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It wasn`t just the Yamaha 4-cylinder 125 and 250`s that were banned by the FIM in 1969 ....... This Villa 250cc 4-cylinder was raced just once at Imola before the ban came in ....... Villa went on to produce 125 and 250cc twins derived from this four ........
 
rocketonarail said:
Really .... that`s amazing ....... That`s the same year as that picture ....... I`m guessing that would have been pre-pools win Colin , not after ...... :) .........
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It was pre-win, but he set up a Trust Fund for his relatives and, IIRC, invested in new premises for the motorcycle dealership, where he contiued to work.
 
The Sock said:
It was pre-win, but he set up a Trust Fund for his relatives and, IIRC, invested in new premises for the motorcycle dealership, where he contiued to work.
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That`s nice to hear ........ that was a hell of a lot of money back in `73 ........ he sounds like a level-headed bloke ....... there are some who would have had difficulty acting in a responsible manner ........
 
Exmoor beast said:
Performance Bikes late nineties, PDQ workshop-Trevor Franklin being shown how to fit a Dynojet kit to a Fireblade- photographer asked me how he was doing…ask a silly question.
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Well he‘s probably not the only one who made a pig’s ear trying to fit the kit. I quit my attempt in 1989 to fit one to a FZR600 and got a mate to do the job. 🙂
 
piranha-bro2 said:
What exactly is a Dynojet kit?
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Dyno jet kit can be main jets, needles, slide jet/ drill,springs various washers and instructions for fitting in conjunction with K&N filter/ filters/ modified air box and or exhaust. Buy the kit to fit your bike and it’ll put you in the ball park jetting wise, safely without the guesswork. Some bikes it works incredibly , others not so.
 
Exmoor beast said:
Dyno jet kit can be main jets, needles, slide jet/ drill,springs various washers and instructions for fitting in conjunction with K&N filter/ filters/ modified air box and or exhaust. Buy the kit to fit your bike and it’ll put you in the ball park jetting wise, safely without the guesswork. Some bikes it works incredibly , others not so.
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Got an `98 R1 with it`s EXUP valve removed , as in completely ....... there`s a blanking plate where the pulley mechanism should be , and it`s got a Dynojet sticker on the lower fairing ......

Never had the need to look inside the carbs to see exactly what`s what ....... compared to a R1 with working EXUP it pulls almost ( but not quite ) as well up to 6000 rpm , at which point the EXUP opens fully anyway ....... above 6000 there`s no difference as far as I can tell ( ie much too fast enough ) ....... There`s a slight glitch , hardly anything , around 2500 rpm , but unless you rode both back to back you would hardly know the difference ......

I`ve heard early Dynojet kits can suffer with rapid wearing of needles and main jet atomiser tubes , maybe they changed to stainless needles , or the other way round , or something , at a later date ........ but at the moment whoever set mine up seems to have done a fairly decent job ........

( Still wouldn`t mind re-instating the EXUP though ..... valves aren`t so bad , it`s finding the pulley mechanism and cover ...... ) ......
 
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rocketonarail said:
Got an `98 R1 with it`s EXUP valve removed , as in completely ....... there`s a blanking plate where the pulley mechanism should be , and it`s got a Dynojet sticker on the lower fairing ......

Never had the need to look inside the carbs to see exactly what`s what ....... compared to a R1 with working EXUP it pulls almost ( but not quite ) as well up to 6000 rpm , at which point the EXUP opens fully anyway ....... above 6000 there`s no difference as far as I can tell ( ie much too fast enough ) ....... There`s a slight glitch , hardly anything , around 2500 rpm , but unless you rode both back to back you would hardly know the difference ......

I`ve heard early Dynojet kits can suffer with rapid wearing of needles and main jet atomiser tubes , maybe they changed to stainless needles , or the other way round , or something , at a later date ........ but at the moment whoever set mine up seems to have done a fairly decent job ........
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Both,early alloy needles wore thin, stainless needles were rough machined and wore emulsion tubes egg shaped! Ive seen stock emulsion tubes/ needles wear as well.
Fuel system wear is partly due to unleaded having no lubrication properties. In Saudi where the fuel has no additives for winter starting ( very pure fuel) Jaguar had problems with fuel pumps wearing out.
 
I think I saw a reference to the man himself in the Bonham’s spring sale catalogue. Fame indeed.
BTW, several RGS’s coming up for sale in that auction, along with one or two other Lavs.
 
I had the Dynojet kit fitted to accompany a more open 4-1 exhaust on my FZR that I entered in the1989 Supersport 600 race at the TT. It ran well enough (leaving aside the pretty awful handling) for me to break the 100mph lap mark for the first time.
I can’t say if any problems developed later on as I flogged it not long after the race.
 
Andy J said:
I had the Dynojet kit fitted to accompany a more open 4-1 exhaust on my FZR that I entered in the1989 Supersport 600 race at the TT. It ran well enough (leaving aside the pretty awful handling) for me to break the 100mph lap mark for the first time.
I can’t say if any problems developed later on as I flogged it not long after the race.
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I was mechanic for ‘89 TT, production class D ( that one!) and Supersport 400 . I thought they we quick then- I can’t get my head round the speed they go now, haven’t been since ‘93.
 
rocketonarail said:
Got an `98 R1 with it`s EXUP valve removed , as in completely ....... there`s a blanking plate where the pulley mechanism should be , and it`s got a Dynojet sticker on the lower fairing ......

Never had the need to look inside the carbs to see exactly what`s what ....... compared to a R1 with working EXUP it pulls almost ( but not quite ) as well up to 6000 rpm , at which point the EXUP opens fully anyway ....... above 6000 there`s no difference as far as I can tell ( ie much too fast enough ) ....... There`s a slight glitch , hardly anything , around 2500 rpm , but unless you rode both back to back you would hardly know the difference ......

I`ve heard early Dynojet kits can suffer with rapid wearing of needles and main jet atomiser tubes , maybe they changed to stainless needles , or the other way round , or something , at a later date ........ but at the moment whoever set mine up seems to have done a fairly decent job ........

( Still wouldn`t mind re-instating the EXUP though ..... valves aren`t so bad , it`s finding the pulley mechanism and cover ...... ) ......
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In the day, had a complete Yam exup mechanicals ( still here some where ) intent was to "alter" the low speed motor characteristics on 4c triples we had in the stables. After some initial trials it was abandoned as the UK derived "Jota" cans were well able to meet a well setup motor in town dawdle and out on the open road "hit the cam" flogging. Had all sorts of iis projects in the day, Laverda Triples responded well to fiddling, while not state of the art like many Japanese or other Euro bikes, it could be tricked up in a simple workshop and some clever thinking. Rocket, was that the only year model in Red and White, did look the business/gorgeous to my eye, other R1 colours never had the same impact j
 
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