I had to enlarge the ID to the pipe inlet and press some sleeve on it to match the standard bansheeexhaust OD) and contact me, I will explain how I did it. Wiring is pretty simple if you get the Zeeltronic programmer (PV and timing in one module with about 20 wires)

this was also an option, but at that time I begun the project my intent was to use my old intake stuff (filter, PWK28, prodesign intake and Vforce) with the new cylinder to save money. Cheetah doesn't work with stock reeds. It finally end with all new set-up from the filter to the pipes. Jim (passion racing) recommend to use bigger carb and I found that it was impossible to run RZ cylinders with T5 pipe. I never run a 4 mill Cheetah engine, but i was told that the RZ cylinders are more linear if compare to a cheetah. The RZ PV opening is controlled by computer via servo-motor, the opening is drived by the RPM. The Cheetah is exhaust pressure operate, it more tendency to open or close in a single stroke motion. I had to sell my truck in 2009 to buy a home and my last banshee engine blow about a month earlier ... since I had no more truck to haul the shee and the engine crank was blow I began the RZ cylinder engine project.

By having done the project 2 years ago, let me light you up: first of all, I did the project because I wanted a strong trail engine with an amazing top end ... thurs me this set-up rock. I don't say it's the best numbers on dyno, but the overhaul power curve is awesome. I never ride a banshee with that kind of smooth power range and still able to rev to 10,300 rpm. And honestly no body I know passed me with this set-up ... FYI: I 'm not doing drag race on friday evening ... I ride with my buddies and girl friend. As Jim (Passion Racing Engine) explained some time ago: you can still get better number with ported Banshee cylinder because the exhaust port is wider, but the RZ350 have a better usable powerband. My set-up is very lineair from idle to 6000 RPM and then explode to 9,8000 and easily over-rev to 10,300. My old set-up was banshee play-dune port with T5, PWK 28, 20cc coolhead & Vforce2 and it was an open switch or nothing, if I can compare. For you info stock banshee is some thing as 41 HP and stock RZ350 Canadian cylinder (31K) made 59 HP at 9000 rpm (published by Yamaha). See what I mean, once modified ... I expect mine very close to 70 HP if not already done. I need to run it on the dyno to confirm. here is the list of stuff I used: Engine: RZ350 1985 cylinder 11 ports design, 4 mil (by Passion Racing Engines, need to post pic, the porting is amazing) RZ350 Pro-design head with custom domes (by Passion Racing) Brand new welded crank, 58mm stroke Wiseco piston 65mm ported case (by FAST) Tommy Blaster B1 flange for pipe adaptor (inside diameter matched to the exhaust port) Paul Turner High Rev pipes Intake: V-Force 2 cage with new reeds BOSS intake with cross-over Keihin PWK 33mm carb, for hot summer: 155, 40, 4clip, 1.5 turn K&N filter Electronic: Zeeltronic programmable computer (timing advance and power valve opening) power valve servo-controller (came from the exup valve of a Yamaya R1) RZ350 stator and flywheel RZ350 voltage regulator/rectifier Battery eliminator (condensator) Tranny mod: a modified RZ350 shfit drum with a bearing on the stator side (from WCR) RZ forks with roller pin modded shift shaft (from FAST) Shift star mod (mull engineering) shift pro lever (with bearing) magnum clutch basket cascade pankage bearing others: power valve cable and housing custom wiring harness prodesign water impeller YFZ450 front caliper YFZ450 front shock and lot of time invested this may not be the cheapest way to make good HP, but this engine is always open up to 10,000 rpm. 100% happy with this set-up. Here in Canada, RZ350 parts are way more common and easier to get. Or see often on ebay and you will find every thing. Martin

During the winter condition, are you raising the needle one clip to get more fuel ? Sometime here at Montreal (Canada) we can ride at 0 deg F and near sea level? My jetting is 42 pilot, CGL needle on third clip for now and 162 main (maybe end with a 160) Also I'm at the point to get the final jetting and I'm wondering if another needle will be better. Current set-up is K&N filter, PWK 33 carbs, Boss intrake, VForce 2, 12 ports RZ350 cylinders ported by Passion Racing, ported case, cool head with 20cc dome, about 3 deg advance, PTR high rev pipe. Thanks for the support, Martin

Thanks for the support, the stock top end timing is now confirmed !

AKheathen, with fuel pump (91 octane) the max timing advance is 4 deg with a timing plate, do you know if the critical timing area is near the max possible RPM (9000 to 10000 rpm) or sooner in the rpm band? My intend is to do a hybride curve between the stock RZ350 (31K) and +4 banshee curve. In order to get the maximum timing at low rpm up 9000 and retard a little bit to gain RPM up to 10500 rpm. My set up is: 20cc dome, transfert duration 124 deg and exhaust duration 196 deg (PV fully open), my compression should be around 150-160 psi (I haven't check it since the rebuilt).

I think this graph is for the banshee, do you know the source of this graph ? I will confirm the white curve tonight. Thanks

That is correct the Zeeltronic CDI came with 5 igition curve in the paperwork and 2 already programmed: the cruve 2 is the stock RZ350 (31K cylinder). I will base my iginition curve to this one, but I'm interet to teak it for the max possible horsepower. thanks

Does someone have the stock timing curve for a banshee? I got my prgrammable CDI for Zeeltronic for a RZ350 conversion and I would like to maximize my timing curve. I know a lot of people add 4 deg of timing to the entire curve, but with mu CDI I have the opportinuty to set the timing as I want. I know the stock banshee timing: start at 17 deg up to 2000rpm, raise to 22 deg at 3500 rpm, but I don't know the timing curve for the remaning rpm. The stock RZ350 have more timing: start at 17 deg up to 2000rpm, raise to 27 deg at 3500 rpm ramp down the about 17 deg at 9000rpm and end-up at 9deg at 10,000rpm. Does someone have found the timimg curve for the banshee, about a year ago I saw a post here that saying that the timing ramp doen from 22 deg at 3500 to 9deg at 10000 rpm for the banshee. Can someone confirm this? Or have tried to sort out the timing with a degre wheel and the timing gun? My big question is it a area on the banshee timing profile that can be raise more that 4 deg for pump gas(begining , mid portion or end portion of the curve). The 4 deg limit should be apply on a certain portion of the curve and leave some margin somewhere in the timing profile. Also how much timing I need to remove to be able to have more top end at 9000-10000 rpm. Any help or suggestion are welcome

the tranny mod, is it to remove the half of the dog. In order to get more time to engage the gear (like the first gear)? What is the downside of this mod and who can make it. Thanks

What are the best porting numbers for the Paul Turner Hign Rev pipe, edition 1992 ? Interested in degre duration and port heights for stoke stroke, .020" base gasket. thanks, Mart

I finally find the problem with my pipes: first I bought the PTR brand new and the tag plate mention High Rev 2003. This model will not fit for the RZBanshee conversion, the pipe won't clear the PV housing. From my try and mistake, the only Paul Tuner High Rev pipe that fit this set-up is the tag plate 1992. They look the same, but il you compare side by side they are not identical. The projet was stalled during 3 month on that issue. I ran the banshee this summer with a manual power valve: I'm using a roll of sticky aluminium foil to block the rotation of the PV. I was on the point to modify my brand new pipe when I ordered I set of use the 1992 PTR on ebay. Now I'm just waiting the end of the season to instal the PV servo, RZ350 stator + flywheel and the Zeeltronic CDI (was not required without the PV working). This engine rock as hell ... it rev and pull very hard when the PV is open and the engine run so good at lower RPM with the PV closed ... For the comment about the low end torque of a banshee engine: my RZ350 set-up have more torque that my old trail ported cylinder with T5, 20cc dome, V-Force, +4 deg and oval bore keihin (28mm wide x 30 tall) ... any comments ...

So does it not fit very well because of the silencers or because of the intake setup pushing everything back further? Im about to buy pt mids but want to be able to use my cfm. Keihin 33pwk's, Boss intake, VF2 and CFM airbox: you need to cut the airbox mounting bracket to put the airbox in place. FYI: I never tried my intake set-up with the stock air box bracket in place. Fat Boy 2 silencer and CFM airbox: will not fit. The Fat Boy 2 silencer tube 'kick in' as soon they go out of the silencer and the CFM airbox is wider that stock. So to fit the CFM airbox with PT pipe, you need to modify the Fat boy 2 silencer. To solve the fitting issue, I will need to change the silencer tube and replace it by a new strait tube with a small and steady angle to the PT pipe (like my older T5 was).

Hé guy For Your Information: the Paul Turner High Rev pipe wil not fit every time on the RZ350 cylinder if you instal the PV housing with cable (or if you run the PV with the controller). The pipe just came from the powder coating shop, I install to the bike and realyse the fitting issue. For this summer, I will run the PV manually and will see this winter to modify the pipe. I'm very disapointed about that: pipe are painted and not fit very well. I also had to grind some mounting and bent the tube a little bit to make those fit in. Not sure if it a quality issue for PT or just the RZ350 set-up. I just start the engine yesturday with the power valve fully open manually and it's runing very well. The bottom end is not too bad for a exhaust port height of 26.5mm from the top. I haven't twisted the throttle to hard, but will see this week-end after the piston breaking.

What pipe are you running ? I tried to install this airbox with a pair of Paul Tuner high rev with no succes. The silencer tube 'kick in' too early instead to have a small and steady angle (like T5). I also have 33pwk's,Boss intake and VF2's and it really push back everything. I had to cutoff the airbox mounting braket of the frame to try to fit the airbox in. For now I 'tie rap' my old air box to the frame. Will see this winter if I bend the silencer to fit the CFM airbox. For your information: the PT hign rev pipe, 33pwk's, Boss intake and VF2 do not fit well with the stock airbox. The intake push up the carb and the boots betwwen the carb and airbox rub on pipe tube (very baddly with PT). To get a correct set-up I cut the airbox, reverse up side down and fit to the carb boots. Adding tie rap help to secure the modded airbox. I hope to run the bike the next weekend. I just pass thrue a RZ350 conversion and I'm finalysing the last detail before to ride it

So by freezing the pipe and coating them with butter will help ?? Sound weird to me ?