Been finding Killer Deals on LT250's any one doing a Big Bore Kit?

Been finding Killer Deals on LT250's any one doing a Big Bore Kit?
Posted by Mitch Keller on 30 Sep, 2012 09:27
Seeing some really nice deals on the LT250R what the best years to look for? who is making reliable Big Bore Kits 310- 330cc

#1 Reply
Posted by Maxxh2o on 30 Sep, 2012 10:08
As far as i know, Matt (MHR) is the only one doing a 310 kit. LRD used to do them back in the day and im sure he would do one again for the right price.

LT250r's are under rated. They can be built up to make good power comparable to a trx. Front clips can be changed to handle as good as a new bike. They are everywhere and you can find them at a low price. 87-92, are the years you want, avoid the 85-86 as the aftermarket parts just arent there.

My .02

#2 Reply
Posted by El Diablo on 30 Sep, 2012 12:04
I bought my 88 from a guy in Lake Havasu City for $400, trailer included. Ya, it needed some work but just minor stuff. I've noticed that in this area, the older 2 stroke stuff is getting more affordable with the growing popularity of the newer 4 stroke bikes.

MHR & Iceracer are two very good builders. FTZ has been advertising their work on the Quadracer for a few years now also. Hopefully as soon as I can get my finances back on track, I will be helping HPR with his continued 250 development as well.

I don't want to leave anybody out so if there are other good quadracer engine builders out there, please let us know.

#3 Reply
Posted by Gillio on 30 Sep, 2012 13:58
I have 2 big bore 250 engines. The first one I had Trinity do way back when. It was quick but nothing compared to The new one Carl (iceracer) built. Its 285cc with a sleeve thick enough to be punch out to around 310. Id go more into whats going on inside of it, But I'll leave that to Carl.

#4 Reply
Posted by Roach on 30 Sep, 2012 14:33
my 92 is done by carl. i still need to fine tune it but its running close to the 250r's

#5 Reply
Posted by Rider414 on 30 Sep, 2012 14:47
I want to do another LT250. I miss my 87 that I had. The Zilla is awesome but it is a brutal beast. I loved the zip of a strong 250.

#6 Reply
Posted by Quadracer11 on 30 Sep, 2012 16:06
What's a good motor combo to put on a 250? Pipe, reeds,carb etc..

#7 Reply
Posted by Iceracer on 30 Sep, 2012 16:22
you want good or the best? Best Shearer pipe, Vforce reeds and a TM 38 or pwk 39 carb. good Paul turner pipe same reeds and carb s

#8 Reply
Posted by RatTerrier on 30 Sep, 2012 16:55
Roach, yer 250 WILL run with a TRX310R....mine does! Literally dead even thru the gears to around 3/4 the way thru 5th gear. Where we were, the small hills down the right side of L.S. once you get thru the gate out of south camp, we ran into traffic n had to shutdown.....a buddy of mine here in OKC has CT on the side of his jug, I asked him about it, he told me it was a CT310 setup. After we ran, I felt REALLY good about my lil 250 with some Bartlett porting, Sheared Pipe, 39pwk, rad valve with a Uni filter!!

#9 Reply
Posted by PCS on 04 Oct, 2012 18:23
i think the lt250 is under rated bc you dont see to many and the few that i see arent well built and can barely hang with a stock 450 4 stroke. they can be built to make some good hp and i agree with ice racer, big carb, v force reeds, shearer pipe will run really good.

#10 Reply
Posted by Iceracer on 10 Oct, 2012 10:44
I have a setup for the 250 that should make it really run. The Bigbore is done and in Gilles bike, his is a 285 and can go to a 301.
I am working on a stroked big bore that should make for a more mild power curve. Its in the final stage of R&D. Stroking a 250 creates some issues that need to be adressed I have been working on this when I get time for over a year to get it rite. When I get it all done It will start as a 293 or 301.

#11 Reply
Posted by Mitch Keller on 10 Oct, 2012 11:51
Quote from: Iceracer on 10 Oct, 2012 10:44
I have a setup for the 250 that should make it really run. The Bigbore is done and in Gilles bike, his is a 285 and can go to a 301.
I am working on a stroked big bore that should make for a more mild power curve. Its in the final stage of R&D. Stroking a 250 creates some issues that need to be adressed I have been working on this when I get time for over a year to get it rite. When I get it all done It will start as a 293 or 301.
Carl, what year model for these kits, looking for 87 and up? Or is just easier to just get Jr a another LT500 for the money?

We found a 91 LT250r / waiting on someone with a 87-LT500 and 85-LT250 for sale

#12 Reply
Posted by Iceracer on 10 Oct, 2012 13:19
Always Easier to just do a 500 IT will net you more power in the end. But for Guys who want to get it done on a "250" this also works.

Real Question is will It make more power than a Honda, nope I dont think so. But I will get it close enough that the Driver/ setup can make the Difference and not be completly out gunned and over matched. Ive been working on it for a long time and finally realize theres only one way to correctly make it work.

I have a personal stake in this engine, I need it to be able to run down 310 and 330 Hondas on the Ice. This is one Reason Ive taken so much time to get the components to work together. I have tweaked on my 250 untill theres no more left on the table. I had the straight away speed but need more off the turns.

#13 Reply
Posted by Mitch Keller on 10 Oct, 2012 13:23
Joe says that your 250's scream, and I believe him. See what happens, sent you the links on the Quads I am looking at.

#14 Reply
Posted by Iceracer on 12 Oct, 2012 10:01
So you get em and when you sending the 250 engine to me.

#15 Reply
Posted by Mitch Keller on 12 Oct, 2012 10:27
Trying to go out today or Sunday, the LT250 in the deal is a 85, what the hey can we do to that? is it worth it? the 87 LT500 seems to be the deal.
Plus I am waiting for some el casho dernaro to arrive today.

#16 Reply
Posted by Rainman56 on 18 Oct, 2012 07:30
What makes the Hondas tough to beat with the LT?Better aftermarket???Engine design?

#17 Reply
Posted by Iceracer on 18 Oct, 2012 08:28
Mostly the aftermarket. But the stock cylinder layout severly limits what can be done. And lastly money you can build a Honda for 1/3 the cost of a Suzuki just because of the aftermarket support. Everything we do is semi unique, We use as many off the shelf parts as we can. Ive even gone so far as to try other cylinders for the 250 but its so much work its not worth the aggrivation.

#18 Reply
Posted by All American on 10 Oct, 2013 22:22
What about designing a new top end from scratch. Head, cyclinder, etc? Do you have to be a physicist to create it? I'm no super mechanic, and I don't know that much about engine dynamics. However some of the things these builders say on here, make me think they probably could. That's my

#19 Reply
Posted by Mitch Keller on 10 Oct, 2013 22:40
Reason, Cost , the cost to design the top end, then the mold cost, think there is just too much out of pocket cost, say easy to spend 15k to just get started, then ask the questions, how many would iI be able to sell? Will the cost be too high for the average wallet? I am guessing easy $1250 $1500 for 320- 330 kit, then cost of machining, and having rods made for the kit, then the testing of the top end to see how it works, then the cost of fixing any defects, you guys complain on the cost of a LT500 pipe, think your money ahead to stick a lt500 engine in a 250 frame or 450 frame, than trying to rebuild the wheel.
Still think if one of you guys got it together on the 450 frame hybrids you see more jump ship in that direction, newer geometry, more plastic choices, many a arms and shock components available, plus it would be light weight bas azz toy.

#20 Reply
Posted by All American on 10 Oct, 2013 23:07
When these things came out, it really seems like it was the muscle car era of quads. New types of engines, bigger engines. The reason I don't really want to do a hybrid is because I wanted an LT250R. Not a half honda-half Zuki 250 frame with a 500 engine in it. Or whatever combination you want. It's like buying a classic muscle car and throwing on the front end off a different car and a motor from another car in it. It started out as a muscle car, but now it doesn't look like it, doesn't sound like it and doesn't drive like a muscle car. It may "handle better" or be "faster", but its not a muscle car anymore. I'm not putting anybody's quads down. Most likely if you built a hybrid, I bet your stuff runs better than either of mine ever have. It's just not what I want. Unless its an insane hybrid, with a jet engine or something lol

#21 Reply
Posted by MotorGeek - Jerry Hall on 11 Oct, 2013 08:52
Quote from: All American on 10 Oct, 2013 22:22
What about designing a new top end from scratch. Head, cyclinder, etc? Do you have to be a physicist to create it? I'm no super mechanic, and I don't know that much about engine dynamics. However some of the things these builders say on here, make me think they probably could. That's my

The molds and core boxes for manufacturing are very expensive. Loren Duncan said that it cost him almost 100Kby the time his 250 Honda cylinders were ready for market. First iteration molds are typically around $30.000. Testing for reliability and power should be a priority of a company that produces after market products. Many design refinements and modifications and or new molds are usually required before you have something you want to sell the public. I think that most of the aftermarket companies do not do sufficient testing before releasing their cylinders and cases for sale to the public. Ask Eddie Sanders about the problems that are surfacing with their new Honda cases and cylinder kits. Look at the new prices of the ESR engine cases, they have almost doubled. Look at the new prices of the new ESR cylinder kits. I think that he is having to pass on the cost of more testing and refinement that should have been done before putting these items up for sale and or the market is not as large as he anticipated.

The tooling cost has to be factored into the cost of each retail item. If there is market for only 100 cylinders and tooling cost is 100K, then 1000.00 has to be added to the manufacturing cost of each cylinder. If there is market for 1000 cylinders and tooling cost is 100K, then 100.00 has to be added to the manufacturing cost of each cylinder.

Let have a show of hands from the guys that would be willing to pay 1000.00 to 1500.00 for a cylinder and head kit for a LT 250 or a LT500.

#22 Reply
Posted by Nopick on 11 Oct, 2013 10:31
Quote from: MotorGeek on 11 Oct, 2013 08:52
Let have a show of hands from the guys that would be willing to pay 1000.00 to 1500.00 for a cylinder and head kit for a LT 250 or a LT500.

<crickets chirping here>