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Only $10 for all 2026 SX, MX, and SMX series.
The rider on the DG Honda does not look he'd weigh more than a 140 lbs. I am about to shed 50 pounds. When I do, perhaps I should celebrate with a DG replica of my own?
Buy a 2011 KTM 250SX (still PDS), add an Ohlins rear shock, another brand's air forks, tubeless wheels, $500 seat foam, etc you could get it to sub 200# quite easily and without even breaking the bank. Oh yah, you could keep the water cooling as well.
That particular model also happens to be the absolute fastest of the KTMs because of the straight air intake allowed w/ the PDS.
The Shop
DeCal Works Huge Plastic Inventory of UFO and Polisport kits.
Luxon 4-Post Bar Mounts
$189.95 - $239.95
Now this is what I am talking about!
piece of art.
EDIT: Suns_PSD missed your reply until now. Thanks for the great information. I have stored that away for future reference.
My 88 CR500 was a top fuel dragster for sure......was a bear to ride until I put a flywheel weight on it and life was good....good if you consider 8 or so broken bones in six years and a fractured pelvis good. LOL
if I maybe so bold as to ps the pic
A 250 flywheel in a cr500 motor totally changes that IMO.
Balancing the crank kills the vibration too.
Pit Row
My current under construction AF will use a 250 set up too.
Check out this 2004 MXA comparison between CR500 and CRF450.
Would love to see MXA redo this test but this time with a Service Honda CR500 and a 2014 Honda.
The same bike, in mid 90s tests by the mag, was weighed out at 230 / 232lbs. Perhaps they weighed the 500 with a full tank, in 2004? MXA , do write some things that don't add up.. My steel framed 500s, match the weight of the AFs I've made.
The aluminium frames, are actually heavier than the steel frames. Even the latest models, which have slimmed down considerably. The only weight an AF conversion can save from the donor bikes, is lighter ancillaries, such as thinner plastics ( plus the smaller tank - but, all the fuel weight is carried high on an AF, and it just gets worse if you need a decent fuel range), smaller rear caliper, lighter brake lever, etc. Hey, fit a CRF Kick Start lever, and you save a pound at least, over the original 500 one. I've made quite a few AFs, since '97. So much bullshit is spread about with regards to AF conversions.
Without a doubt, it's a far easier, and a far cheaper way to get a 'modern'ish bike with a 500 (or whatever size) 2t, what with so many idiots not taking care of their 4ts. I'm more inclined towards 2ts, as I go into my dotage, but most 4t 'disasters', are down to the bloody idiot riding it, not doing simple, easy maintenance. Plenty of Drongos = plenty of late model chassis, if you want to do an AF.
I'd like to get, say a Finner CR500 engine, and the Water Cooled 500 engine, rads, hoses and shrouds ( and not forgetting the coolant) to check the weight difference. It may not be as much as expected, as finned heads and barrels, do have some weight to them. I'd like a finner 500 in my current chassis.
I remember the weight difference between a std CR125 head, and a "Porcupine" one in the seventies - quite marked, but, worth the extra weight. Then, there were the Copper Cylinder Heads you could get for cooling ............... drop one on your foot, and you'd know about it! I'm sure I've one somewhere in my workshop - Webco brand (or perhaps FMF?), I think it was.
For a mid capacity AC bike, a KDX 200 KIPs 'finner', brought up in capacity, would be a sweet little bike, as it is a significantly smaller engine than, at least, the 250 Kawi finners, if I recall correctly.
Now that would be interesting. BTW I am still tripping over the guy who said he went lighter on the flywheel on a CR500. How can you possibly ride a big bore CR500 with a lighter flywheel and not stall it coming into corners. Rekluse?
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