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Mass centralization
Mass centralization
Mass centralization
Mass centralization
Mass centralization
Mass centralization
To be honest I havent thought about the weight of the muffler when making the statement about the CG of the exhaust. In that case you are right.
About the springs, the actual mass that is unsprung is theoreticly one third of the mass of the spring itself. This is for a perfect vertical spring, in reality no spring is ideal so the theory is just an approach to the reality. It also differs when the mass to springmass ratio takes radical forms.
The actual unsprung mass is also dertermined by the angle of the spring relative to the surface. Because if the spring is horizontal the unsprungmass of the spring doesn't have an affect on the system (because the force of the unsprung weight of the spring is vertical so this has no effect on the spring which is horizontal).
I hope I made myself clear. It is getting late over here and I am getting a bit tired.
Reference to determining the unsprung mass of a spring:
http://depa.pquim.unam.mx/amyd/archivero/Paraosciladorarmonico_1127.pdf
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Even better when you place the gas tank on the place where the airbox normally is. But then you would have some problems with the expansion chamber.
"They'll never make those" in 5...4...3...2..1...
But TM, GAS GAS, Sherco, Beta, Ossa, KTM (look at the KTM SX65) or Husaberg wouldn't have a problem with it. I am quite sure a crazy Swede, Spaniard or Italian already has some smart and creative ideas running about a radical two stroke design.
Pit Row
Thats why I mentioned Ossa
Imagine a 250 or 125, it would sell like hot cakes
Haha this is turning in another two stroke thread. Only a fool would say two strokes are dead.
Like KJ790 said in that thread, the major factor is the diameter of a spinning component in determining the angular momentum. The heavier feel is most likely a combination of different factors like frame geometry, cg, and a lot more power.
I can see these people are not making wild guesses there. But I am not fully convinced because I fail to see the effect of rotating mass moving in liniear motion on a stick. In this case the stick represents the motorcycle itself. But I must admit I do not know how to calculate the effects of rotating mass in liniear motion on a stick so it kinda makes my opinion irrelevant
Anyway thanks for the link, I bookmarked the forum, I didn't know it had an dedicated engineering section
http://www.dirtrider.com/reviews/dirt_bike/141_0911_fmf_racing_199lb_20…
What The Scale Says
Stock Parts (lb) Installed Parts (lb) Weight Saved (lb)
Pipe: 4.45 FMF Special Titanium pipe: 2.90 1.55
Silencer: 3.95 FMF Special Titanium silencer: 2.00 1.95
Rear wheel: 9.05 Round Wheels with heavy-duty spokes: 8.95 0.10
Front wheel: 7.50 Round Wheels with heavy-duty spokes: 6.45 1.05
Rear tire: 10.70 Dunlop 773: 9.95 0.75
Front tire: 8.35 Dunlop D745: 8.05 0.30
Rear tube: 2.05 Tu-Bliss, rimlock is included: 1.60 0.45
Front tube: 1.80 Tu-Bliss, rimlock is included: 1.70 0.10
Brake disc front: 1.10 Braking: 1.05 0.05
Sprocket rear: 0.90 KTM Hard Parts Renthal: 0.70 0.20
Footpeg set: 1.70 Footpeg set, titanium: 1.00 0.70
Spring rear: 3.65 Titanium: 2.05 1.60
Handlebar: 1.60 ProTaper: 1.40 0.20
Subframe: 2.50 Titanium: 1.70 0.80
Seat and base: 2.95 Cycleworks: 2.05 0.90
Chain: 3.85 RK: 3.25 0.60
Chain guide: 0.85 BRP: 0.55 0.30
Full plastic kit: 3.80 Cycra: 3.30 0.50
Installed Parts Savings Total: 12.45 lb
Minus Miscellaneous Trimming: 0.65 lb
Total: 13.10 lb
He was racing a RM 370 & he weighed about 160lbs & keep telling his dad that the bike was too heavy for him.
Dad decided to "fix it" for him & hid about 20 pounds of lead on the bike for practice, he would remove it for race day.
After about 2 months of the "fix" he was no longer bitching about the bike being too heavy & he was blazing fast on it!
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