#3 - Set the Squish to .018 to .022
Did you have to make your own gasket or did gasket maker suffice?
#3 - Set the Squish to .018 to .022
Did you have to make your own gasket or did gasket maker suffice?
Did you have to make your own gasket or did gasket maker suffice?
If you still have the top end off, post a picture of the combustion chamber. I know that there were at least two different designs. The cylinder on my 154se has a combustion chamber much smaller than the cylinders on my 254's.
Now, this is not to say that the 154 came with the cylinder it has from the factory. And my two 254's are both assembled from a container full of used parts, so all bets are off.
I'll try to see if I have pics to show the difference.
If you still have the top end off, post a picture of the combustion chamber. I know that there were at least two different designs. The cylinder on my 154se has a combustion chamber much smaller than the cylinders on my 254's.
Now, this is not to say that the 154 came with the cylinder it has from the factory. And my two 254's are both assembled from a container full of used parts, so all bets are off.
I'll try to see if I have pics to show the difference.
They do benefit from the larger carb if you modify the air filter.It is likely that more 154s came with KS cylinders, and more 254s came with Mahle ones. It also is a fact that the power specs went up quite a bit trough the years, from about 2.7 kW for the 154 to 3.0 for a late production 254xp. A DLG (a German test agency) test of a late production 254xp showed 3.1 kW.
Regardless, I suspect they all will benefit from a larger carb and more air trough them (meaning more open at both ends). At some point the transfers will become the "choke point" of course, and then you really need to know what to do, and what not to do....
They do benefit from the larger carb if you modify the air filter.
The 254 "Old Style"
Enter your email address to join: