J.J.

I visit quite often, I have to agree with roosthrower here...

Old post, same problem Hope it helps you out.

You swapped the carbs???? Dude, that means you are obviously not aware of the choke tube, little black hose about 2 inches or so long that connects the two carbs.... One of the HQ members has allready edited this pic for educational purposes, thanks who ever you are...

Like Superchicken said, sounds lean. If your jetting is still stock with the K&N and no lid, then you're looking for trouble. Open up the carbs and see what size main jets you have in there.

I would recommend machining a mandrel with the same dimensions and taper as the end of the crank where the flywheel is located, leave a thread on the end of the mandrel, and a centering hole for tailstock support. To ensure everything stays true, do not remove the mandrel from the chuck once you've made the final cut. Attach the flywheel to the mandrel and then make your cuts on the circumference of the flywheel using the dimensions given in the previous thread. Remember to support your mandrel at the free end with the revolving centre in the tailstock. The purpose of this is to centre the flywheel using the crank taper as the reference point.

Dammit Meat, you know I'm broke, quit teasing me. It would be freakin awesome though... I think I'll save this thread to remind you of it, one day when I win the lotto, I'll be over there for sure. Seriously though, you locals guys should think about setting up a BHQ or TBZ team for the US version of the race.

Right femur & right radii. Going too fast in thick dust behind KX500 Could have been prevented by being ahead of the bastard...

Doug Eichner on a Banshee victorious for a record 6th time against stiff competition from all over the world. Here's the link to the official Pont de Vaux website.

All the time, I tell ya!

Old post, same subject... No clutch, direct coupling

Me too, mine was a bitch to kick

We drag a piece of railway track behind the truck.

Plenty more vids like that at www.fastdrive.org.

Jinx, we run a combination of oil filters and centrifuging. The oil filter is a Boll+Kirch auto backflushing filter and we run two of them in parallel. The physical dimensions are not impressive, however, the way it works is quite neat. It uses a mesh size of 50 microns to filter the oil, and with clever design the total filter surface area is 66240cm2. There are 11 indentical filter chambers, each one has 18 filter "candles" in it. (Imagine the chamber on a revolver) One chamber is online all the time, a clever little device measures the pressure drop across the filter as it chokes up, once it reaches a certain level (0.6bar), the chambers are rotated so the next one is in line. The filter that was online previously now gets washed (or backflushed) by clean oil from the oil flow. The impurities from the back flushing then end up in another filter which can be removed and cleaned. Typically the filter is opened up once every 6 months and washed manually if required. In addition to the above, we also run a centrifuge which removes impurities and water from the oil. Imagine a spin drier, it spins so fast that the water is flung to the outside due to the centrifugal force. Similiarly, because the specific gravity of the oil is much lower when heated then that of the impurities and water, the oil can easily be seperated. We also analyze the oil weekly and send samples to the manufacturer to see if we are keeping up with the cleaning.

Yeah, you're correct, it clips on to the battery cover which is held on by the little T-bar thingy. Thanks for the link to the imsproducts site, those are pretty cool! To be honest, so far I haven't had a problem with that clamping arrangement and most of the time it's mounted to the quad or the mountain bike. Touch wood.

turbodohc20, welcome to the HQ, I'm sure you'll find all the info you need right here. Backfiring is usually (not always) caused by a lean condition, either too small a main jet or an airleak. Search for an airleak from the air filter to the engine. This could be where the filter connects to the airbox, the carb boots, the carb tops, the little black choke tube between the carbs, the intake boots, the crossover or balance tube (boost bottle if you have one) the reedcage gaskets etc. As for the jetting, can't say at this stage, we need as much info about your bike mods as possible to make an educated guess if the propblem is jetting related. Example: Type of exhaust system, airfilter, airbox with lid or without. Also try to give an estimate of your elevation. I wouldn't bother about the timing light for now. Let us know the above, and I'm sure someone will get you sorted!

Best wishes, hope you have a great day. (You seem very mature for a 14 year old)

amazon .com $14

Now I know how you guys made PRO status so quickly

Still a nice looking bike, regardless. What's the deal with the headlight cover, first time that I've noticed it.

Pick-up coil gapped correctly? Can't remember the actual measurement, I'm at work right now. Take a read through BenBB's electrical FAQ.

Don't get me started on ship's engines, I find it hard to stop rambling once I start Since you asked, there are 2 systems of oil lubrication in these large 2-strokes. First you have to understand that these engines use a crosshead between the connecting rod and the piston rod. The piston rod is rigidly bolted to the piston and is basically a round section rod, slightly longer than the stroke. The other end of the piston rod is bolted to a crosshead arrangement, this is a pin that runs in the top bearing of the connecting rod and is guided by slippers to be able to move vertically only. If you take a look at the gif in my sig, you might get what I'm trying to say. The crosshead has 3 obvious functions; 1) The side loads normally experienced on piston skirts are negated by the crosshead slippers which slide up and down in the engine frame. This yields very low cylinder liner wear as you can imagine. 2)The 2nd function is that because the piston rod is moving vertically only, it is quite easy to seal the under piston space from the crankcase by a stuffing box (type of a gland). Since the huge volume of the crankcase is now sealed from the scavenge air (boost air from the turbos), we have now effectively stuffed the cases. 3) The 3rd function is that because the under piston space is sealed from the crankcase, the products of combustion do not pollute the crankcase oil, and oil consumption is very low. So on the engines I'm working on, the crankcase will have about 40 000 litres with the dipstick at full... This is run of the mill engine oil. Now you might ask what lubricates the piston rings and liner... A totally different oil is injected into the cylinder at various radial positions, slightly below the position of the lowest ring at TDC. The injection of this oil is computer controlled and will automatically be compensated for various load conditions. The injection parameters can also be varied to compensate for fuel with a high sulphur content, or for running in of new piston and rings for example. This oil goes up in smoke at the rate of about 1200 to 1500 litres per day depending on sea conditions and power output. As for the little trip to China, (short hop from where I am now), I feel like a 4year old going to Disneyland

Not really a perk, but our lube oil supplier has invited me for an all expenses trip to Shanghai for the Chinese F1 Grand Prix. I know that traditionally you guys in the U.S. aren't very keen on F1, but I thought I'd share anyways as I'm real excited. Now if only someone would invite me for an all expenses trip to Silverfest.....

ratemycameltoe.com just kidding, for loads of car movies and pics with daily updates I normally visit www.fastdrive.org once a day. Some good (and crap) movies, Ferrari vs Viper, Viper vs Vette C5, etc.