I had an 05 yfz 450 board out to a 480 or some shit and it would always hit 90 on those cop traps. One of the fastest things I've ever owned. Raptors sit to tall for me. Long live the yfz450 and the trx700xx (sits way lower then the Raptor)
Curious because interested in custom making an engine that is able to preform. Used to make drawings of engines since I was a kid and coming home to my parents in 8th-9th grade explaining to them every component in both 4 strokes and 2 two strokes and how every little piece has it’s part blew them away. Heard story’s of people taking engines and welding and making things work it’s just beyond me. To start things a twin 400ex each with big bore and high stroke sounds cool but just timing would have to be together unless crankshaft lobes or whatever you wanna call them spin at different positions and just use same design but mirror timing chain and such to other side just finding room for the transmission to fit and fit tightly would be a hassle not to mention figuring out where and how to mount carburetors to where the intake isn’t restricted or crammed and airflow unless custom cylinders are made to be liquid cooled. Finding someone smart with machining is another thing
Putting aside motorcycle brands, would you choose a motorcycle that put's out 128 horsepower @ 12,000 rpms with 59 ft lbs of torque @ 9500 rpms and weighs 414 lbs (with a 765 cc engine) or would you choose a motorcycle that puts out 117 horsepower @ 10,000 rpms with 68.5 ft lbs of torque @ 7000 rpms and weighs 228 lbs (with an 890 cc engine)? The 765 cc engine is geared to be at 5,500 rpms @ 65 mph in top gear and the 890 cc engine is geared to be at 4,400 rpms @ 65 mph in top gear. Imagine that the both bikes would be loaded down with 235 lbs with rider and gear. Incidentally, the larger 890 cc is considerably more fuel efficient by at least 6 mpg. I love Triumph, by the way. As you can see on of these above is a Triumph.
See that's what I'm trying to do you have to have a driver's license to do that I'm trying to do that so I have transportation from Sparta to Lacrosse I was wondering if you have to have a driver's license register a quad for the street
Thank you, great video! This was a perfect tutorial. I have a 2015 and a 2017 700 and both have a 21 mm drain bolt. I would not have know about the drain in the oil tank or the oil filter without this video. Thank you again
I have an issue where before I ride, the oil levels are good but when it’s hot and I’ve been riding for a few hours I check the oil and the oil reservoir tank is almost full leading me to believe there is almost no oil in the engine. Is this normal? I’ve checked the return lines and they aren’t clogged. When I let it sit the oil level normalizes.
Yo tengo la Daytona del 2007 dorada, la compramos mi hermano y yo nueva , tiene 15k km, también tengo una tmax 500 2003 con 67k km. De la Daytona lo que menos me gusta es que no marque el nivel de combustible, la posición del acompañante no me importa porque nunca ha montado nadie en el 😂😂, es muy noble, fácil de conducir, con buenos bajos/medios y algo de altas. El seguro es barato respecto a cualquier R, aunque tenga igual o más cv, sólo le falta poner un two brother's y quicksifter 🤭
Please guide me, my father, I have a 125 ATV. Why does it happen that when I want to go straight, the ATV actually goes sideways, as a result it hits a trash can. what should I do sir? Kindly ask for tips
Upshift, downshift - no matrer if you feel rew sync/match when cut or up the trottle. P.s. many quic shifters cut the spark for few beats and thats enought to get torq off the transmission..
Ok I need help here I would like to do this but my 525 irs has a spring that adds constant pressure what do I do I've did so many adjustments and can't hit the sweet spot any advice?
Wish ATV's were street legal in my state. It's ridiculous that you can drive a golf cart at 15mph in a 35, but you can't drive an ATV at any speed anywhere on the road here. 😂
Thermal and Fluids Engineer here. I have to give props to Engine Ice's Marketing department. They are very good at misleading people into believing they have a better performing coolant, and are making millions off pure marketing and consumer ignorance. The cooling performance increase of engine ice vs regular coolant is just due to it being ~60% water, 40% Propylene glycol (PG), where normal coolants are 50/50 Ethylene Glycol (EG)/water. Water is a better coolant than both PG and EG, and pretty much any other liquid. So with these coolants, the higher the water concentration, the better the coolant mixture. Engine Ice is just a watered down coolant. A 40/60 mix of EG/water would actually be slightly better than 40/60 PG/water (Engine Ice). The boiling point of these coolant mixtures is only a few degrees above just water. That 256F they advertise is not at atmospheric pressure, where water boils at 212F, but instead this 256F is under pressure of a radiator cap, likely around 1 barG. Straight water at that pressure would have a boiling point of 250F (@ 30 psia), so really not much difference there, Tricked you! Equal mixtures of EG would have a slightly lower freezing point than PG mixtures, making them slightly better; or you could say, for the same freezing point, you could have a slightly greater water concentration using EG, and a better coolant. The biggest difference between EG and PG is the viscosity, where PG is higher viscosity (thicker), taking more energy to pump through the system, and providing a lower heat transfer coefficient than equal EG mixes. EG is also a non-polar molecule, which makes it slippery and a good lubricant, where PG is polar and not slippery. This is one reason PG mixes like engine ice became popular as they are polar molecules like water. When EG (non-polar) spills on the track, it is a slippery hazard, where PG will not be so slippery. For spill safety, some tracks only allowed PG, (or pure water) so people began to associate PG coolants like Engine Ice with: race tracks, racing, and high performance, when really it was only about slippery spills on the track, not anything to do with performance of the coolant, which is actually lower for the same mixture ratios. As far as Deionized (DI) water, that makes zero difference vs distilled. I have DI water systems for power supply coolants, and you have to constantly de-ionize the water by flowing it through DI resin beds, else it becomes regular ionized water within minutes. So that De-ionized water becomes ionized in no time, which is actually good because DI is also very corrosive as it steals ions from the piping walls/radiator etc. So the marketing of DI water in Engine Ice being a better water than other waters is just BS, they tricked you again! The real benefits of PG coolants like Engine Ice are 1.) It is non-toxic. 2.) Spills on the track with PG are less slippery than EG. But in every other way, EG and PG and quite indistinguishable, with EG having a slight advantage in freezing point, and a clear advantage (besides price) in viscosity, meaning lower pumping power, and higher heat transfer coefficient. I use full strength automotive EG, and mix it with distilled water myself to achieve the desired freeze protection I need, where 40/60 EG/water gets down to -10F, and 40/60 PG/water (Engine Ice) would only be around -7F. At operating temp, the EG mixture would have about 15% lower viscosity than the PG mix. EG is the way to go unless you care about toxicity or spill slipperiness, don't get tricked by the Engine Ice marketing.
