There are some good threads on timing on scooter invasion. Also even better are the Two stroke tuners handbook, and Two stroke tuning. I posted links on here somewhere, and lost mine in a firey P2P crash. Shaving the jug to me is a big step. Most of the timing corrections can be done thru porting, and shims. Simply cleaning any sloppy edges, and matching the transfer ports to the case. is enough for a daily driver, with a lot more zip. Full blown port jobs will add a few more hp/torque, then reliability does suffer. Many people will swear otherwise but life span of the parts is proportianal to power output. I find it easiest to fit the parts to work within the specs. Match the jug to the stroke, match the piston to the head, match the pipe to the rpm range of the jug, and tune the carb to supply the fuel. If you were to get another kit, the first one would make a cool drag set-up. Peak out the timming from the info in the 2 books I mentioned (I think they are under the General section), mill one head to .3-.5mm, swap out the jug and clutch springs for Drag Day. I just wouldn't drive it every day. I've got 2/12 years on my kit w/ one new piston/rings, and the only other replaced parts are the cvt springs, and belt. To ME 70=mph is too fast for the factory frame. Just my opinion tho. If you gots the Cajones... GO FOR IT! Oh yeah Timing is measured w/ a degree wheel attached to the crank w/ the head off, and the jug torqued down. You measure the point a given port opens, and compare that to the point it closes. That will = the duration of the port. There are formulas in the books that give the optimum opening point, and duration timing for each port. Things like overlap or stagger of the ports is also important. It all turns into the Phyisics of the 2t engine which is pretty cool to see why it all does what it does.
