uman1030

urban engineering

i will take 4 total of the 4stroke killer design 2 XL hoodies 1XL Tshirts Black W/ white lettering 1XL Tshirt White W/Black lettering

then with a 93% altitude compensation compression adjustment that puts him not far off then with in a couple psi. according to the chart he would be at about 128 at sea level. close to the same assuming you both have similar combustion chamber volume. Compression Test Altitude Compensation Factors Altitude Factor 500 0.987 1500 0.960 2500 0.933 3500 0.907 4500 0.880 5500 0.853 6500 0.826 7500 0.800 8500 0.773

whats your cranking compression at sea level? and is it a dune port also?

Sent this guy a message like 2 weeks ago for this heap of junk. he was an arrogant prick that told me it was worth asking price of $3000 called me a lowballing jackass. He was offended i offered 1000... my reply Message was: "Did you scrap the radiator for crack because you must be on drugs if you think this heap of junk is worth $3000. Stored in a open garage with all your garbage, getting snowed on. Animals and mice have chewed the seat up probably trying to make a nest to stay warm in your dump of a garage. it looks like shit which is not surprising i guess,as it matches the other stuff in your pictures. No title either? good fucking luck bozo! Its just a pile of parts not even worth what i offered" good day sir! he since lowered his price to 1900 lol still not worth it http://detroit.craigslist.org/wyn/sno/4284627737.html

only way to conserve fuel would be to keep it bone stock. stock exhaust, stock air box WITH snorkle, stock carbs properly jetted for all the suffocation factors of stockness..This would use the least amount of fuel. also be the least amount of FUN!

depending on port timing also it can show lower numbers during cranking compression test cause ports overlap letting some compression leak out. also air temp changes density so 93% would be at 59F wich is what most altitude compensation charts use. general rule of thumb is about 4% per 1000 ft

As you your altitude increases the air thins giving you a lower cranking compression. this doesnt change compression ratio but just effective compression. at 2500 ft asl your cranking compression reading will be about 93% of what you would be at sea level. also other factors that come in to play like air temperature as well

Assuming he bought them from eBay then read this thread. No worries only one person got the killer deal and i was quoted 375 actual price from here and eBay looks like $395 so not a huge difference.

Dealer replied to my message and they're going to make it right for me. Just waiting to hear back on details.

Bummer,on the bright side, the 1" difference was probably barely noticeable if at all.

Not super surprising since i did change my mind on shock length the very next day after ordering. Initially i stated stock swinger but very next day i sent a message saying change it to +4 cause i will be getting a new swing arm and i want them to be setup for the new one. Message was acknowledged with a return message saying ok i will make those changes and said that i will have to use my stock shock untill i get the +4 swinger since the new shock setup for +4 will be too long for a stock swing arm. Probably got side tracked and forgot to make the revisions before sending out the work order.

Did they correct this? If so, how did they do this? Not worried about downtime as My engine is also out at F.A.S.T getting redone also. i dont really plan on riding till the weather warms up and the snow melts. Just want to get it all set up perfect till then. Think ive put more money into my Banshee this year then i have my truck the last couple years lol.. new motor, new shocks, Alba LT a arms, +4 fireball swinger. going to be a whole different experience out in the trails now!

Finally got my Elka's today! Was about to put them on and I was reading the shipping info and noticed that the rear was set up for stock swingarm. Not +4 like I had wanted, kinda bummed out as these are made to order but we are only human and mistakes do happen. Left a message with whom I purchased them in hopes there is something that can be done to rectify this, so fingers are crossed. They are nice looking though. Excited to finally have descent suspension

Redline has a good price on the pancake bearings.

Sounds very plausible. Hope that solves your noise issue.

stock a arm tie rod is 10 7/8

So just to recap, swapping plug wires resulted in it firing on the previously missing cylinder? Assuming this made the other cylinder start missing then?You swapped coils. Did these coils have wires already on them or did you swap wires over to the other coil to try? Have you tested stator?

Txt pics to 248 515-0511 plx

Count me in!!

Op of ebay add is dyslexic, pretty sure he meant K&T performance http://www.ktperformance.com/ I could be wrong but that's my assumption

Leakdown test! if its sucking air on that side it may not be getting enough fuel. look over intake boots for cracks or tears make sure crossover tube is seated well. look at your reeds maybe swap them see if the condition switches sides. boost bottles are notorious for causing too much pressure on the intake and creating cracks.

This is a duplicate thread and the op has already fixed the issue guys http://bansheehq.com/forums/index.php?showtopic=172734&p=1562646

http://www.dfn.com/agservices/jetfaq.html Q#15:Why do elevation changes affect my jetting? A#15:In the same way air temperature changes the density of oxygen in a given air volume, so do elevation changes. As the elevation above sea level (0') increases, there is less oxygen per volume of air (lower density). Typically you'll need to rejet your mains one size for every 1500'-2000' elevation difference; jet smaller when going to a higher elevation and jet larger for going to a lower elevation (for example: 300 mains at 3000', 320 mains for 0' or sea level IF the temp is the same). Bear in mind that you'll need to compensate for BOTH temperature AND elevation changes, so going from a hot low elevation to a cold high elevation may net no jetting change. Much like temp changes, going from a low elevation to a higher one of the same temp will exhibit a bog at WOT because it's rich (dial in the mains-see Q#12); going from a high elevation to a lower one may or may not give you any symptoms of being lean before damage occurs. While there are other atmospheric factors that can affect jetting (like humidity, barometric pressure, etc.), temperature and elevation changes will have the most drastic affect. good thing is once you get it jetted correctly you will have a good deal more available power at that elevation then you did at 5000 ft!

Ya, I'm gonna go to tether on both bikes this year as I plan on doing alot of duning and I dont like the idea of watching my bike ride off into the sunset alone. Previously I've done all trail riding and I guess it just didnt occur to me the need for it but its definitely the best option