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appreciate the insight

this might be one of those if you have to ask you cant afford it situations but how much in parts do you guys have into these conversions? seems like just the main parts (motor, controller, battery) are about 4-5k and then about another 1-2k or so in extras (mounts, sprockets,...)

maybe that's the part that i'm not getting. is that the battery size requirement is based on the range required while operating at say 80% power output. so in this case at about 60 hp. so they set that parameter and then just engineer the rest of the components to be able to handle 100% (80hp) since its there anyways...

why don't the varg and the ee5 use the same size motor and battery? i would like to see how the math works out for a case half way between these two.

so assuming that is correct what happens when you do that to each component? with the battery being the main place to save weight. how much weight is saved / what is the weight difference between a 40hp version and an 80hp version? why engineer something for 80hp when you can only use 50-60? and most riders actually less than...

good greif...i guess we're in two different realms of physics here. best of luck my friend

i'm not sure i follow. if peak power is designed for 50 hp vs 80 hp, everything could be smaller/lighter, battery, wires/electronics, electric motor, geartrain, etc. less power loss due to smaller gears, bearings, etc. a 250f bottom end and transmission weighs less than a 450f version. not saying it is anything like a 40hp version would weigh half of...

the dyno numbers are really impressive. would really be interested to see how light they could make one that produces 50hp or so. maybe even less given how much torque they produce down low. i don't see the point of being capable of 80hp when a stock 450 is already too much power as is. i know you can detune...

isn't this the second time dean got almost killed by his pegs?

is there a reason the split and bolts couldn't be on the number plate side? probably sees more load on that side of the steering shaft though that could avoid the steering damper problem. seems like it would be easy enough to access with an extension to check it without removing the number plate and you could even get the...

why would ktm design the part asymmetrically like it is? if the bolt fails or is mistorqued than the left side is basically handling all the load (with a longer torque arm), whereas if it was symmetric and split in the middle like the suzuki pic above, if the bolt fails at least both sides would share the load with...

dis thing

"its a full size motocross" - xu jianhao, special rider

he would have been alright if that back up beep wasn't so loud

the way the power comes on with 2 strokes, it can be a bit much for some kids. especially going from electric without the motor noise, vibration, etc. easier to learn on a 4 stroke where he can learn how to ride a bigger heavier bike, shifting, etc without having to work the throttle and clutch as much. even if...

the people who don't think additional muscle mass/strength would prevent injuries are the same people who don't think chest protectors with additional shoulder protection/padding would prevent injuries. yeah, in ideal racing where people don't hit the ground a lighter rider might have an advantage but eventually everyone hits the deck at some point. not an ideal analogy but why did...

dad of the year nice work

like he said, if there's a wheel speed sensor for one of the rear wheels, the signal may be getting lost when towing if the wheel bearings are getting too worn and the additional load from the trailer is allowing too much clearance for the wheel speed reluctor and sensor to operate properly.

whoosh