The X30 was launched in Europe a few years earlier than in the USA. It came with a Tryton Carburetor initially. When SKUSA adopted it in the US, it was going to be frozen for seven years. Knowing this, an exchange program was instituted for the X30s that had started racing in a few series in the US, to the Tillotson carb. Europe then switched to the new ignition, Tillotson, and then to the one piece pipe, while the US remained frozen.
…due to the supply chain disruptions caused by Covid, and the foreseeable future lack of parts, the new engines come now in line with the global production, with several improvements in term of reliability, ease of use and performance parity.
The one-piece exhaust is the only part that will affect performance, and is therefore mandated by organizations around the world. By doing away with the flex, and by having a fully machined header manifold, it will greatly improve performance parity and ease of use , rather than lap time improvement per se.
The new bearing has a sleeve that fits over the bearing journal on the crank. The sleeve then is the piece that makes contact with the rollers. The sleeve is a mild press-fit over the journal, so if your crank is old and worn to the point the sleeve will just slip on without a press-fit, then the crank won’t work with the new bearing. The good news is a crank with a properly fitted sleeve will never really wear out as the sleeve is the wear point.
What kind of gains / loss did you guys notice from the switch a couple of years ago from Tryton to Tillotson? I have the Tryton now, but thinking about switching to the Tillotson.
From what I have read, the Tillotson lacks low end power, but has more top end. Did you guys notice this also? And is with worth wile upgrading?
