Enter the Super Ghost 2.0: The 227cc Predator Killer Built for Real Performance

Why the Super Ghost 2.0 Wins in Real-World Performance

1. Better Off-Idle Performance & Low-Speed Clutch Engagement

Most recreational CVT/clutch setups(e.g., Juggernaut/Super 30 CVT)engage between 2000–2500 RPM. At this range, the stock Ghost 212 outperforms the original Super Ghost 223 (non-ported). The stock Ghost 212 doesn't have as much ignition timing, compression, or displacement, all of which could further improve torque. The reason it can still produce better low-speed torque than an engine that has all of those things and more is due to the camshaft profile, which has less duration and less overlap than the Banzai and, to some extent, the smaller PZ22 carburetor. 

Only when we port the Super Ghost 212 head do we see a slight improvement below 4,000 rpm. Ideally, we raise clutch engagement above 4000 RPM to benefit from the 223's powerband. For racers, this is expected and doesn't cause issues with performance. However, the recreational hot rodder or customer who wants more power off-idle for trails may find an issue with the original Super Ghost 223.

The Reaper cam in the 227cc solves this by delivering big torque below 3600 RPM, making it ideal for stock or low-stall setups without sacrificing the top-end.

2. Cylinder Head Flow & Velocity

There’s a common misunderstanding that bigger ports reduce low-end torque. ‘Velocity’ is a buzzword, and it gets thrown around a lot when it comes to cylinder heads. It is often used to criticize heads with high CFM numbers, which is a half-truth because it is only correct or wrong in context. Excellent engine building is more than one isolated part. 

We used the original Ducar Hemi Head on three of these tests, and each one performed differently based on the carburetor and camshaft used. The same head can produce three distinct results, ranging from a torquey low-speed setup to a power midrange setup. Power was increased with porting, and the top end was extended. 

Despite having larger valves and a significantly larger port volume, the CNC WC946-3 head on the 227cc made double the torque of the ported 223 at 3200 RPM — and outperformed all engines across most of the powerband.

This example shows that velocity isn’t just about port size, but also about cam timing, combustion efficiency, and airflow management.

3. Carburetors: PWK vs WC22

Overall, the new 227cc Super Ghost 2.0 outperforms all the previous versions of the engine from idle to well past 8000rpms. However, there is a slight dip between around 4200rpms, where the ported 223cc Super Ghost made a little more power between 3900-4600rpms. If we look at the air-fuel readings from many tests using our stage 3 kit, the WC22 runs between 11-12:1, and the PWK is closer to 12-13:1. We believe a little more jetting would pick up the torque. We experienced this on the Tillotson 225 carburetor shootout; the Tillotson FM22 ran very richly but made the most peak torque. If we add a little more pilot jet, we believe torque below peak torque will improve, especially in the 3900-4600rpms range. 

• The WC22 26mm Round Slide Carburetor (used on the 223 and in our stage 3 kits) flows around 85cfm.
• The PWK24 24mm D-Shape Carburetor flows ~107cfm 
  

The PWK has a slightly small bore, but the venturi is much bigger, allowing it to flow more air, and it matches the inlet of the CNC port very well, making it ideal for this setup. While both carburetors can achieve similar peak power numbers, it appears that the PWK may help the engine maintain power further after peak power. 

4. Camshaft Design: Reaper Jr.

The Reaper Jr. cam plays a critical role in shaping the Super Ghost 2.0’s torque curve:

• Low overlap - stronger vacuum at idle
• Delayed exhaust opening - more torque from combustion pressure
• Later intake valve closing – More Top End & Lower dynamic compression = reduced detonation risk on pump gas
  

While peak numbers are similar to the Banzai 265, the Reaper Jr. shines in low and mid-range torque, making the engine far more responsive for recreational or builds using stock engagement clutches and CVTs. We allow the cylinder head to carry the weight of making power out of the engine so the camshaft can be developed to give a powerband usable for virtually any application. 

5. Gearing & Practical Setup

So far, we’ve given you our reasoning and the dyno results behind our stage 4 setup when paired with a 227cc Super Ghost engine, but how does this work in the real world? In many cases, there is a lack of understanding when it comes to engine performance because we’re often marketed as peak power figures, and the one with the most is generally better. In the context of small engine performance, rpm holds as much weight or, in some cases, more than power and torque. The reason is that whatever your engine makes in power is multiplied by your gear ratio. The reason CVT is generally used is that it provides a varying range of ratios compared to a single-speed clutch. An engine turning more rpms can increase mph with the same gear ratio, increase torque with the same mph with a higher gear ratio, or somewhere in between. This is due to the mechanical advantage created by the difference in gear ratios. We can calculate the power output at the axle by multiplying our gear ratio by the engine's power output.

Let’s compare the Stage 3 Super Ghost 223 with the ported head to the new 227cc Super Ghost 2.0.

First, the original Super Ghost seems to be running into harmonics around 7000rpms, causing valve float, whereas the Super Ghost 2.0 ran up to 8800rpms with no problem. We need to see how the 227cc Ghost improves torque while maintaining the same mph and how much more mph we gain with the same gear ratio. 

Secondly, at 3200rpms, there is a big difference in torque, and we believe it's even greater around 2000-2500, where most stock recreational clutches engage. We want to see how much that difference increases from the difference in gear ratio. Red Beard uses mostly a 6:1 gear on his bikes with 19” tires.

• 223cc Super Ghost(Ported) at 6:1 gear ratio @ 7000 RPM on 19" tires = ~66 MPH

Peak Torque 13.64 ft-lbs x 6 = 81.84ft-lbs; Peak Horsepower 16.31 hp x 6 = 97.86hp, 

3200rpms Torque 3.40ft-lbs x 6 = 20.4ft-lbs, Horsepower 1.97hp x 6 = 11.82hp

• 227cc Super Ghost 2.0 @ 6:1 ratio @ 8800 RPM = ~83 MPH(17mph difference with the same gear ratio)

Peak Torque 14.39 ft-lbs x 6 = 86.34ft-lbs(+4.5); Peak Horsepower 16.76 hp hp x 6 = 100.56hp(+2.7), 

3200rpms Torque 6.29ft-lbs x 6 = 37.74ft-lbs(+17.34), Horsepower 3.87hp x 6 = 23.22hp(+11.4)

Chances are we’re not going to get to 83mph on a Trailmaster or Coleman mini bike, but the point is to show you what the difference could be and to understand you’ll want to change your gear ratio when you upgrade your engine. At the same gear ratio, the gap in power increases, especially at 3200rpms

• 227cc Super Ghost 2.0 @ 7.5:1 ratio @ 8800 RPM = ~66 MPH(approximately the same mph)

Peak Torque 14.39 ft-lbs x 7.5 = 107.93ft-lb(+26.09); Peak Horsepower 16.76 hp x 7.5 = 125.7hp(27.84), 

3200rpms Torque 6.29ft-lbs x 7.5 = 47.18ft-lbs(+26.78), Horsepower 3.87hp x 7.5 = 29.03hp(+17.21)

While the engine could turn as much as 8800rpms its not worth the wear and tear unless you are using it specifically for racing. The point is to demonstrate the significant difference in power that can be achieved with the additional rpm, which is substantial compared to the Ghost 223 with a ported head. We would suggest a mini bike with 19” tires to have a 6.5-7:1 gear ratio and keep the rpms below 7500 rpm.

We used the Super Ghost 223 with the ported head to give a close comparison for those who may be able to save a little on their own cylinder head. However, our experience is from the many that can’t port their cylinder heads and are looking for one to buy, which was the goal of our WC946-3 cylinder, and this combination. When compared to a standard Stage 3 kit and a non-ported head, the differences are even greater 

Conclusion: Super Ghost 2.0 Delivers Broader Powerband, Higher Peak Power & Real-World Gains

The 227cc Super Ghost 2.0 doesn’t just beat the 223 in peak numbers — it extends the powerband, improves low-end torque, and maintains power well beyond 8000 RPM. Whether you're drag racing, karting, or trail riding, this engine offers superior drivability and tunability.

Key Takeaways:

• More low-end torque than stock 212 or Super Ghost 223
• Peak torque occurs 300 RPM sooner, and peak power 200 RPM later
• Better match for CVTs and clutches engaging below 4000 RPM
• Improved gearing flexibility and higher RPM ceiling
  
  If we were to make simple suggestions to improve power further, add a jet size more to the pilot and deck the head .020-.040" or run a .009 head gasket. 

If you’re planning a serious Ghost 212-based build, the Super Ghost 2.0 is the benchmark for 2025.