jayzx10r

True :thumbsup:

Hey man, you can bring your 'shee over to my house and I'll check your compression for you!! I have an old gauge that reads exactly the same as my buddies expensive SnapOn does. As far as how to check: Warm it up, pull your plugs, attach your gauge, open the throttle, give it kicks until the reading stops going up, DONE. It should only take less than 10 kicks to max your reading. Remember that you will have better compression after the rings seat. 100 lbs is not OK nor do you need to run race gas at that low compression level. Call me if you'd like, Jay.

I would think that if someone comes up with a logo or art, we can get as many of them as we want since they would be in their "system" at the manufacturer. Someone step up!! I'm a good welder because I can't draw a straight line!!

I found a website that can make custom flags for a good price ($15.00) so let's get someone to design us a common BansheeHQ flag!! I'm a typical guy and only see like 7 colors. I'm so trendy, I have '70s wood paneling in my living room!! :yelrotflmao: website: http://www.dwflags.com/store/ Ideas..... Anyone......???? Jay Form SanD.

I think the part that makes the Banshee better is "the mindless" part you elude to. No valve spring retainers, cam timing, cam chain tensioner, etc. The greatest positive attribute with the 4-stroke design is it's oil bath that's primary function is parts/component cooling and secondary lubrication due to the pressurized oiling system. In order for a 4-stroke to be competitive with a 2-stroke, it must be in a significantly higher state of tune. If you look at the parts that come out of any of the modern stock 4-stroke ATV/dirt bike 450s, they would have been considered factory race parts 10 years ago. Piston skirts so short that the piston pin boss protrude farther down than the piston skirt, so you set the piston down on a flat surface...it rocks to the side instead of sitting flat. Exotic metals, alloys, forgings are all a part of the technologies the Banshee has not been a part of. Banshee engine technology has not changed in 20 years so use the 20 year mindset. An XT500 put out a whopping 30 HP back in the day...at the crank. That would be 21 HP at 350CCs....something like 15 RWHP. If you consider what it takes to get a 4-stroke to match what your 20 year old engine puts out with just an exhaust/jetting change, then one can appreciate the efficient design of a 2-stroke. Imagine how a Banshee would run if they simply redesigned a 2-stroke motor that incorporated 2-YZ250 cylinders to a modern revised engine case with a slick shifting transmission and new design clutch mated to aYFZ450 chassis....NOTHING could touch it!! As an addition pertaining to the longevity/reliability of the 4-stroke design, my buddies Yamaha YZF426 had a recommended crank replacement interval of 40 hours!! That is a long time!! I think that what makes the 4-strokes so attractive to people is that they are easier to ride. Anyone can hop on a 4-fiddy and roost...no skills required. You can leave those green/yellow powerbands off of your bike and ride like a hero!! To summarize, "Better Is In The Eye Of The Beholder".... Personally, I don't think they are better...but others may disagree.

Here is something I wrote for another member about intake/porting/exhaust: I kind of look at it like this. Understand that I don't know what your level of mechanics is so I'll try it as if you don't have much experience but this is just a generalization of concept. Understand, this is an oversimplification. 1. A motor is basically an air pump. 2. By removing areas of constriction or inefficient shape, you can increase fuel/air (A/F) flow. 3. There are basically 3 areas to look at...carburetors (intake), engine porting, and exhaust. 4. If you restrict flow to 1 of these 3 areas, you end up choking the whole motor, reducing the power output. Generally, more flow = more power. Carburetor: A carburetor is the ultimate expression to result of restriction. As the slide closes, it significantly reduces the power output of the motor by restricting airflow. That same effect can result from any other component of the engine that hinders or restricts the smooth movement of the air/fuel charge. I point this out so you can visualize the result of the effect of restriction. Porting: An oversimplified explanation is that the engine transferrers the A/F to the combustion chamber in the cylinder via Transfer Ports. In stock form, they are restrictive by the nature of their mass produced design. By having your cylinders ported, the mechanic will enlarge these ports, allowing significantly more flow in combination with changing the cylinder timing for improved power delivery characteristics. This work is not unlike dropping in a new cam in a 4-stroke motor. The port job you have done is specific to the type of riding/performance you want as an end result. Exhaust: Pipe design is specific to how you want your power delivered and where you want it relative to RPM. Remember that Flow and RPM are requirements for Power!! Some are tuned for lower RPM use, some shift it higher... The reason I broke this into 3 parts is because you shouldn't only modify one area...you should do all three for best performance. Imagine these 3 components were 3 separate pieces of pipe of different sizes. If you had 1 larger and 2 smaller pipes, you would still have the restriction of the 2 small pipes, regardless of how huge the large one was. Same result with any combination. Picture joining a 2", a 1", and a 1/2" pipe together. It can only flow what the 1/2" pipe can flow. So what you are trying to do is open everything up in balance, even everything up, and get max HP or desired torque curve!! So as you see, just opening up or improving one aspect doesn't give huge gains without improving the other areas. If you are not going to port your motor and just focus on exhaust/jetting, it seems the Toomey T-6s are designed for that level of upgrade. Your current pipes are already a good choice if you plan on doing more to your motor. If you are racing on a track, how will OOF pipes handle a crash? Pipe selection is a balance of performance based on other mods you are doing, so it can be a component complimenting package. If porting is in your future, then list what you are planning on doing, as well as the intended use...MX-trails-duning-asphalt-etc. These particulars will make a difference as to what to buy. :thumbsup: One other thing to consider is the human nature aspect...that being everyone wanting to race you up the hill because you are sporting OOF drag pipes. You had better be able to back up your game!! :geek: Hope this helps....Jay From SanD iego.

Does the CEL needle in your sig richen up the circuit?

Are your CPIs you are selling inframe or out? Will you trade for ........a bit of cash? Feel free to PM me. Jay From San Diego.

How was it....any photos? Were there a lot of people? I was at work at 11:30PM and raised my glass for 'ya...

Are you talking about the Sand Drags on Sat, the 18th at Glamis? No one has posted anything about that night yet. How many showed? Any photos? What's the deal about the "trashfest"? Was there an organizer for this event? I was gonna go but life got in the way..... Jay From SanD.

You could always measure one of the ones you have and get the same brand and size replacement rim.

First, I don't have a problem with bicyclists that ride responsibly...by that, I mean in single file as far off the main road as is feasible. I used to be a part-time Roadie, but now I'm all Mountain Biker. But..... It frustrates me to no end when these guys ride 3 abreast in complete oblivion as to their impact on vehicular traffic behind them. Actually, I'm pretty sure they are completely aware of their actions. I'm sure I'm not the only one to lean on my horn, so I can relate to finding their little sissy, prissy outfits kinda gay...you know, the ones that scream: Hey, look at me, pretty pleassssssssssssssssssseeeee!! Even my shoes say Look!! (A brand name of cycling goods for those in need of recognition) :biggrin: The fact is, they feel a certain "entitlement" to the roadway that is absolutely undeserved. Here is my point of contention. Those of us that ride in the sand in an area that has absolutely NO infrastructure (ISDRA Sand Dunes, Dumont, etc) or commercial value, have to shell out $90.00 per year for the opportunity to visit the most desolate places this country has to offer. No roads, schools, sewers, running water, lights, nothing. They take our money to create jobs for enforcement of laws to catch us on other "infractions" to take even more money for something that should be FREE to all of us Americans..... BTW: Why don't they make the Sierra Clubbing hikers pay for access?? :ermm: http://www.wildwilderness.org Anyhow, bike lanes, bike paths, bike bridges, bike racks all cost money...something they don't pay for. That bike path shoulder they are riding on has a price tag in the Millions of Dollars, but are they forced to contribute? So I'm the asshole that encroaching on them?? I must be because they get pissy that I find it unreasonable for that Lime/Yellow/Orange/Black Lycra wearing, iTunes listening, freeloading poser douchebag to give me the finger because he is 5' into my lane on a blind corner and he thought I was a bit too close. Pay your friggin way and get a girlfriend!!

:yelrotflmao: :yelrotflmao: :yelrotflmao: :yelrotflmao:

I've only camped at the pad next to the Glamis Store. Does anyone know of a better place to RV camp? I hate getting stuck!!

Dammit!! I screwed up the poll...I wanted to do a poll to find out if most people wanted to go the weekend before or the weekend after Halloween. I started a new poll so please don't waste your response on this dead end.... That's what I get for posting after work/cocktails @1:30AM

I am planning on hitting Glamis over the 26-28th of October. Got my new Carson utility trailer and now I'm set!! Let everyone know what weekend you plan on going and maybe we can meet up. :beer: Till then, Jay From SanD.

Since I have to plan ahead, when do most of you plan on going to Glamis for the Halloween Weekend ride...the weekend before or after Halloween? :thumbsup: I'm Ready To Hit It!! :thumbsup: Jay From San Diego.

Sold...Thanks!!

No Prob!!

Did you get my offer? Thanks, Jay.

Sale Pending To Dgrey on Friday!!

Try some Permatex Silicone RTV sealant found at any auto parts store. I usually choose the grey as it is a fantastic gasket substitute. Just look for the high temp non-hardening silicone version. That will end the mess!!

You can find them at duncan racing. Link: http://www.duncanracing.com/ctgy/31

I kind of look at it like this. Understand that I don't know what your level of mechanics is so I'll try it as if you don't have much experience but this is just a generalization of concept. 1. A motor is basically an air pump. 2. By removing areas of constriction, you can have a higher level of fuel/air (A/F) flow. 3. There are basically 3 areas to look at...carburetors (intake), engine porting, and exhaust. 4. If you restrict flow to 1 of these 3 areas, you end up choking the whole motor, reducing the power output. Generally, more flow = more power. Carburetor: A carburetor is the ultimate expression to result of restriction. As the slide closes, it significantly reduces the power output of the motor by restricting airflow. That same effect can result from any other component of the engine that hinders or restricts the smooth movement of the air/fuel charge. I point this out so you can visualize the result of the effect of restriction. Porting: An oversimplified explanation is that the engine transferrers the A/F to the combustion chamber in the cylinder via Transfer Ports. In stock form, they are restrictive by the nature of their mass produced design. By having your cylinders ported, the mechanic will enlarge these ports, allowing significantly more flow in combination with changing the cylinder timing for improved power delivery characteristics. This work is not unlike dropping in a new cam in a 4-stroke motor. The port job you have done is specific to the type of riding/performance you want as an end result. Exhaust: Pipe design is specific to how you want your power delivered and where you want it relative to RPM. Remember that Flow and RPM are requirements for Power!! Some are tuned for lower RPM use, some shift it higher... The reason I broke this into 3 parts is because you shouldn't only modify one area...you should do all three for best performance. Imagine these 3 components were 3 separate pieces of pipes of different sizes. If you had 1 larger and 2 smaller pipes, you would still have the restriction of the 2 small pipes, regardless of how huge the large one was. Same result with any combination. Picture joining a 2",a 1" and a1/2" pipe together. It can only flow what the 1/2" pipe can flow. So what you are trying to do is open everything up in balance, even everything up, and get max HP or desired torque curve!! Anyhow, it is like Bansh eman said..."Porting is opening the intake ,exhaust, and transfer ports up so you get more fuel and air into the motor to gain power at points along your power curve." Look at his sig animation. That is how it works. Hope this helps. Jay From SanD.

Dammit!! I just got the call I wish I wouldn't have. I gotta work on Sunday...that means NO RIDING SAT NIGHT FOR ME... :shoothead: :shoothead: