GPR Camp: Replica Racers

In the previous month, we were fully committed to the development of new products, with a view to the many requests received.

We apologize to all those who have sent request mail not receiving an answer, we have preferred to finish the work as soon as possible, we will be able to respond in the next few days.

In Preview we leave you a preview of our work, the new Carter Carter Derbi Version 100 cc.
They can be used on any motorcycle equipped with engine.

The new engine is equipped with a package of increased size (76 mm in width) to be able to use carburetors up to 38 mm in diameter, trees having a maximum diameter of 86 mm (47-50 mm stroke) ) and rods 100 mm.
For this application, we have also developed a new 100 cc cylinder, which also has an external which is also compatible with Carter Malossi / Polini, 5 Decanting, exhaust with booster and width width on the 97 mm base.

The Derbi GPR 50 is a little sporty so attractive and gritty in aesthetics as it is obviously limited in performance by complying with regulations. But we admit we want to give some pepper to Italian / Spanish (Derbi is a trademark of the Piaggio Group) by elaborating a bit on the engine. If we turn to Cristofolini for the transformation, we risk (pleasantly) to see us propose a high-surgical operation that turns our top sports into a real racing beast.

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A CYLINDER AND 140 CC MORE
Already, because the Brescia home specializing in elaborations is working on a radical revision of the Spanish moped (for law is this ...), which is currently "under the heels" for an amazing transplant: the propulsion does not is more than the classic 50 cc single cylinder but becomes a 195 cc double cylinder obtained by joining the original stand and two TCR cylinders ( bore 52 mm, 46 mm travel ). Power is supplied with two Mikuni TM 34 SS carburettors with inclined body, the drains (beautiful) are specially made. Very important is the work on ignition , a variable pre-selected Selettra and a "toothed belt" distribution.

THE POWER? Increased tenfold!
The stand for now is original, as we said, but the goal is to make this element full . When this happens, the V2 195 cc engine will no longer have anything of the original, as the gearbox has also gone to a racing and inverted racing unit (the one used in the Spanish MiniGP category), and the clutch will use an element to dry. Do you want to know the magic number? Nothing really official yet, but Cristofolini let out a " 55-60 hp, and all are true! ". In addition, with an empowerment that prefers c to learn about the bass and middle regimes , as stated. We look forward to testing it, which we will certainly do as soon as the bike is over.

THE CYCLING
The preparation will affect the whole of the bike so even if we are still in the stage where the workings concern the propulsion and the transmission, there will be improvements and refinements even on the bicycle as well as a completely personalized aesthetics. From the photos it is noted that the chassis is that of the 2010 model, chosen for purely "commercial" reasons, to which new Paioli suspensions and the Matrix steering cushion will be matched . Breathe even to the brakes, with a 16 mm Ø radial pump. Discs and pliers remain as standard.

ALL NEW DESIGN
Transformation is radical not only in mechanics. The GPR by Cristofolini will have the Aprilia RSV4 short tail (cut chassis) and a completely redesigned fairing in order to leave in sight the wonder that is the V2 engine.

THE GENESIS
This beautiful work is based on requests from Cristofolini by accelerating racing fans , especially the Dutch . The motto of this service is a laboratory that allows the Brescia trainer to gain experience in developing his own products, such as the full carter that will replace the original and which, we bet, will become a must for the sufferers of drag racing 2T.

TEAM CRISTOFOLINI RACING wrote:We're making special crankshaft also with wolframium inserts to balance the piston forces properly. I can't give you a price now, but i think that the kit which includes the crankcase, crankshaft, cylinder, and exhaust will be around 3.000€. As i said, this is just an idea of the price.

We don't use the balancer because we made many test on the Original derbi crankcases, and also on our CNC version 70cc and we found that with a proper crank balancing it is not needed. The vibration are reduced enough.

The mechanic waterpump can be implemented.

Just Euro3.

TCR wrote:Here are some views of the final T.C.R 2018 External Bolts cylinder.
This cylinder can be used on both Malossi RC-One and Polini PRE crankcases as the cylinder height and bolt pattern is the same.

We'll also use this one on our new Derbi 100cc CNC Crankcases and on our Piaggio and Minarelli 100cc TCR CNC Crankcases.

Here are some characteristics:

. 52x47 and 50x50 configurations available, both with 105mm conrod lenght;
. Five transfer ports;
. Triple Bridge Exhaust Port with 100% Bore width;
. 97mm transfer port maximum width on the cylinder bottom;

The extimate delivery date isn't available at the moment because now we are totally involved in the production process.

Good Night.

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And here is the final version, which is already ready for the casting process.

We want to thank our friend Francesco Pelizzari, Techinical Director of the GIVI Unibs Motorsport - MotoStudent Team for this spectacular PETG 3D printed model!

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TCR wrote:New 100cc TCR crankcases.
New 100cc TCR cylinder for TCR 100cc/Malossi RC/Polini crankcases.
NET price for crankcase+clutch cover+reedvalve+manifold: 1525€
Now available!

We raised the bar.
Again.
Here is out last creation, the Derbi T.C.R 100cc Engine.
Probably our best creation ever.
Net price for Crankcase + Clutch Cover + Intake = 1525€

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