Hye there.......friends,can u suggest me how to improve my 150 sp??any expertist can help me????????
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hye all nsr riders....

http://www.nsr-world.com/tuning/150-tuning/index.htm

Hello,

I have an NSR 150 SP 2002, Australian model, which was discontinued in 2005. There are still a lot in circulation our cities but as cheap learner legal bikes thay tend to get thrashed and passed on fairly quickly. I think their performance potential is underestimated. Stock, mine produced 27 hp on the dyno and modded, 34 hp. Stock it was good for 167 kph on GPS and 14.4 ss 400 meters at 147 kph. Modded with Tyga pipe, carbon reeds, carburettor, air box and other tweeks, 178 kph and 13.4 ss 400 at 157 kph.
These mods will shorten the life of the motor and increase fuel consumption. My gear box is currently being rebuilt with wear on the mainshaft gears in 2nd 3rd/4th and 5th. The cost to rebuild the box with new bearings and 4 gears is about Aud$250. The complete kit from Tyga is about $700 Aud landed. Tyga is a British company but the parts are made in Thailand for Tyga, the home of the NSR 150. The bike apparently didn't sell well in Thailand because of it's relatively high price but enough was sold to support some after market parts. The biggest gains are with the Tyga expansion chamber coupled with carburettor up size from the MC 21 (250 twin 2 stroke). It may be necessary to go from 152.5 standard main jet to 155 or 157.5 depending on your climate and riding. Go to the Tyga site. Keep in mind that the suspension is not sophisticated and lacks adjustability. The brakes are ordinary. It doesn't stop me going fast but it has lower handling limits when compared to the Aprilia RS125.
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NOMEDEEPS

Further to my post I can add a bit more. To be clearer, my performance parts were obtained online at the Tyga site and included the Tyga exhaust (expansion chamber and aluminium siencer), carbon reed valves and step kit (alloy rearset foot pegs and linkages). The other modifications were done by me and included the bigger carburettor (32 mm Keihin) air box and intake mods, main jet from 152.5 to 157.5 and checking the ignition timing, oil pump calibration and a few other minor things.
I use 98 octane fuel and synthetic racing 2 stroke oil. It accepts low octane unleaded or even small doses of ethanol but performace is lower. I wouldn't ride hard with low octane fuel as I believe the risk of engine seizure is greater. For high speed riding and track days I put 36 PSI in the tyres but this is a personal choice as a 76 kg rider. There is little option for the alternate branded tyres (such as Pirelli or Michelin), particularly the front apart from Dunlop rear and standard IRC front. There may be other brands available in some countries. the next steps for mods may be a Wiseco piston and some smothing of the intake and exaust ports with gasket matching and some triming of the powervalve to lower the exaust port floor in the fully open position. The other performance tweek is an alternate ignition control unit which is supposed to provide more power in the upper rev range. I would expect that its possible to extract 40 reliable rear wheel horsepower from the NSR 150 but this increase may reduce the interval between engine rebuilds from 30,000 km stock to 5,000 km.
The main weakness in the engine/transmission is the gears some of which, on my NSR need replacing after 25,000 km of hard riding. Also going quicker puts the brakes into question which lack feel and power from standard. I guess to extract more than 35 hp from any motor smaller than 200 cc is a case of diminishing returns as the same or better performance can be had from a 250 2 stroke or a 400 cc 4 stroke with better ride and more reliability.
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NOMEDEEPS

Wow, R Moore, your info is so good that I copied and saved it.
I have an NS150E, it says NSR on the tank but NS150E in the green book.
You say that TYGA exhaust is the way to go. I am not a racer, just a thrill seeker. (why did I sell my CRM250? - I did win a few drag races - Because I was hoping to find a CRM500)
Now I am stuck with an NSR150 without a power valve.
Thai mechanics never heard of TYGA expansion chambers even though they are manufactured in Thailand. They recommend DBS after-market drag exhausts, apparently the choice of drag racers on all bikes and costs around 1000THB.
Mine is rebored to 175.cc
I am surprised that you recommend an NSR 250 carburettor. I have heard this before. You mentioned Keihlin carb and NSR 250 M21 carb.... are they one and the same? I would think that the size of the NSR250 carburettor would not match that of an NSR 150 - or in my case 175cc.
I have an aftermarket carb of unknown (to me) brand. It is ( according to the local mechanic) bigger. How does a 250 carb fit on a 150 bike? air fuel mixture is all I know about carbs. very difficult to learn about bikes in Thailand because of the language barrier while talking with Thai mechanics.
I want a rocket.
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Thailand NSR150 owner, NSR250 wannabe owner after I learn the basics of my cheap-assed bike.

Hey Scottyno I m up in Chiangmai.Where are the DBS expansion chambers made ?
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My Bikes;
TZ250K
TZR250 3XV Sugo kitted track
TZR250 3XV modified road
NSR250R MC21 Rothmans
NSR250R MC18 Modified road
NS400R
Dio 80cc big bore with 26mm flatslide (wicked)
900RR Fireblade

I didn't even own a bike in South Africa 9 years ago so all I know about bikes has been through Thai mechanics in Ratchaburi province. I've heard about DBS exhausts. DBS is an abbreviation of the Thai engineer who makes them or designs them. Daeng Bang Sai.
I heard a DBS exhaust for an NSR goes for around 1000THB, so cheaper than the online quotes for TYGA at 128 dollars for the steel version.
I have not yet ordered one because I want to fix my RC valve first. I am delayed because I do not have a friend or know a mechanic who owns an NSR150. I need another bike to check the components of my broken RC valve. I have the CDI and the valve motor servo at my house. I don't know which component is broken. At this time I am riding my bike with the valve mechanism tied half cocked with wire. So my bike has neither low end grunt nor top end power band. It still gets to 150 km per hour with ease, so I have a good feeling about this bike. Everything feels solid and sound on my bike and I got (not with my own hands) seals and bearings changed. I have to fix this problem before I upgrade my exhaust. (I made a mistake with my Honda XL250 degree - which i inherited broken from a friend leaving Thailand. I invested in new handle bars, rubber, chain sprockets, clutch and paint job but the valve job the mechanic did lasted 1 month before the valves were bust again. Now I need a new engine for it. But I don't even want to bother with four strokes any more. I think when a four stroke is bust it's just bust, even after 50 grand invested in fixing it.)
Your stable makes my mouth water. Do you want to let go of one of those NSR250's?
I want to sell my broken down XL 250. It needs a new engine is my opinion, but the electrics and other engine accessories are new and sound. I'd let it go for like 15k. New engine would be around 11k.
If you are a two-stroke collector, why not invest in a CRM? It's an awesome crosser. I always wanted a CR500 but now I am more keen on road bikes. I am a sh*t mud and sand rider and they are wobbly at speeds over 140, but damn do they get to 140 fast. In one drag race i totally creamed my friends NSR150, and CBR400 back in the day.
Back to the exhausts. Mechanics have recommended DBS, PTS and DBK - which i think is a knock off of DBS. Online the names seem to be TYGA, Arrow and Dog Fighter, but not in Thailand. Although TYGA is made in Thailand.
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Thailand NSR150 owner, NSR250 wannabe owner after I learn the basics of my cheap-assed bike.

I forgot to ask, how much do TYGA pipes cost in Thailand? belly and muffler, and who sells them? I guess it won't be Tiger wheel and tyre. The local guys here don't know where to get TYGA but they could get me DBS. I've seen DBS adverts online for Malaysia, Indonesia and the Philippines, so I assume they are the sh*t. Local Thai guy seems to have made a good design. I have never used a Dyno and don't know the Dyno readings for DBS.

There's no language barrier in Thailand.......you need to learn to speak Thai

If your RC valve is not working then I suggest a new CDI unit. My recommendation here is an OEM unit, not one of the made in Thailand aftermarket ones. We've tried them all and although some actually seem to make good power, none of them last more than ten minutes. At some point I may try an adjustable ignition, but got more pressing matters right now.

The NSR250 carb needs a bit of work to get to fit. We fit made a kit a few years ago, but ceased offering it when supply of good used MC21 carbs dried up. They work very well and give more power and over rev. Not sure how they'd work on an otherwise stock bike, but if a pipe is fitted then they really fly!

Getting (real) power in the low 30's is not too difficult as the engine is severely restricted by the pipe and carb. They are designed for low end rpm, town use. Not racing.

Hitting 40hp reliably may not be easy without lots of mods and special fuel. I spent many hours on the dyno getting an old NSR150RR (pre SP) up to 39hp on 100 octane race fuel, a PJ34 carb and standard CDI. It hit a genuine 120mph at an airfield circuit. Would have gone faster if we were actually speed testing it, not racing it.

On the dyno one day, and AP Honda (Thai Honda Company) came to test the (then) brand new NSR150SP. It hadn't actually been released at this point. They had to come and use our dyno, which was cool as we let them use it for free provided I could sit in on the tests. Anyway, they had about 10 cylinders/heads & three or four pipes to test in the day, but none of them would exceed the 39hp that I got out of the RR (we were overlaying the graphs). But then they played the joker and plugged in a different CDI. Instantly 40hp. BUGGERS!!! There was a many pursed lips as I interrogated them about this CDI, and they packed up and left. Make of that what you will.

So, if you want 40hp then you need to spend many hours modifying the motor. It won't get there without excessive use of the grinder.

Wiseco don't have a piston compatible for the NSR150SP. And our 59mm piston is designed for the 300 kit and I own the forging.....or at least I paid the $$$$ for the bloody thing!

Does anyone know what is the physical difference between HRC CDI and a stock NSR 10SP CDI?

Working at Harc-Pro in 97 we build 20 150SP's for HRC for a one make race and the CDI was stock.

so there's no physical difference on it, right?
do u still build the CDI now? i wonder if i could have one

I've never seen an HRC CDI for the 150SP. And unless someone proves me wrong I don't think that they were available, and if they were it wasn't to the general public. AP Honda in Thailand would've had something for sure, but think hen's teeth.

HRC did make a special cylinder. I've only ever seen one but ever had one on a bike. They had one at Harc and it was fitted to one of the dude's bikes and he then got disqualified for cheating.

Setting up an ignition curve is not as straight forward as it sounds. It's quite quick and easy to get something that will fire and run, but to get the best without damaging the engine takes time and experience. A couple of degrees doesn't sound much but it can be the difference between a nail and a missile......and if the wrong way it'll turn the engine into an expensive door stop.

my mates said that his CDI built by HRC, he said he got it from a thailand racing team but he didnt tell me the detail.
after reading your explanation, i got confused about my mates story. So far from what i get is the difference between my stock cdi and his HRC(not really sure) CDI is only the size. him is bigger. i haven't try it on a run.
it would be nice if you could tell another information about this.
these are the CDI
1. stock 150SP CDI


2. my mates CDI


thanks very much
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i ride 150SP

Matt@TYGA wrote:I've never seen an HRC CDI for the 150SP. And unless someone proves me wrong I don't think that they were available, and if they were it wasn't to the general public. AP Honda in Thailand would've had something for sure, but think hen's teeth.

HRC did make a special cylinder. I've only ever seen one but ever had one on a bike. They had one at Harc and it was fitted to one of the dude's bikes and he then got disqualified for cheating.

Setting up an ignition curve is not as straight forward as it sounds. It's quite quick and easy to get something that will fire and run, but to get the best without damaging the engine takes time and experience. A couple of degrees doesn't sound much but it can be the difference between a nail and a missile......and if the wrong way it'll turn the engine into an expensive door stop.

Hi, Guys im new in forum and i was a silent reader in here and find this interesting topic. You are right there is no HRC CDI for factory SP version,but both have a little different between CDI AP Thiland (RRW and SP) and Shindengen for SP production around the globe. Stock CDI that comes from Thailand can run up over 13k++ RPM and Shindengen can go less or more than 11k RPM that is in my experience. About HRC stuff there is a Piston and engine block that had been configure for HRC spec, even a gearbox they have. If you in Thailand you may find NSR hero Derek Anchowong because hes the reason my friend NSR can reach up to 240kmh on drag timer 2 years ago..

About the exhaust system if you guys cant find DBH or Tyga go find PDK it give you a sound of 2Stroke MotoGP ..

Correct me if Im wrong