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Lifan 150: Internal pictures, crank/clutch, piston

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#22 ·
LasVegasStreetterror said:
I do not think it is any faster then my 57x57 jailing....I was hoping it would be
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J-ling got a BV head, cam and high compression? Your 150 is only 4cc bigger, not gonna make much power until a cam and piston swap, and a port job really helps once you get that big a motor breathing heavy.



What's the kicking compression, on a gauge?
 
#24 ·
FalconMini875 said:
i agree 100%

i came across that site tho and they were sayin 14.5 hp to the rear wheel and i jus thought it sounded waay too wrong
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Im also hearing the New Batch of Yx 150 motors are going to be better than they are now....:confused:



all's I know for a fact that the Lifan 150cc motor I have (stock) is a lot more Responsive, Pulls harder and is lengths faster than the Yx150 (same gearing and Carb set-up's and Bikes)



and a couple of reasons is the Head and Ign set-up
 
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#26 ·
OLDSCHOOL said:
Im also hearing the New Batch of Yx 150 motors are going to be better than they are now....
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I HOPE SO! I rode An 08 X4 with a YX 150 and I was very disappointed with the lack of power:(. My 146 BVH with light weight internals had WAY more bottom end.





On the other hand, I test rode my friend Scott's TB 165, V2 with TB 28mm carb with a BBR U-flow in his Factory Ride OGM 150 pro and all I got to say is



WOOOOOOW! It's night and day!
 
#27 ·
FASTFREAK693 said:
I HOPE SO! I rode An 08 X4 with a YX 150 and I was very disappointed with the lack of power:(. My 146 BVH with light weight internals had WAY more bottom end.





On the other hand, I test rode my friend Scott's TB 165, V2 with TB 28mm carb with a BBR U-flow in his Factory Ride OGM 150 pro and all I got to say is



WOOOOOOW! It's night and day!
Click to expand...


Hope Scott Futado does well this weekend in Vegas isn't it a SGR/Moto Nut Factory Ride...:wink:



Ainsworth will be there also Racing on a VINCO...:cool:
 
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#28 ·
I'm cheering for Scott. He's very fast, and would have been a serious contender in last years MoM races had he not tore his ACL at the first one:(





I hope the bike he is going to ride in Vegas is going to hold together. The practice bike had some "issues". -LOL-
 
#29 ·
FASTFREAK693 said:
I'm cheering for Scott. He's very fast, and would have been a serious contender in last years MoM races had he not tore his ACL at the first one:(





I hope the bike he is going to ride in Vegas is going to hold together. The practice bike had some "issues". -LOL-
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what was the motor in the practice bikes
 
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#30 ·
The motor wasn't the problem at all. It came as a 150 but was quickly turned int a 165 V2. The rest of the bike had some "quality control" problems. One of the fork lugs was on 2 threads and about to fall off! The billet throttle tube twisted itself loose on the face of double! (why they didn't use reverse threads is beyond me???) And the rear brakes stopped working after 2 rides!





He only was able to ride the bike 2-3 times for a few hours before he left for Vegas.





I know Scott is ready, I just hope the bike is ready for Scott!
 
#31 ·
Re: Lifan 150: Internal pictures: flywheel

Anyone, what's the full story with the lifan150 and the stock (outer) rotor? In terms of mass and size?



I want minimum flywheel mass. I wont be high revving it (MX tracks) but I want the engine to build revs as fast as possible when the rear tire is nicely hooked up. Got a good carb+head+cam (bottom end)+valves+clutch ready to go. 16:37T gearing. But wondering about the flywheel mass. Want spinning mass to be light.



On the 140 an inner rotor (kit) meant less inertia. Now we have outer rotors and people are saying these spin up fast. :confused:



btw: Not talking about any ignition differences. I understand the 150 is adjustable in the spark timing dept. Just thinking about the inertial mass.



My guess is this: No slinger on the right side of the 150, so Lifan balanced things out (harmonically so to speak) across the cranksahft by removing mass out of the left side flywheel, but went for an "outer" flywheel to keep some spinning inertia for the "scooters" and the more passive riders. Then they added an adjustable ignition system just because they could. But what's the real story?
 
#32 ·
Re: Lifan 150: Internal pictures, piston

Regarding the photo of the stock 150 piston, very interesting to see the depressions for both the inlet and exhaust valve. My stock 140 piston didn't have a depression at all for the inlet valve so I had to grind one after putting a 6.7mm lift cam in there. The stock 140 cam having a lot less lift (like maybe just 4.5mm).



So anyone know the lift in the stock lifan 150 cam? My guess is it's a bit more than in the 140.



Which (if correct and more stock cam lift) would explain some of the reason for people saying the stock lifan 150 rips. The reduced flywheel mass is probably the other half of the story behind the stock 150's bottom+mid torque. Since my lifan 140 with a better cam (Akunar A1 bottom end) and less spinning mass also ripped big time in the bottom and mid revs. Also after the cam change my 140 had a LOT more static cranking compression - again sounds like the new 150.



I know the 150 is 10cc bigger and should breath just a little better at higher RPM than the 140, but I am wondering if some of you guys giving the Lifan 150 a great review (are right but) have not felt a good Lifan 140. Anyway I'll know soon, since I will have a lifan 150, and will put my lightly but nicely modified 140 head on it. It'll be interesting to see how it compares.
 
#33 ·
Re: Lifan 150: Internal pictures: flywheel

numroe said:
My guess is this: No slinger on the right side of the 150, so Lifan balanced things out (harmonically so to speak) across the cranksahft by removing mass out of the left side flywheel, but went for an "outer" flywheel to keep some spinning inertia for the "scooters" and the more passive riders. Then they added an adjustable ignition system just because they could. But what's the real story?
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Hey watchoo doin' here numroe ?????? You've hit the nail on the head right there ...... What's happened is Lifan has given everyone exactly what they wanted ...... except for better gear ratios ......... Just grab a new 150 for yurself and be done with it ...... rebuild your 140 as a spare so you'll never have your bike down in the future ........



The outer rotor ignition gives quick revving along with decent tractability ..... plus it looks cool along with the Daytona clutch cover which makes the motor narrower and lighter feeling ...... CJ ........ :grin:
 
#34 ·
Re: Lifan 150: Internal pictures: flywheel

Pat Farsole said:
Hey watchoo doin' here numroe ?????? ...... CJ ........ :grin:
Click to expand...
Some guy in an Aus forum suggested I read some threads over here on the Lifan 150. So I did. :)



Thanks to MSO, I can buy and pick up a Lifan 150 engine tomorrow. I shall hopefully give it a couple of test rides next week.



Yeah, rebuilding my case cracked 140 is a good idea for a little project.



It'll be interesting to inspect the stock 150 head diffs in the ports, valves, cam and rockers (if any). To begin with, I'll run with my known 140 head and OKO26 carb and gearing, because it's what I know quite well now, and gauge the rest of the 150 engine as is. Later I'll put my beefed up clutch springs and fiber plates in there.
 
#36 ·
Kurlon said:
Lifan went with an outer rotor so they could have a charging stator, not to try and balance weight across the crank, as that theory is garbage.
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It's great to get feedback and ideas. Thank you. I stated my guess (on the Lifan 150 stock rotor mass and size) was just a guess and came from no source other than me. Now a statement like yours if posted for example on wikipedia would for good reason be tagged with [citation needed]. So with full respect, what is the basis or information source for your claim? I am not saying I'm right and you are wrong. Maybe the answer is obvious based on some reasoning. For example - "Lifan can only charge a scooter battery using cheap sourced china made parts with that specific rotor". But give us some details please, so we can learn.
 
#37 ·
Lifan would have tested the cranks by spinning them up in a dynamic balancing machine as a complete assembly with the outer rotor , rod and piston weight on the crank minus the slinger then altered the balance factor to get them to run smoothly and reliably throughout the rev range .......



QUOTE from wikipedia [Secondly, there is a vibration produced by the change in speed and therefore kinetic energy of the piston. The crankshaft will tend to slow down as the piston speeds up and absorbs energy, and to speed up again as the piston gives up energy in slowing down at the top and bottom of the stroke. This vibration has twice the frequency of the first vibration, and absorbing it is one function of the flywheel.]



Engine balance - Wikipedia, the free encyclopedia



Another link on how to balance a single cylinder engine :



Balancing the Crankshaft to the Piston/Connecting Rod Assembly for a Single Cylinder Engine



Effects of flywheel weight :



ThumperFaq: Flywheel Weights
 
#38 ·
numroe said:
It's great to get feedback and ideas. Thank you. I stated my guess (on the Lifan 150 stock rotor mass and size) was just a guess and came from no source other than me. Now a statement like yours if posted for example on wikipedia would for good reason be tagged with [citation needed]. So with full respect, what is the basis or information source for your claim? I am not saying I'm right and you are wrong. Maybe the answer is obvious based on some reasoning. For example - "Lifan can only charge a scooter battery using cheap sourced china made parts with that specific rotor". But give us some details please, so we can learn.
Click to expand...


On the rotor: There are three 'common' rotor setups out there in the wild for minis. The first is the standard large flywheel covering an exciter coil and possibly one or more charging coils. Then there are 'inner rotor' kits, which use a much smaller flywheel, with a single exciter coil positioned outside of it. I've not seen one yet with a charging coil.



The third is a hybrid of the two, a small rotor that covers both a charging coil and exciter coil, but has much less mass than a standard flywheel. Until recently, there wasn't a chinese built version, the new Daytona crate motors introduced that design to the chinese producers which is how Lifan got ahold of it.



On the 'balanced weight' theory, the idea makes sense if you have the crank free wheeling, not connected to anything. That isn't the case in our motors though, as one side of the crank is driving the gearbox. Because of that varying load, you can't 'balance' the forces the two sides of the crank see.



Another tiny note, when balancing the crank in the method Pat is referring to, it doesn't matter if you have the flywheel or oil sling attached or not, you don't alter the crank's purposeful imbalance by adding or subtracting balanced weights to the crank arms.
 
#39 ·
Kurlon said:
Another tiny note, when balancing the crank in the method Pat is referring to, it doesn't matter if you have the flywheel or oil sling attached or not, you don't alter the crank's purposeful imbalance by adding or subtracting balanced weights to the crank arms.
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That's assuming that the flywheel and sling have been precision dynamically balanced and don't distort or run out when they're torqued onto the crank and also that the crank ends themselves have zero run out ..........
 
#40 ·
The 150 with no sling and outer rotor should have a little less mass than a standard China motor with a lightened sling and an inner rotor, eh?



Has anyone used the aluminum shell of a 6v motor on a 12v center to get a light full-size outer rotor?
 
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