This is part four of the CR250 engine build and will cover the assembly and installation of the kickstarter, idle wheel and gear change mechanism.

To assemble the shift pawls and springs, coat the springs, plungers and pawls with transmission oil. Insert the pieces into the shifter and place the completed assembly into the plate guide. Place the assembly aside.

When I woke up, the thought “how can we gather more support for the two-stroke”, ran through my sleepy brain.

While it’s true that Two Stroke Motocross.com is not entirely responsible for the shift happening in motocross as we speak, the tide is changing. I hope in some way that the stories, articles, tests and press releases published on TSM have helped.

Up until last year I had always owned two stroke dirt bikes. Vintage Can-Am’s, Suzuki PE’s as well as more modern RM’s were the only bikes in my barn. The old ones were for vintage racing and the newer ones were for Hare Scramble racing and just enjoying the ride. For a very long time a 1990 RM250 called my barn home and for good reason, it fit me like a glove and at the zing of its exhaust note many four strokes met their match. Even bikes 10 or 12 years newer ate its dust, I’m sure that a better rider for them would have changed the results some. But we are talking about trails that I knew so well that I could ride them at speed in failing daylight.

1990 Suzuki RM250

A few Two Stroke fans put together a very cool banner for the Indy Supercross last Saturday. These guys are hard-core two-stroke supporters, who love to forward the cause.

This group of guys have all switched back to two-strokes after racing four-strokes for a few years. Now they tease their four-stroke friends by loaning them spare two-strokes when their friends four-strokes have blown up. They call these guys factory racers!

As we know the beloved 4 stroke while touted as modern tech is really obsolete tech resurrected by a faulty rule book. Here is an image that shows how old “new” chassis design really is.

How different are these two machines that were built 28 years apart?? The thing is it’s not as much as you might think. Sure there have been improvements in suspension, brakes and other things, but in the numbers that really count, these two diverse machines share more in common then at first meets the eye.

Dan Barker the Long time Canadian distributor for TM motorcycles will be heading up the US TM operation for 2010. TM will be available direct from the distributor. This  move from the conventional dealer network is designed to stabilize pricing, speed parts delivery and increase tech support.

Along with its complete line of MX, Enduro and Super Moto bikes, we will offer some unique custom build options to suit the customer’s specific desires. TM has had a  very successful 2009 in Europe with a world championship in Super Moto, 3 ISDE gold medals and solid performances in MX1.

Part three of the CR250 engine build. This installment covers combining the two center cases, installing the seals, clutch lifter lever and primary gear.

Tools needed: Case splitter or crankshaft installer/remover, engine stand, torque wrench and standard metric tool set.

In part two of the CR250 engine build we will cover crankshaft, transmission and gear shift components.

Tools you will need: crankshaft installer/remover, engine stand, service manual, circlip pliers and a typical metric tool assortment

This is part one of a nine part series documenting the assembly of a Honda CR250 engine.

Round one includes the center cases and right side case cover.

A short while ago I received an email from one of the members of the site, asking if he could have permission to use the Two Stroke Motocross logo on his bike graphics. We worked out the details and Benjamin sent in some photos and included a short blurb about his racing. Below is additional information about Benjamin including his email to me, along with some photos. Enjoy!