Definitely one of the biggest hits at the recent Indy show was the SixSixOne Guardian…a prototype of a new style protector that combines neck and body protection in one unit. SixSixOne will be developing this over the next several months, and we stopped by their offices to check it out with their new Marketing Director, Erick “Big E” Bartoldus.

Click play to check out the video below.

Permalink

0

Click to Select:

Click the image for a larger version.

One of the reasons that teams get a little squirmy about having too many prying eyes at their test tracks during the off-season is that they run through quite a few different parts, whether it’s at the request of a current sponsor, or to try out something completely new from a competitive brand.

While poking around at one of the private Supercross tracks, we came across a team that was busy testing a new Easton handlebar with an even larger clamp diameter (35mm) than the current crop of oversized bars. The material is a proprietary Easton blend of aluminum, and the bars are constructed with their familiar Taperwall technology. (For those of you too young to remember, Easton had been involved in motocross, working with Pro Taper on their bars, but more recently their two-wheeled involvement has been restricted to mountain and road bikes.)

Of course, a bar this large requires a different set of bar clamps, which you can also see in the photo above, but they also created the very unique pad arrangement that holds securely over the clamps, even without the use of additional fasteners. As a final touch, they’ve also created their own grips.

The word we get is that these will be launching in Spring ’08, but you can look for a more thorough review sooner than that.

Permalink

0

Click to Select:

Click the following link to check out a video of the 2008 Suzuki RM-Z250 in action.

It was rather interesting watching Michael Lapaglia climb aboard the new 2008 Suzuki RM-Z at Perris Raceway last week. The last time he’d ridden the yellow bikes, it was in 2006, back when they were still running steel frames, while everything else in the class had switched to aluminum. In the time between then and now, Michael had spent a couple years racing Yamahas, but after just a couple laps aboard the new bike, it looked like he’d found a happy home, which was good news…he’ll be back on Suzukis for the ’08 season.

So what are the changes for ’08 on the RM-Z250? Here’s a bit of the list.

Frame and Suspension

The twin-spar aluminum chassis has undergone a few changes designed to add in a bit of flex. Throughout the history of aluminum motocross frames, that’s been a pretty common theme among all the brands. The first year or so out of the gate, they’ve been a bit overly stiff, and as the engineers learn more about the durability and ride characteristics of the material, they often soften them up. That translates into less harsh shocks and reduced vibration being transmitted to the rider, as well as a bike that’s not so easily deflected over bumps and in corners.

The front and rear Showa suspension was stiffened a bit this year, though the spring rates remain the same. They also got a bit of cosmetic upgrades, with a new hard anodized look to the caps and adjusters.

Engine

The Suzuki engineers were looking to boost the mid-to-top power on the RM-Z250, and while it still retains the bulk of the four-valve design, they dropped a few changes into the quarter-liter four-stroke mill. That includes bat wing style air guide plates in the Keihin carb, along with narrowing of the left side of the exhaust port. They also changed the combustion chamber design for additional efficiency.

Cosmetics and Miscellaneous Changes

Race team-inspired changes include a gold-colored chain and axle blocks, and wave rotors on both the front and rear disks. The hot start lever was also moved to the right side handlebar at Ricky Carmichael’s request, since he wanted to clean up the left side of the bars and make for easier clutch adjustments.

The engine also received a modded piston profile, changes to the head’s combustion chamber design, and changes to the perforated core of the muffler’s internals.

Handling and Performance

Asking a pro to evaluate the power of a stock 250F is sort of a fruitless pursuit, since they’re always looking for more. And while the Suzuki may not be the horsepower king of the class, it was easy to see that there was plenty of power on tap, even on the fastest sections of the course, like where Michael was lofting the front wheel in the middle of a fast straightaway to pick his way through one particularly rutted section.

But what seemed to impress him the most was the handling of the Suzuki, since it required little effort to hit whatever line he wanted, and carving corners was a breeze. He was also impressed with the performance of the stock suspension, and other than setting the sag before heading out onto the track, he never messed with any of the available settings. In fact, the only thing that seemed to slow him down was a flat rear tire that brought his time on the bike to a premature end.

You can check out more extensive comments by Michael on the bike's performance (along with some explanation on the changes to the 2008 model by Suzuki’s Kobi Iseri) by clicking the video link at the top of the page.

2008 Suzuki RM-Z250 Specifications

Engine:	249cc, two-stroke, single cylinder, liquid cooled, AETC, piston reed
Bore Stroke:	66.4 x 72.0mm
Compression Ratio:	8.6:1/10.4:1
Fuel System:	KeihinT PWK38S
Lubrication:	Premix
Ignition:	Digital CDI
Transmission:	5-speed
Final Drive:	#520 chain
Overall Length:	2170mm (85.4 in.)
Overall Width:	830mm (33.1 in.)
Overall Height:	1280mm (50.4 in.)
Seat Height:	950mm (37.4 in.)
Ground Clearance:	350mm (13.8 in.)
Wheelbase:	1465mm (57.7 in.)
Dry Weight:	96kg (212 lbs.)
Suspension Front:	Telescopic, 22 compression & 20 rebound settings, 12.2 inches (310mm) of wheel travel
Suspension Rear:	Link-type, spring preload fully-adjustable, 4 high-speed, 16 low-speed compression settings, 19 rebound settings 12.2 inches (310mm) of wheel travel
Brakes Front:	Single hydraulic disc
Brakes Rear:	Single hydraulic disc
Tires Front:	80/100-21 51M
Tires Rear:	110/90-19 62M
Fuel Tank Capacity:	8.0 liter (2.1 gal.)
Color:	Yellow

More info: www.suzukicycles.com

Permalink

0

Click to Select:

Michael Lapaglia has been racing Yamaha YZ450s during the outdoor season, and you can click the following link to see and hear Michael's impressions on the new 2008 Yamaha YZ450F. Click the following link for a Photo Gallery of action and detail shots of the 2008 Yamaha YZ450F.

As you probably already know, Grant Langston just wrapped up the 2007 AMA Motocross Championship with an impressive run in the last half of the season. Early in the title chase (with the exception of a third overall at Southwick), his overall results were in the 5th, 6th, and 7th-place range. Of course, there were also Ricky Carmichael and a healthy James Stewart to contend with. But suddenly, around Washougal, things rapidly turned around for the South African transplant. He’d have scored the overall in Washington, except for Kevin Windham giving up a spot to Timmy Ferry on the last lap when he mistook the white flag for the checkers. Grant then also scored a second at Millville (behind Ricky Carmichael, who was riding his last National of ’07), and after that reeled off three successive wins at Steel City, Freestone, and Glen Helen to cap the year. Sure, he saw the opportunity to take a title and that provided some extra motivation, but he was also quick to credit a switch to an ’08 Yamaha YZ450F, and its improved handling and cornering habits for quite a bit of the boost in his results.

So what are the differences between the two? A lot of the change is in the frame, which has modified ribs in the pivot bracket area, along with a 5mm shorter steering head, and redesigned triple clamps…all with an eye toward allowing more flex. Shorter fork tubes also allow more flexibility, and that combination translates into a bike that doesn’t try to stand up and settles into the corners much better than previous Yamahas.

Riders might assume that a stiffer chassis would translate into better handling capabilities, but that’s not always the case, according to Yamaha’s Tim Olson. “In a perfect world, on asphalt, great. But when you throw in absorbing takeoffs, landings, braking bumps, acceleration bumps, rocks and everything else, and the bike needs to give so that it can continue going in a straight line and not deflect. All stiffness does is make it deflect.”

While the head tube was shortened 5mm, the bar clamps were raised a nearly equal amount (4mm) to maintain the same rider ergonomics. The footpegs have gotten wider, though, by 10mm, and lowered by 5mm.

The Powerplant

Compared to the ’06 horsepower monster, the new engine might be considered a bit tame in comparison, but the goal here was to make it much easier to ride. This was achieved through a variety of components, including new cams, CDI and carb settings, and a straightened intake port for improved throttle response in the low-to-mid ranges.

Immediately noticeable when looking over the bike is the fact that the silencer is a full six inches shorter than the previous one, which also trims a half-pound of ugly fat from the bike. It also uses a series of tapered and perforated internal cones to keep noise down to the AMA Pro limits. It also uses a high-heat-resistant long-strand glass wool fiber material which is said to last longer, and replacement kits are packed in a polypro bag designed to be easier and less messy, since the bag can be stuffed in the silencer as well, where it will burn off.

The new silencer is mated to an equally fresh oversize headpipe. Where last year’s pipe stepped from 41.3 to 45mm halfway through its length, the new pipe jumps to that dimension immediately after leaving the exhaust port opening.

Check the video for Michael’s comments on the engine (he linked it). Of course, if you prefer a real horsepower beast, there’s no shortage of options for companies to help you build the monster engine of your dreams.

The engine plugs in the ignition cover have changed from plastic to aluminum for improved appearance and durability, while the side covers on the engine are now black.

The Suspension

You’ll find the usual titanium spring wrapped around the rear shock, while a new linkage ratio provides three percent more leverage at the beginning of the stroke for a softer feel, and six percent less leverage at the end of the stroke for a boost in stiffness. It also results in improved rear traction and bump/jump absorption, and less hop.

Up front, the previously mentioned new lower triple clamp has an H-section shape, with revised rigidity. The fork’s piston has a new shape for smoother action, while at the bottom end, you’ll find new, more compact axle brackets, and a shorter axle for reduced weight. Add in a new fork protector that’s lighter and has a new mounting bolt patter, and a different look, and you’re pretty much wrapped up.

Miscellaneous

A bunch of smaller bits and pieces combine to trim a claimed two pounds from the bike, including goodies like a smaller front caliper (from the 250F), and the previously mentioned diet that the silencer went on.

Be sure to check the video (see the link above) for Michael Lapaglia’s impressions of the new bike. But we can tell you this…based on urging from Grant Langston, Michael had picked up his own ’08 to finish out the season on before trying out our bike. Based on that ride, he was a happy camper, and looking forward to finishing the season on the big thumper. Yamaha has definitely big strides forward this year in the handling department, and a 100 percent improvement in outdoor titles won department.

Permalink

0

Click to Select:

In 1975, the RM (racing machine) was introduced to the world, and the year 2008 brings us the last of the RM250 two-strokes.  In most situations this article would be a first impression ride, but sadly this is our last introductory ride on the quarter liter machine, thus being our "last impression." What has becoming commonplace among the manufacturers is the ceasing of production of the two-stroke. With Suzuki now a part of the group stopping the production of the RM250, it is just another nail in the coffin for the two-stroke. 

Vital MX invited pro Turbo Reif to come out and give the Suzuki one last test for us, and he was not disappointed. Was he disappointed that another two stroke machine is being put to rest?  Yes he was.  Was he disappointed in what the RM250 is still capable of?  No, he was not.  At the track, it was very easy to hear the familiar "braap" as Turbo put the bike through its paces, and it will be a sound that will be dearly missed by many.  If you want to hear the sweet sounds of a two-stroke and also see it on video, ridden the way the way it was meant to, click here for one more trip down memory lane.

What is new to the bike this year?  Well, what would a new bike be without “Bold New Graphics!”  This year the bike also comes with Renthal aluminum tapered handlebars and a Renthal bar pad.   Below you will find a breakdown of all of the other RM250 features.

Engine Features

249cc, 2-stroke, liquid-cooled engine with a bore and stroke of 66.4mm x 72.0mm provides crisp, responsive power.

Aluminum cylinder core features Suzuki Composite Electrochemical Material (SCEM) for better heat dissipation, improving durability and weight savings

Electric CDI is efficient and increases power output at lower rpm ranges..

Chassis Features

Strong and lightweight frame and easy-to-remove aluminum rear subframe improve rigidity and performance on the racetrack.

SHOWA inverted 47mm front forks provide 310mm (12.3 inches) of front wheel travel. With fully adjustable for compression damping, rebound damping and spring preload to suit variety of riders.

Piggyback-reservoir rear shock absorber is fully adjustable for high, low, rebound damping and spring preload SHOWA unit that offers 310mm (12.2 inches) of wheel travel.

Renthal aluminum tapered handlebars with Renthal handlebar pad reduce vibration reaching to the rider.

Each side of the seat has textured surface for better knee gripping

Full-floating front disc brake works with dual-piston caliper and rear disc brake with single-piston caliper

Permalink

0

Click to Select:

Click the following links for: Video of Andy Bakken riding the 2008 Yamaha YZ250F. Video of Yamaha's Tim Olson talking through the new features on the 2008 Yamaha YZ250F. Full specs on the 2008 Yamaha YZ250F. A photo gallery of images of the 2008 Yamaha YZ250F.

Are you ready to start new bike shopping? The 2008 Yamaha YZ250Fs are landing in Yamaha dealerships very soon, and Yamaha recently invited us out to take a look at their newest quarter-liter four-stroke motocrosser. Let’s dig in and see what’s new.

Powerplant

The five-valve dual overhead cam engine gets a new piston that provides a boost in compression from 12.5:1 to 13.5:1. The piston skirt width has been decreased to reduce weight and friction, while boosting power.

The settings of the Keihin FCR flat-slide carburetor have also changed, and a double-taper needle replaces the single-taper needle used on the ’07. Also, the fuel screw has been richened a half-turn (from 1 7/8 to 2 3/8 turns out). A change in CDI advance timing complements the piston and carb changes.

The clutch also receives some rerouting of the oil supply, and also a boost in the volume sent to the friction plates. The plates themselves are also now use one style of fiber pack, rather than the two types of plates used in ’07. Also, the pattern has changed, and they’re said to boost both durability and allow for easier maintenance.

The tolerances in the primary drive and balancer gears were tightened in an effort to reduce backlash, which should reduce a bit of the noise coming from the engine itself.

A couple cosmetic-only changes include the magnesium cylinder head cover changed to silver. The ignition, clutch, and oil filter covers also changed, from silver to matte black.

Chassis and Components

The aluminum frame stays largely unchanged this time around, but there are still plenty of goodies you’ve come to expect, like the titanium shock spring and header pipe, Excel rims and ProTaper bars.

A big change for this year’s 250F is the swap from Dunlops to a Bridgestone M403 front, and M404 rear.

The lower triple clamp has been redesigned in an H-pattern, where material has been removed from both the top and bottom of the clamp, rather than just from the bottom. Yamaha claims that this offers a different rigidity balance, and a more even clamping surface for improved rider comfort.

There’s a new shock linkage with three percent more leverage in the beginning of the stroke, and six percent less at the end of the stroke for increased traction and a plusher feel, as well as lower (5mm) and wider (10mm) footpegs for added comfort.

In the shock there’s an enlarged compression valve port, for added plushness, as well as better damping characteristics. The rate of the shock spring has also been bumped up quite a bit, from 4.9 kg/mm, to .3 kg/mm.

Up front, the fork now uses a .45 kg/mm spring, rather than the .43 kg/mm springs used last year.

New lighter fork guards are found on all the big-bike models (YZ125, YZ250, YZ250F, and YZ450F). They provide 130 grams of weight trimming.

That same group of bikes also shares a new (you guessed it, lighter) front axle bracket. And a four-millimeter shorter upper fork tube.

Want some pedal minutia? The shift lever has been lowered 5mm, so that the center of the lever matches the level of the footpeg. Also, the brake pedal has been moved in 14mm, so that it’s less susceptible to snagging on trackside items, or any errant riders that you happen to be flying past.

Last year’s YZ250F front brake is now also being shared by the YZ125, YZ250 and YZ450F, for 300 grams (.661 pound, for those of you who don’t speak metric) of weight savings. Those same four bikes also take advantage of a newly repositioned front brake lever. The lever reach has been adjusted for riders who like to run their levers higher, and the reach is also 9mm further out than in the past.

On The Track

For photos and video, we enlisted the help of Andy Bakken, who already spends plenty of time on highly-modified Yamahas YZFs, hanging with the Motoworld Yamaha squad. He hadn’t been on a stocker in quite a while…probably since he’d picked up his ‘07s.

Overall, he seemed impressed with the modest power boost for this year, and was definitely psyched by the switch from Dunlops to Bridgestones (though he didn’t feel quite as comfortable in the corners with the new M403 front sneaker due to the sandy conditions found at Competitive Edge). He also seemed to get along fine with the stock suspension, though he’s had enough of a taste of the highly-tuned aftermarket stuff that he already had some changes in mind for the stockers.

You can check out the video of him in action by clicking the link at the top of the article. There’s also a separate video with Yamaha’s Tim Olson, who runs though some of the changes.

Some years are revolutionary, like in 2001, when Yamaha was the first to introduce a competitive four-stroke into the (then) 125 class. This year’s definitely an evolutionary year for Yamaha’s 250F, but the refinements seem to make an already solid package even better.

{mosimage}If you want to talk about anything you've read, seen or watched in here, you can do it in the Vital MX Forums.

Permalink

0

Click to Select:

The Ride Engineering Front and Rear Wheel Spacers have a lipped edge to help keep them attached to the wheel when it is being removed or installed back on the bike.

How many times have you taken off one of your wheels only to see one or both of the spacers fly off into the area of your garage that  resembles the Twilight Zone? You know the place, it’s the region where things seemingly disappear forever! Even worse is when you’re ready to reinstall the wheel, and have it all lined up and the disc is in between the pads, and you’re relying on nothing more than some grease and seal friction and a prayer to prevent them from taking flight once again.

Fortunately, our buddy Adrian over at Ride Engineering has developed a product that helps to alleviate this problem. The Ride Engineering Wheel Spacers have a flange on the inner edge that helps to lock them into the seals. Installation isn’t much tougher than finessing them past the dust seals, which then do a much better job of holding them in place than the stockers. Can you still knock them out of place? Yes, but they definitely make the process of changing a wheel easier, or at the very least, less aggravating for those of us who don’t change wheels for a living.

To boost the bling factor, all the spacers are available in colors to match Yamahas (blue), Hondas (red) or Kawasakis (green), as well as red for each brand. Suggested retail is $31.95 per pair, front or rear.

Are these a must-have mod? Not really, but they do a solid job of reducing one big headache of bike maintenance, and that automatically moves them ahead of plenty of pretty-but-otherwise-non-performance-enhancing accessories on the market.

For more information regarding Ride Engineering Products, you can go to:
www.ride-engineering.com

Permalink

0

Click to Select:

2008 Suzuki RM-Z450.

Features

New Engine

• Electronic Fuel Injection offers better roll on power and improved low-to-mid range power. KEIHIN throttle body specifically designed for motocross. Fuel is delivered via an internal fuel pump and is a battery-less system.
• KEIHIN fuel pump located inside the fuel tank provides stable pressure delivery to operate the fuel injection system.
• 5-Speed Transmission makes the RM-Z450 more versatile for various terrains and features an all new link type shifting mechanism.
• Intake port angle and cam timing are revised and result in reduced intake resistance and heightened intake efficiency.
• Exhaust port and cam timing are designed to regulate exhaust pulses for maximum engine performance.
• Redesigned combustion chamber for better power output and improved low-to-mid range response. Narrower intake and exhaust valve angle guides along with increased squish areas improve air/fuel mixing and faster flame-propagation speed when mixture ignites.
• Flywheel inertia increased to produce a smoother revving engine and improve overall acceleration feel.
• Battery-less fuel injection system features a single-phase allcharging system with which the magneto supplies all of the necessary power.
• 18-pin magneto V-rotor senses feedback on crankshaft position, rotation speed and stroke which is fed back to the ECU to calculate optimum injection and ignition timings.
• Semi-dry-sump lubrication system features separate oil chambers for the transmission and crankshaft using the transmission as the oil sump, allowing low crankshaft placement, reduced engine height and a low center of gravity

New Chassis

• All-new frame is lighter and has improved rigidity balance for incredibly agile handling and unmatched performance over bumps.
• New aluminum fuel tank houses a KEIHIN fuel pump for optimum performance and a factory bike look.
• Slim riding position opens up the cockpit for additional room to allow the rider to actively take control of the machine.
• Showa cartridge-style front fork is fully adjustable for rebound, compression and preload settings and designed for reduced weight and improved shock absorption.
• Showa rear shock absorber with a newly designed damper case and modified internal structure for a better controlled feel and increased bottoming resistance.
• Redesigned swingarm. Thinner wall thickness swingarm to reduce weight and improve terrain-traversing performance over bumps.
• Hot start lever is relocated to the right hand side of the handlebar for easy operation while holding the clutch.
• Front number plate design helps guide fresh air to the radiators for better cooling performance.
• Front fender incorporates a sloped-down shape to efficiently guide wind to the front number plate air ducts for improved cooling performance. Rear fender incorporates air intakes on both sides for heighten intake efficiency while tying in a fresh new look.
• New 2-tone molded-plastic radiator shrouds give the RM-Z450 a slim feel and stylish look for 2008 while also complimenting an all-new graphics design and color way. Redesigned outer louver plates offer better cooling performance by improving airflow to the radiators.
• Race inspired wave-rotors provide better cooling performance and increased mud deflection in muddy conditions.
• Newly designed pegs include increased clearance between the mounting bracket and footrest to prevent mud from caking up.
• Gold-colored chain and axle blocks give a full factory look.

Specifications

Engine: 449cc, 4-stroke, single-cylinder, liquid cooled, DOHC, 4-valve*
Bore & Stroke: 96.0mm x 62.1mm*
Compression Ratio: .12.8:1*
Carburetor: .Electronic Fuel Injection*
Lubrication: Semi-dry sump*
Ignition: Digital AC-CDI*
Starter: Kick*
Transmission: .5-speed*
Final Drive: #520 chain*
Overall Length: .2185mm (86.0 in)*
Overall Width: .830mm (32.7 in)*
Overall Height: .1260mm (50.0 in)*
Seat Height: 955mm (37.6 in)*
Ground Clearance: 350mm (13.8 in)*
Wheelbase: .1480 mm (58.3 in)*
Dry Weight: .101.5kg (224 lbs.)*
Front Suspension: Telescopic, cartridge-type fully adjustable rebound, compression and pre-load settings*
Rear Suspension: .Link-type, spring preload fully-adjustable rebound, compression and pre-load settings *
Front Brakes: Single hydraulic disc*
Rear Brakes: Single hydraulic disc*
Front Tires: .90/100-21 51M*
Rear Tires: 120/80-19 57M*
Fuel Tank Capacity: 6.2 Liters (1.6 gal.)*
Color: Yellow

Permalink

0

Click to Select:

2008 Suzuki RM-Z250

Features

New Engine
• KEIHIN FCR38MXS Carburetor with bat-wing type air guide plates deliver better mid-to-high power output while improving low throttle opening response.
• Exhaust port is narrowed on the left side for an increase of mid-to-high power output.
• Muffler construction revised improving power output throughout the rev range.
• Clutch judder springs added for a more controllable operation feel.
• Modified piston profile for increased piston and cylinder efficiency.
• Hot starter relocated to the right hand side of the handlebar just like Ricky Carmichael’s Championship winning RM-Z450.

New Chassis
• Brackets are added to the side frame pipes and tank rails for increased balance rigidity.
• Lower bridge pipes reduced in size resulting in improved shock-absorption feel while maintaining ample strength.
• Showa cartridge-style front fork with 47mm inner tube, plus 22 -way compression damping and 11.8 inches of wheel travel. Sections within the fork were modified to reduce weight and improve shock absorption.
• Showa rear shock absorber with a newly designed damper case and modified internal structure for a better controlled feel and increased bottoming resistance.
• Gold-colored chain and axle blocks give a full factory look.
• Race inspired wave-rotors provide better cooling performance and increased mud deflection in muddy conditions.
• Newly designed pegs include increased clearance between the mounting bracket and footrest to prevent mud from caking up.

Engine Features
• Compact 249cc, 4-stroke, liquid-cooled, DOHC, 4-valve engine - designed for maximum performance
• Advanced 4-valve cylinder head design with narrow included valve angle and titanium valves, plus new pentroof combustion chamber design for improved combustion efficiency
• SCEM composite-plated aluminum alloy cylinder for increased durability, optimum engine cooling and operating temperature
• Strong, reinforced airbox designed for durability and secure intake seal
• Automatic decompression system for easy kick starting • Semi-dry-sump lubrication system features separate oil chambers for the transmission and crankshaft using the transmission as the oil sump, allowing low crankshaft placement, reduced engine height and a low center of gravity
• AC-CDI ignition system with two ignition maps automatically increases engine idle speed to reduce engine brake effect - ignition timing and rev limiter set for optimum high rpm and over-rev performance

Chassis Features
• Twin spar aluminum alloy frame based on the championship winning RM-Z450 featuring a forged aluminum head-pipe and body frame
• Renthal tapered aluminum handlebars with Renthal-labeled handlebar pad for reduced vibration and improved rider feel
• On-the-fly clutch lever adjuster mounted to the clutch lever perch for rider convenience

Specifications
Engine:  249cc, 4-stroke, single-cylinder, liquid cooled, DOHC, 4-valve*
Bore & Stroke: 77.0 x 53.6mm*
Compression Ratio: TBD*
Carburetor: Keihin™ FCR37MX*
Lubrication:  Semi-dry sump*
Ignition: Digital AC-CDI*
Starter: Kick*
Transmission: 5-speed*
Final Drive: #520 chain*
Overall Length: 2165mm (85.2 in)*
Overall Width: 830mm (32.7 in)*
Overall Height: 1260mm (49.6 in)*
Seat Height: 955mm (37.6 in)*
Ground Clearance: 350mm (13.8 in)*
Wheelbase: 1465mm (57.7 in)*
Dry Weight: 92kg (203 lbs)*
Front Suspension:  Telescopic, cartridge-type,
16 compression & rebound settings,
11.8 inches, 300mm of wheel travel*
Rear Suspension: Link-type, spring preload fully-adjustable,
16 compression & rebound settings,
310 of wheel travel*
Front Brakes:  Single hydraulic disc*
Rear Brakes:  Single hydraulic disc*
Front Tires: 80/100-21*
Rear Tires: 100/90-19*
Fuel Tank Capacity: 7.0 liter (1.8 gal)*
Color: Yellow

Permalink

0

Click to Select:

The CAV is attached proudly to our EVS Takt helmet. (Click for a larger version.)

Over the years we have seen riders deal with the elements in a number of ways.  Before a mud race you can find mechanics feverishly placing foam all over the bike to fill gaps where mud could fill in, taping up electrical components, and changing to solid disc brakes that won’t fill up with mud, etc,.  That’s all good for the bike, but what is the most important issue when it comes to riding though?  You have to be able to see!

Mike Alessi definitely felt the need to wear his Frank Industries Clear Advantage Visor in the Southwick sand!

That’s where the Frank Industries Clear Advantage Visor comes in.  This very simple yet very effective design can be the one item that ensures you finish a moto.  History has shown riders using pieces of cardboard or an extra goggle lens attached with duct tape to the end of the visor to aid in the deflection of roost and mud.  The Clear Advantage Visor solves the problem of having to jury-rig something to your visor by simply drilling two small holes into your visor (not your helmet) and attaching the CAV with a simple and lightweight plastic nut and bolt.  I did this at the track and it took me all of about three minutes to install.  On the track, I knew I needed to put the CAV to the test, so I had to do what I normally do not enjoy, getting roosted.  Fortunately for me, there happened to be a few factory riders on the track, so being the true tester I am, I pulled in right behind Josh Hill in a sloppy corner, and he roosted me good!  One thing I can say though, as I was being pelted by a factory YZ250F, the CAV did exactly what it was supposed to, it protected my face from being pelted and left my goggles clear.  I wish I could say the same for my upper body, which is still recovering from the abuse. The Clear Advantage Visor is not a must-have item, but it is certainly an item that does what it is supposed to if the need should ever arise.

Suggested retail is $15.00. Not the cheapest solution when compared to the $6.00 or $7.00 goggle lens alternative, but it’s also much thicker and sturdier (a consideration when the mud gets really heavy. Also, if taken care of, we’d guess that you’d get several races worth of use out of the Clear Advantage before it gets too scratched up.

This one is all packaged up and ready for you to pick up.

For more information about the Clear Advantage Visor, you can visit: www.frankind.com.

Permalink

0

Click to Select: