AIRCOOLEDRDCLUB FORUM

From a long time ago, I might have been a forum member, but couldn't find my old ID.

Anyway...

I've got a few bikes and one of them is an RD350 I've owned since about 1976. It was a basket case when I bought it, and I've rebuilt it several times over the past years. About 10 years ago, I thought it might be nice to make a little project of the old RD. Here is a quick outline of what has been done starting from the front -
LC forks with Grimeca caliper, Venhill lines to a "who knows" master, flat bars, Suzuki TS X quick action throttle, Scitsu tacho on a fabricated mount, unknown headlight shell, PowerDynamo ignition and 180W permanent magnet altenator, my own wiring loom front to back, ported cylinders (local guy with experience), VForce reeds, balance pipe manifolds, big Uni filters, Dale A / Dave Friest carb mods, modified R1Z crossover GP-style pipes, my own rearsets, modified LC (was monoshock) swingarm, TZ ducktail, home made brake/tail light, and modified (cable operated) rear brake.

My other project is to build a 1980 IT125H. This bike started out as a DT175 engine. Had to procure the entire rest in bits and pieces over time.

Hi Al,

Dont know if these will help, its pissing down at mo so cant get the bike out to get some better pics from behind/under but can do that next time I get bike out. Could there be a brake light spring on some models? (mine has a pressure switch)

Putting Betty's 'C' parts onto the correct frame and I'm struggling to see what the following two holes are for on the right side exhaust/passenger footrest stay:-

1) Lower front - looks like it lines up with lower rear engine mount bolt.
2) Hole in small protrusion on the inside - looks like it should take one end of a spring.

A photo of the part that I'm referring to is attached.

All replies, polite or otherwise  , will be gratefully received. 

Thanks.

Your tuned YR5 is piston ported.  That means the inlet porting has to be quite long duration for high power and symmetrical, the skirt closes the port very late to get performance timing. That leaves you with a much more top-end biased powerband.  The RD reed valves allow wild inlet porting but prevent too much blow-back to the carbs at lower revs, giving a better low revs performance and, still a great top end.  That sharp tuned R5  powerband is why you need the closer ratio gearbox from the RD400.  Even an RD400 with its better low-end benefits from the closer ratio's.   
Overall, the RD350 cylinders probably make a better tuned bike than the R5.  No problem if you have a personal reason to want the tuned R5 but, that is just the way they are.

5port

The biggest benefit is for people who don’t know how to balance carbs ...
They also dramatically effect the carbs setup so on a 400c I strongly suggest you don’t mess with it ..a standard 400c is a sweet engine.
If you do want to try, then use 29L/31k carbs and 29L reed block rubbers...