I was wondering how much of a change in performance would be experienced if a P180UG3 is installed a P220Dts-i high lift CAM?

you can do that, provided,
1. the crank and connecting rod are the same, and if they are not built stronger for the larger CC versions. If that is the case, then you may need to change that as well: I am saying this as I had not compared these.
2. the DTSi Job: it is not so easy, even with mechanics helping, the mapping may not match the new charecteristics, and you may be disappointed with the ultimate results.
3. The carb and the silencer gas flow rates- these are likely to deviate from the original setting for the 150. they need tweaking too, before you ca enjoy the full potential of the engine mod.

Thanks everyone who helped me on this thread. I am getting prepared for leaving for Ladakh in a few days now, most of the things are done. New tires, clutch plates, pressure plates, timing chain, chain set.

Some people call me crazy that I am not taking my Bullet that was purchased few months back and I am taking this 7 year old Pulsar Classic with me to Ladakh. I still trust this baby more as it has never left me stranded no matter how much I ripped it. This has been my loyal maiden.

Bike is drinking oil but white smoke is not noticable. I will take 2 litre engine oil to topup, if need be.

Secondly, I got the chain set changed but while test riding it these last few days, I have noticed some sound from the chain casing, may be the chain is lose or can it be some other issue as well?

[email protected] .

Hiii,guys
pulsar piston cylinder kit cost around 1900rs in mumbai and each clutch plate cost 60rs and 140 for pressureplate set.
my pulsar 150 classic also feel under power and im also want to chnge 180 piston bore kit but is pulsar180 classic use same crank and crank bearing??Second thing is there requred to chnge full clutch bell for that additional clutch plate??only adding extra clutch plate will feel clutch effect as same as 180 version??and clutch cover is same as 150 classic??
any one tried that setup before??because because i used my bike for long distance so realiblity is also main concirn.
Frankly speaking are u switched to 180 classic kit ??how does it feel?
180classic have diffrent map on cdi,iread that in overdrive issue of 150-180classic pulsar.
Thankyou,
swapnil nawathe.

Help: Converted my Pulsar 150 UG3 to 200 but...

Hello Everyone!

Lately I've been reading few threads from xbhp, team-bhp and bcmtouring about converting Pulsar 150 UG3 to 180/200. Maybe its just a coincidence but my bike ceased when I'm riding it to a bank at the last minute. So I thought the time has come to do the mod and read through all the pages about converting Pulsar 150 UG3 to 180/200. The cylinder/bore is gone so I've to rebore them and The connecting rod glued to the piston as well due to heat so I've to tear down the engine too to take out the connecting rod. So I gone for shopping and thought to go with the 200 instead of 150/180 since all three of them has the same stroke length.

I bought the 200 bore and piston and all the timing chain, gaskets, bearings and a few other stuffs but the 200's piston pin had bigger dia than the 150 connecting rod so 200's connecting rod was fitted to the piston in the lathe. After assembling the engine cases the piston didn't move freely and we found that the thickness of the 200's connecting rod is 16mm whereas the 150's connecting rod is 2mm less, at 14mm. So the connecting rod was grinded again evenly on both sides to 14mm.

All looked good so far and the piston is rolling now freely after fitting the engine case but I noticed another problem when mounting the head. For your information, I'm still using the same head of my 150 but with the new valves. The piston seems to hit the head and thus not rotating freely so we put 2 cylinder packings and 2 gasket packings which gave us a little room for the piston to move up and down freely without hitting the head. The timing chain looked so stubborn without any freeplay.

Once the engine is mounted onto the bike and started, the bike vibrated like a mixie full of pebbles. The mechanic said the vibrations will be stabilized after a few kms run so I drove the bike from the mechanic shop and did a long test drive on free road. I can already feel the torque but when I pull the throttle, I heard a high-pitched noise from the top of the engine or on the left side like something's hitting inside the engine. I also heard some noise which sounded like a misfiring. The timing chain and tappet noise was also there.

I came home and rode just 10 kms in total in the past 2 days. Now the bike is not even starting. Not to mention, the kicker glided like a knife on butter from the day the engine is mounted. I tried to start it through self-start for 25+ times today but the engine simply is not starting. The kicker is of no use but worked well before the mod. After doing some research, I found that the issue is maybe the engine lost its compression thus not starting the engine. If the problem is with the head because its much smaller than compared to that of the 200, Should I change the head also or can I do some grinding in the lathe on this 150's head itself?

So I'd like you senior members to shed some light on what could be the problem and what other things should I look for/change in-order to make my bike run normally but with the 200's torque.

Thanks a ton in Advance!

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

Query Approved

Cheers!
VJ

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

Thanks for the approval VJ!

I just visited the mechanic shop and he told that the problem is maybe because the carb is not able to provide enough air and fuel mix so he gave me the pilot jet and main jet and suggested me to buy both of them but in the next available bigger size. ie The current main jet size is 12.5 and 075? for the pilot jet so I'd need to look at the parts list for the 200 Dtsi and buy the jets for them.

Waiting to hear inputs from all you awesome experts!

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

A little update :

So I've bought the 180's pilot jet and main jet and inserted them in the Carb. I also bought the (air filter to carb)air hose and replaced the clutch plates with the OEM MK clutch plates but the engine is still not starting either via self-start or kickstart. The mechanic has no idea whats going on and pointed me that the only way to start the engine is by replacing the current 150's head kit with the 180/200 head. I've to mention that the timing chain is very stiff., there's no freeplay.

We engaged the 2nd gear while towing and the engine started running. I'm still hearing those weird noises from the engines like the tappet and timing sound. I'm not sure if the piston is hitting those small 150's head valves but I've a strange feeling that its the root of all these problems.

I've learnt a hard lesson though that I Shouldn't've done these mod after reading a couple of posts on online forums without having any prior experience/technical knowledge about engines and stuffs.

So I'm going to hunt down for the 180/200 head from any old pulsars tomorrow. I will update the thread.

If any of you senior members read this, please feel free to add your inputs..

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

A light bulb moment :

Since the bike is starting when de-clutch the engine in 2nd gear while pushing the bike but not via self/kick start, does anyone think the problem lies in the BCU/CDI unit?

We've tested the LH spark plug though by placing it near the body and engage the self start/kicker and its firing perfectly. Note, both the spark plugs are brand new.

This mod is making me go nuts.

Please shed some light pros!

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

Good morning everyone!

I gone through a lot of articles online trying to diagnose the possible issue with my engine not starting up and came to know that the firing for 150/180/200 are all the same so the problem is definitely not with the CDI unit. So after trying 30+ self start, the battery died but I noticed something different. I've put the K&N air filter when the bike was running with the 150 bore & piston so there's no way to connect the PCV breathing hose to the air filter box so its being plugged to a dummy hose which seems blocked at the other end. When cranking the engine, a cloud like white smoke filled the air which is coming from that breathing hose but not from the exhaust. It smelled like some oil-burning inside the chamber but not sure.

I'm still waiting for my mechanic to come home and fix the problem.

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

Issue is with the clutch. Are you using the same 150 clutch? Change the carburator to a p220 one as well.

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Re: Help: Converted my Pulsar 150 UG3 to 200 but...

I recently opened the head of my unicorn, cleaned and refitted. when I tried to start the bike the same thing you mentioned has happened. It was all because Timing was not set correctly (T mark error) due to darkness in the evening, which I fixed in the morning.
Don't know if this is related to your problem or not.

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

Thank you so much for the replies! It feels much better to know that the xhbp members are able to help the fellow newbie.

Yeah I'm using the new 150's clutch(5 Clutch plates and 4 pressure plates).

I too thought the issue is with the timing so we opened both the left and right case as well as the engine head and bore to find out the 200's piston is slightly hitting the old 150's head which has much small dia than that of the piston. All timing and valve clearance were perfect.

The mechanic told that the onely way out to get the engine running is by replacing the smaller 150's head with the 180/200's head.

Bibhu, should I change the clutch assy as well or is it ok to run with the new 150 CP and PP?

I'll check out the P220 carb as per your suggestion. I've a small doubt though. If I wanted to go with the P220 camshaft, will it fit directly on the 150's head?

Thanks again for the replies! We're talking

Re: Help: Converted my Pulsar 150 UG3 to 200 but...

Ok. First of all, switch to a p200 head. Second, use a 220 carb. Beware, clutch will slip soon because of the increased torque.

Yes, you can use a 220 camshaft but you wont be able to use the kick shaft after that as the 220 cam lacks a decompressor.

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