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You may have noticed that there's no extra charge here to spell things out. Especially when the difference matters.
If the 250 F strokes are faster than the big bikes you would think a 125 would make for more exciting racing.The the smaller bikes are more nimble and as for TV coverage the Jr KTM class got what 40 seconds of air time.
My apologies
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In the beginning,
1900s to the 1930s,
the relative new form of transport here in the States known as motorcycling,
was on very hard times.
There was a Great Depression going on.
Harley Davidson got together with the AMA,
a branch even then of the FIM,
and created a series of races.
They called it class C racing.
Class A racing had been the norm until this point.
Class A racing was like Motogp was a few years ago,
full factory bikes and professional riders.
The board and dirttrack racers that the teams of the day were on, could not be had by the average guy.
Most of the stuff in the pits were prototypes, one offs, and for the day, so exotic, some could not
relate to what was on the track and what they rode to work.
The Flying Merkles, the Indians, the Aces's and the Factory Harley's, sure, that stuff was cool,
but it didn't look anything close to the bikes the average Joe was on. Or could get.
And times were hard.
And Harley needed to sell bikes, lots of them.
And the AMA needed members, lot's of them.
So, the factory teams, as they known it at the time, either up and quit, were disbanded,
couldn't make the big, big rule of this new class (200 had to me made and sold to the public),
or went bankrupt.
Suddenly, the bike that won the AMA Championship in 1937, hell, you could buy one at the local dealer.
And it looked like the one you rode to work.
Harley sold bikes, Indian sold bikes, the AMA got members, most all others went out of business and poof,
Class C Racing was born.
And it's this basic formula that exists to this day, here in the States anyway.
A group of people, the manufacturers, approach the AMA and say, hey, we want to make and sell a ton of bikes.
We want them to be X ccs, and X strokes, and weigh between this and that.
If the numbers are big enough, if it's worth it to the AMA, they will then set up a series and all will make money.
The average guy will see a bike win, or do good, and think, "yeah, that's what I want".
And buy one.
And that's the way it is.
Until enough of the manufactures commit to something different, maybe making something they really don't want to, without running the rest off, it's gonna stay the way it is.
Hondas CRF150R has failed even after Honda created their own series ( from what I understand ) There is always hope, especially when CBS still uses two stroke sound bites in their SX commercials.
Pit Row
If what your say is true explain the four stroke revolution? Other brands didn't have bikes to compete for years.
Instead of spreading propaganda and lies you don't have to say anything.
So why not in the US?
(Do KTM65s have to be homologated for AMA racing?)
The big players, mainly Yamaha and Honda, got real green, and chose to quit making
2 strokes for the street, I dunno, late 70's..
Honda never really wanted to make the smoker.
Seems they felt entities like the EPA and Greenpiece would win out and they just
wanted to be ready for the future.
It was Yamaha that bullied, or lobbied the cheater rule with the AMA.
Why Motogp got rid of the 500s, I'd also think the manufactures were behind that.
I mean, who want's to race something you can't build and make a buck on?
Political correctness, that's what killed them.
The 2-stroke guys should join the WMX on the sidelines with protest signs and pitchforks. I don't think bringing back 2-strokes is a bad idea but you guys have complained about this shit long enough. It's time for someone to stop whining and take some initiative if racing 2-strokes is so important.
Two strokes make too high of a percentage of peak power at small throttle openings. This has to do with expansion chamber dynamics. When you are on a 4 stroke...and you fly into a corner...you can roll on the throttle smooth. When you barely crack the throttle on a thumper...you get a small small % of peak power. This is even more true of EFI...where you can tailor ignition timing and mixture as a function of manifold pressure (which is a good proxy for throttle opening.)
This means you can transition from braking to throttle smoothly...and corner closer to the limit of the tires and bike.
When you are a pinger...and you open the throttle even a crack...you get too much power. This forces you to have to compromise your corner speed to accommodate the hit. You have to actually corner differently because the throttle hit is too strong. This is why even a 250 thumper will beat a 250 pinger. Yeah yeah...you can cut a track to favor a 2s...by making all the turns very tight 180s...with no berms...but if you have a track with a variety of corners...the thumper will be faster on 4 out of 5 of them.
Changing the displacement equivalent rules will not change anything. The more "accurate" throttle response of a thumper is simply too large of an advantage. Unfortunately...physics are not just a good idea...they are pretty much the law.
for whatever reason), plus the fact not enough bought into the Honda 150 thing,
may be an indication of things to come.
You gotta stay on them, this kind of stuff takes years.
As far as Startedtoo Late, the 2 stroke can be ported to behave very similar to a 4 as far as power delivery.
CC to CC, the 2 stroke wins every time.
Take a CR500, put a low end pipe and some low end porting, sure, it won't hit like it can, but it will still
eat a 450 4 for breakfast.
She was super hot and fun back in the 70's too.
Post a reply to: Why not add a 125 Two Stroke class?