At some point in the future, after I get The Bride running and rideable, I might want to increase the engine’s permissible revs. As with all 196/208/212 GX-style industrial engines, the engine’s cast-aluminum flywheel and stock connecting rod are prone to catastrophic and dangerous failure at the increased engine speeds that are possible with the governor removed. Unfortunately, the LCT 208 Stormforce I am using, while a high-quality engine with a good reputation, is a bit of an odd duck: it’s not a Predator 212, but not quite a standard Honda GX200 clone. So, just for my own reference, here are some of the tech details I have found online:

LCT208 Performance parts:

  • Some use a clone flywheel, some use a non-hemi flywheel.
  • 54mm stroke x 70mm bore (Std clone stroke with +.080 bore.)
  • Clone rod — wrist pin is larger than a standard Honda. (The work around is use the Predator flat top.)
  • Uses standard clone head/gasket
  • Non-hemi predator cam.

I previously purchased a 60-watt charging coil and electric-start flywheel, so I might just install that and live with the limitations that come with it. It really depends on if I’m content with the bike’s performance, and how difficult I find it to say under a self-imposed 3900-4000 RPM redline for safety’s sake.

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