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Old 12-05-2012, 07:00 PM   #49726
mendoteach
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Location: Mendocino, NorCal
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Quote:
Originally Posted by Sierra Thumper View Post
In my latest cycle mag, they did a review on the Honda crf-250l, along with the Husky Terra 650. The 250 weighed over 320lbs wet, the Terra 408 wet (claimed), Our 650L's weigh 346 wet, and with some simple lightening mods I've gotten mine down another 20 or so lbs...which puts it VERY close to the 250. Even the KTM's have put weight on over the years It seems like most all the big-bore dual sport thumpers are making a mad dash for the 400+lb range and beyond......
That really seems to be the opposite of what alot of us would like out of a street-legal dirt bike.
Are the manufacturers missing the customers needs in this area, or are us guys who'd like a dirt bike that is actually light enough to be fun in the dirt the minority anymore?

Its sad when the 250 class is now weighing close to a slightly lightened XR650L, and substantially more than a dual-sported XR650R

I'm not suprised there's so many guys riding crf-230l's, xt225's, tw200's etc, with the way the 250 and big-bore dual-sports are packing on the weight.....like a weight-watcher who's fallen off the wagon
I guess big bore torque/hp and light weight don't play well together anymore .....and its starting to seem the same can be said about the 250 class as well

I can't wait to see what kind of heavyweight Honda replaces the xrl with........if the crf-250L is any indication, its going to be a real porker..........

With this type of trend developing, I think I'll just lighten up my xrl some more, put on some USD forks, and let CW do his mega-motor magic on my motor when its rebuild time
In the case of the CRF inexpensive=heavy. Many of the bikes put on a lot of pork with the things necessary to pass smog and be road legal.
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Old 12-05-2012, 07:05 PM   #49727
MentalGuru
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Originally Posted by wyoxr View Post
No not yet, I tore the donor bike apart this summer then I ran into a little snag

Today was the first time I've rode since the middle of August

I blew my ankle and had greenstick tibia fracture about 3" long. I still have 2 screws in my ankle they wanted removed. I need to find out if they still can.

Glad you're back, how was your ride?

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Old 12-05-2012, 08:49 PM   #49728
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Thanks Mental, the ride was good. The vibes at the footpegs weren't as bad as I thought they would be, I only rode 20 miles though.
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Old 12-05-2012, 09:14 PM   #49729
KyoXR
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New necessary "farkle":




I put anti-seize on the threads and foam tape between the skid plate and the frame to try to minimize sound transference,
the skid plate with mounting hardware is approximately 1.5lbs more then the stock crash bars w/bolts and nut.
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Old 12-05-2012, 09:17 PM   #49730
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Quote:
Originally Posted by KyoXR View Post
New necessary "farkle":



I put anti-seize on the threads and foam tape between the skid plate and the frame to try to minimize sound transference,
the skid plate with mounting hardware is approximately 1.5lbs more then the stock crash bars w/bolts and nut.
I am very impressed by your attention to the farkles (and not the tibia recovery...). Scares me just to look at the X-ray.

I seem to recall somebody recently compiled a before/after weight gain & loss thread, after installing farkles/upgrades. This bash plate only add 1.5-lbs. (compared to stock pipes)? That's not bad at all.
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Old 12-05-2012, 09:42 PM   #49731
Ulyses
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Update on Justin

A quick update on Justin:


Two days after surgery, he is starting to feel a little bit better. He will probably have to have another surgery when he gets back to the states to repair his ACL and other knee ligaments. We've had lots of arguments with the nurses on how much pain medication he needs, but after a little gesturing and the use of the words "mucho dolor", they usually get the picture.


Kurt and Corey, the two canadians that we had been riding with in Semuc Champey raced to the Hospital as soon as they heard what happened. Today, Mario and Stan, both ADV riders showed up and helped us truck Justin's bike to elsalvadorklr's mom's house. A little later, jdowns showed up, and the party was on! We figured that giving him some beer and injecting some of that special KTM oil into his IV might speed up his recovery.....





But seriously, there has been a huge outpouring of support from the rider community in general. People are coming out of the woodwork to help Justin, and it is amazing! From the bottom of my heart, thank you to everyone!

Here's Mario and Stan with Justin today:





And here is Corey, John (jdowns), and Kurt with Justin:





Some of Justin's family flew into San Salvador tonight and should be here at the hospital in the morning. Thanks again to everyone, the donations and support have been pouring in! It's good to know that riders will gladly take care of their own!
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Old 12-05-2012, 11:10 PM   #49732
kenny61
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I hate to be a little bitch but I been busy..someone got a link to the donations place?
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Old 12-06-2012, 12:06 AM   #49733
Ben99r1
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Quote:
Originally Posted by KyoXR View Post
New necessary "farkle":




I put anti-seize on the threads and foam tape between the skid plate and the frame to try to minimize sound transference,
the skid plate with mounting hardware is approximately 1.5lbs more then the stock crash bars w/bolts and nut.
I would suggest blue loctite. Those bolts will come loose with the anti seize.
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Old 12-06-2012, 02:26 AM   #49734
KyoXR
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Quote:
Originally Posted by Ben99r1 View Post
I would suggest blue loctite. Those bolts will come loose with the anti seize.
I also thought of that but the clamps use "Prevailing torque type lock nuts" and the instructions say to use oil, or better yet anti-seize, none the less I am carrying a T40 bit in my bag and will be consistently checking them.



Oh, Crap! I read the instructions...
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Old 12-06-2012, 04:31 AM   #49735
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Quote:
Originally Posted by kenny61 View Post
I hate to be a little bitch but I been busy..someone got a link to the donations place?

https://www.paypal.com/us/cgi-bin/we...72c947f193f8fd
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Old 12-06-2012, 06:39 AM   #49736
AZ TOM
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[QUOTE=KyoXR;20187867]New necessary "farkle":



Coverage really lacking on the L plate. Some have used the XRR plate with a little modding. Lots more coverage. Will be my next investment.
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Old 12-06-2012, 07:04 AM   #49737
Schultz!
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Valve to piston clearance

Question for the motor gurus, just got done claying the piston and I'm getting .100 on the intake and .080 on the exhaust using a head/base gasket and zero valve lash for a semi accurate condition.

Question is is that adequate clearance? Tried looking up the spec or rule of thumb but the inter web doesn't seem to have the answer.

The car guys(V8 crowd) like .80 intake and .100 exhaust as the closest tolerance

In a Jixxer forum I found .050 intake and .080 cited as acceptable

Funny thing is in my mind even with a overhead cam the valve train is more resembling the small block due to the large mass of the rocker asy, were the Jixxer will have a cam bucket or just a small cam follower instead of the massive rocker asy.

Any advise would be greatly appreciated!



Piston is a 10.5 JE slug and the cam is a megacycle 173-x12
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Old 12-06-2012, 07:17 AM   #49738
MentalGuru
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Quote:
Originally Posted by Schultz! View Post
Question for the motor gurus, just got done claying the piston and I'm getting .100 on the intake and .080 on the exhaust using a head/base gasket and zero valve lash for a semi accurate condition.

Question is is that adequate clearance? Tried looking up the spec or rule of thumb but the inter web doesn't seem to have the answer.

The car guys(V8 crowd) like .80 intake and .100 exhaust as the closest tolerance

Piston is a 10.5 JE slug and the cam is a megacycle 173-x12
I like .100 intake and .120 exhaust clearance for general use. If it was more of a race style build .080 and .100 would be my min amount.

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Old 12-06-2012, 07:29 AM   #49739
fritzcoinc
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Joined: Apr 2008
Location: Cypress, Tx
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Quote:
Originally Posted by Schultz! View Post
Question for the motor gurus, just got done claying the piston and I'm getting .100 on the intake and .080 on the exhaust using a head/base gasket and zero valve lash for a semi accurate condition.

Question is is that adequate clearance? Tried looking up the spec or rule of thumb but the inter web doesn't seem to have the answer.

The car guys(V8 crowd) like .80 intake and .100 exhaust as the closest tolerance

In a Jixxer forum I found .050 intake and .080 cited as acceptable

Funny thing is in my mind even with a overhead cam the valve train is more resembling the small block due to the large mass of the rocker asy, were the Jixxer will have a cam bucket or just a small cam follower instead of the massive rocker asy.

Any advise would be greatly appreciated!



Piston is a 10.5 JE slug and the cam is a megacycle 173-x12
Maybe you are saying you did it this way, I'm not sure. The way to be 100% sure you have sufficent clearance is to disconnect the cam chain, set the valves open at the maximum lift, then crank the piston around. Or with the piston at TDC, use a dial indicator to measure the valve opening till they hit the piston ( measurement minus lift is clearance ). You can have zero, or close to it, clrearance between the valve and piston, this would yield highest compression available because the valve clearance recess in the piston is smallest ( if needed ), but in that case NOTHING can go wrong with the valve timming and no carbon build up either. The safest thing is to have enough valve to piston clearance so that the valves can be open at the max lift and the piston can clear them. I am sure JE gave the piston sufficent clearance, whatever that measures to be. Email them, I have before, they were happy to help.
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fritzcoinc screwed with this post 12-06-2012 at 07:43 AM
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Old 12-06-2012, 08:07 AM   #49740
kenny61
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Quote:
Originally Posted by MentalGuru View Post
Thank you
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