Featured Content

Core Moto Brake Line Kits
After several years of wear and tear, my OEM YZ250F brake lines had seen better days and were in need of replacement.  After looking at my options, I think that Core Moto offers the most customizable line of stainless steel brake lines available.  You have free rein to mix & match line colors, fittings, tubes, and tags to truly make your bike your own. Building something custom? Core Moto can provide custom brake line lengths and bends to suit your needs. My Core Moto stainless steel brake lines came in simple, yet effective packaging, with paper tags to indicate connections to the master cylinder and caliper. New banjo bolts and crush washers are included, so you don’t need to buy any additional parts (or even think about reusing consumables - shame on you!). The transition point from the stiffener tube to flex line is made of a rubber material that provides adequate strain relief to keep from line kinking during installation and riding.  The only flaw I noticed was a lone machining chip left over on one of the banjo bolts from a turning operation.  Core Moto does provide a lifetime warranty against leaks, breaks, and ruptures, something I find pretty remarkable in this day and age. Installation was straightforward,  pretty much the same as OEM, including banjo bolt torque values (see your shop manual).  However, the supplied hardware is different than OEM (14mm hex vs 6mm allen). A nifty feature that I wasn’t expecting is that you can rotate the banjo fitting and reclock it relative to the brake line to get the best possible routing possible.  A small tweak can make a big difference in how well the line follows the contour of the bike. Routing doesn’t perfectly mimic OEM, but is fairly close with no ill effects.  For example, the rear brake line routes a little closer to the shock spring.  Conversely, the front master cylinder fitting is formed such that it keeps the line from rubbing on my number plate.  This was not the case with the OEM lines and appreciated. I hate bleeding brakes and brake fluid is hands down the worst automotive fluid to work with.  That said, I also realize the benefit of replacing old fluid, why it goes bad, and the effects it has on performance.  For that reason, I had fresh fluid in the system both before and after this brake line change so that comparison between OE and the Core Moto stainless steel lines was one to one. That said, there are performance differences between OE and Core Moto stainless steel brake lines, but they are subtle. My old lines were more than capable of locking up both ends if I squeezed hard enough.  There were a couple big takeaways though.  First and foremost is initial lever feel.  The mushy feel in the first part of travel was reduced by over 50%, replaced by an almost instant firm feel.  I could see my old brake lines flex and bulge as I pulled on the lever. In contrast, the Core moto brake lines hardly move.  Second, it now requires less lever or pedal throw to achieve the same level of braking.  This resulted in locking up the rear wheel a lot while I adjusted my muscle memory, but I acclimated within a couple rides.  While this upgrade may not have resulted in immediately faster lap times, it did help reduce rider fatigue which can help maintain speed later in the race. If you're someone that prefers firm lever feel and/or like personalizing your bike with trick parts. Core Moto stainless steel brake lines are right up your alley. However, even if you just need new brake lines, their lifetime warranty is definitely something to factor into your decision.  More at https://www.coremoto.com/category_s/306.htm
Posted by MotoMadnessCustoms on Jan 21, 2016

Alta Motors Announces the 2019 Redshift EXR
Offering more power and capability than ever before, the Redshift EXR empowers riders with the control and confidence to ride faster, safer and smoother BRISBANE, CA – June 13, 2018  – (Motor Sports Newswire) –  Alta Motors, the leader in high-performance electric motorcycles, today announced the release of its highly-anticipated Redshift EXR. The 2019 Redshift EXR is the ideal multi-terrain motorcycle for the performance enthusiast, but equally intuitive and easy to ride for beginners. It recently made a clandestine global debut at the notorious Erzberg Rodeo and made history as the first electric bike to ever qualify for the main event. Ty Tremaine positioned his EXR on the front row in 43rd position, ahead of 457 other bikes, proving the EXR’s performance in the most extreme race conditions. Alta created a bike that can be ridden to local trails and unleashed to flow through off-road obstacles and effortlessly conquer even the most daunting hill climbs. Impossible to stall and incredibly sure-footed, the EXR is a purebred, single-track slayer with street legal capabilities. As a zero-emission, street legal dirt bike, the Redshift EXR has full access to all areas that permit off-highway vehicles, regardless of the season. With minimal engine noise, the riding experience heightens the rider’s senses to the terrain around them while promoting responsible land usage. The 2019 Redshift EXR will be available at over 60 dealerships nationwide midyear. Key Features and Benefits R-Pack Building off of Alta’s industry-leading A-pack technology, the highest-energy density battery ever put in a motorcycle, the new R-Pack represents the next evolution in battery performance. Alta’s new R-Pack utilizes state-of-the-art cell chemistry that delivers extended full-power range at cooler operating temperatures. The Redshift platform’s firmware and software upgrades result in more range, increased power and faster charge times, making the 2019 EXR one of the most capable multi-terrain motorcycles available. Electronics Alta’s proprietary software is developed to be lean and elegant. The company’s development cycles are extremely fast and have enabled Alta to create the most refined throttle feel in the industry as well as swiftly release new controls and capabilities. Four unique performance maps allow the rider to change the power delivery character, engine braking freewheel, and flywheel effects. The Open loop “rate of change” torque control has a response rate of 5,000Hz, yielding the closest thing to “theoretically perfect” torque control yet achieved in the motorcycle industry. The seamless drive technology lets you focus on the terrain and the obstacles rather than what the engine clutch and transmission need from you. This means more of your attention is on the ride. Full Specs: 2019 Alta Redshift EXR Top Speed 71 MPH Power 50hp, 42 ft-lbs Charge Time 1.5 Hrs (240v) 3 Hrs (120v) Front Tire Metzeler 6 Days 80/100-21 Rear Tire Metzeler 6 Days 120/90-18 Forks WP Xplor 48 Shock WP Alta Custom Spec Front Brake Brembo 260mm rotor, Brembo dual piston caliper Rear Brake Brembo 220mm rotor, Brembo single piston caliper Curb Weight (wet) 273 pounds Wheelbase 58.75 in Seat Height 36.5 in Rake 26.3º Trail 113 mm Triple Clamp 18/22 mm adj Handguards Cycra Stealth MSRP $12,495   About Alta Motors Alta Motors is a global leader in lightweight electric vehicles with a proprietary mobility platform that offers new levels of power density and economics. It leads the industry with a complete portfolio of battery and drivetrain components, an existing fleet of lightweight vehicles manufactured at its world-class Brisbane, California, facility and a full customer backlog. Alta’s award-winning Redshift platform is now available to riders at over 60 U.S. dealerships across the United States. Please visit us at: altamotors.co
Posted by Bryan Bosch on Jun 13, 2018

What is Forging? The Ins and Outs of Manufacturing Forged Pistons
When it comes to overall strength, there's no beating a forged piston. But what is the process that yields the toughest parts in the racing world? We'll show you.  When it comes to turning raw metal alloys into useful things, two processes dominate - casting and forging. Both have their place, but when strength and light weight are priorities, forging is the method of choice. Though it’s been around for more than six millennia, forging processes continue to advance the state of the art, bringing us everything from sharper, more durable kitchen knives to more fuel efficient jet engines, plus things much closer to our heart: lighter, stronger pistons. Although forging is a metalworking process thousands of years old, it’s still the best method to produce components with the highest strength and durability. Forging is defined as the controlled deformation of metal into a desired shape by compressive force. At its most basic, it’s a blacksmith working a piece with a hammer and anvil, and those first metalworkers toiling at their forges discovered something important about the pieces they were crafting – compared to similar objects made from melted and cast metal, they were stronger and more durable. Though they knew the finished product was superior, what those ancient smiths didn’t suspect was that the act of forging was changing the internal grain structure of the metal, aligning it to the direction of force being applied, and making it stronger, more ductile, and giving it higher resistance to impact and fatigue. While a cast metal part will have a homogeneous, random grain structure, forging can intentionally direct that structure in ways that give a finished part the highest structural integrity of any metalworking process.    Wiseco forged pistons start as raw bar stock in certified 2618 or 4032 aluminum alloy. Once they’re cut into precisely-sized ‘pucks’ they’re ready to be preheated in preparation for forging. Although many performance enthusiasts might put billet parts at the top of the heap in terms of desirability, the reality is that the billet they are created from doesn't have the same grain properties of a forging.  The Wiseco Forging Process Today’s state of the art in forging technology is far removed from the smith’s bellows-stoked fire and anvil. In Wiseco’s ISO 9000-certified forging facility, pistons begin life as certified grade aluminum bar stock, cut to precise lengths to form slugs. The choice of material is critical - conventional wisdom has always said that a forged piston requires additional piston-to-bore clearance to allow for expansion, leading to noise from piston slap until the engine gets up to temperature, but per Wiseco’s Research and Development Manager David Fussner, “Forged pistons do require additional room temperature clearance. However, the 4032 forging alloy we use has about 12% silicon content, and this significantly controls the expansion to nearly the same as a 12% silicon cast piston. The 2618 alloy expands a bit more and does require a bit more room temperature clearance than 4032.” Pistons are forged in a ‘backwards extrusion’ process where a moving punch presses the raw material into the die to form the rough shape. The process takes only a fraction of a second (longer in the isothermal press), and the speed of the press helps determine how material flows, and therefore the internal grain structure of the forging. While 4032 is more dimensionally stable across the typical operating temperature range seen inside an engine, it does give up a small advantage in ductility to 2618, which has a silicon content of less than 0.2 percent. This makes 2618 a better choice for applications where detonation may be an issue, like race engines running high boost or large doses of nitrous oxide. The low silicon alloy’s more forgiving nature in these instances makes up for the tradeoffs in increased wear and shorter service life compared to 4032. Once cut to the proper size, slugs are heated to a predetermined temperature and moved to the forging press itself, which is also maintained at a controlled temperature. There are two different types of presses employed at Wiseco; mechanical and hydraulic. Both have a long history in manufacturing, and each has specific strengths. Mechanical forging presses are well-suited to high production rates, helping to keep the overall cost of high-quality forged components affordable. Hydraulic presses have the advantage of variable speed and force throughout the process, allowing greater control of material flow, which can be used to produced forged components with even more precisely controlled physical properties. Wiseco’s isothermal hydraulic press forging machines use precise digital control of the temperature of the raw material, the punch, and the die, as well as the pressure exerted during the full motion of the forge. This allows very close control over the physical properties of the finished forging. Regardless of the type of press, pistons are forged using a “backwards extrusion” process where the material from the slug flows back and around the descending punch to form the cup-shaped forging. Picture the stationary part of the press (the die) as the mirror image of the piston top, and the punch as the mirror image of the underside. As the punch descends, the puck is transformed into the rough piston shape with material flowing up along the sides of the die and punch to form the skirt. This entire process takes place on the scale of milliseconds (on the mechanical press), and the all-important flow stresses of the material are determined by the strain rate (or speed) and load applied by the press. In addition to three mechanical forge presses, Wiseco also has two isothermal hydraulic presses in-house. These state of the art forges maintain the temperature of the piston slug, the die, and the punch very accurately through computer control, delivering more precise dimensions and geometry for the finished pieces, as well as allowing for more complex designs to be successfully forged, and even the creation of metal matrix composite forgings. Once the puck (left) has been transformed into a forged blank (middle), it still has a ways to go before becoming a completed piston (right). The Heat Is On Once the forging process is complete, the components next move to heat treatment. Wiseco’s aerospace-grade heat treatment facility is located in the same plant as the presses, and here the pistons go through a carefully controlled process of heating and cooling that relieves stress induced during forging, increases the overall strength and ductility of the metal, and provides the desired surface hardness characteristics.  While casting can deliver parts straight out of the mold that are very close to their final shape, forgings require a bit more attention in order to get them into shape. Fussner explains, “In a dedicated forging for a specific purpose, the interior of the forging blank is at near-net as it comes off the forging press.  And in some cases, we also forge the dome near-net with valve pockets and some other features. Other than these items, most other features do require machining.” Pistons aren't the only thing Wiseco forges and machines in-house. Wiseco clutch are also forged and machined, as well as finished with hard anodizing. The forging (left) allows the basket to closer to the final shape before machining. The basket shown here is just post-machining. One basic forging may serve as the starting point for many different types of finished pistons, unlike castings which are typically unique to a single design or a small group of very similar designs. Regardless of the manufacturing method for the piston blank, some degree of final machining needs to take place to create a finished part. “As a ballpark percentage, I would say about 75% of the forging blank would require machining.” Cast pistons also require finish work on the CNC machine, but this is almost always less extensive than a similar forged piston. “That’s the main reason why forged pistons are more expensive than a cast piston,” Fussner adds.  Another reason for the added expense of forging is the significant cost of the initial tooling for the die and punch, which must be made to exact specifications and be durable enough to survive countless forging press cycles. Per Fussner, “We control these costs by making all our forging tooling in house at Wiseco headquarters in Mentor, Ohio.” The ability to make their own tooling, doing their own forging, and their in-house heat treatment facilities make Wiseco the only aftermarket forged piston manufacturer in the United States with these unique capabilities. Once the machining process is complete, Wiseco pistons can also receive a number of different proprietary coatings to fine-tune their performance. These include thermal barriers as well as wear reduction treatments. Though forging is a technique literally as old as the Iron Age, it’s still the undisputed king of manufacturing techniques for light, strong, durable components. Wiseco continues to refine the process with the latest methods, materials, heat treatment, and machining to provide the highest quality aftermarket components available, at an affordable price. Wiseco forged pistons provide superior quality and performance at an affordable price thanks to the company’s close control over every step of the manufacturing process.
Posted by Kevin from Wiseco on May 30, 2018

Don't Ride Naked
Want one of these cool jerseys? We need your help picking out the best film poster. My last post highlighted a moto documentary film that will be coming out soon. Its called Never Ride Alone. Make sure to follow the official Facebook movie page at Never Ride Alone Film https://www.facebook.com/neverridealonemovie/ to stay up to speed on the release dates and film festival showings.#neverridealonefilm s   As I am in the final stages of putting the finishing touches on the film project. I find myself in a spot where I need some help. So, I thought I would find some good old Thumpertalk advice. Instead of asking for opinions on which is the best oil, guaranteed to bring a thousand opinions,  I thought I would ask opinions on movie poster options. What better way to prod you for a response than to make it a contest. Here goes. I have an official MotoMission Peru jersey to give away to one of the TT members that cast their vote for the movie poster. All of the votes will be taken into account, a list will be made of each person that provides a vote, and one of the names will be randomly drawn. The winner gets a sweet jersey out of the deal, just like the one in the picture above.   Option 1, 2 or 3...Pick your favorite and message me for a chance to win an official MotoMission jersey   The Official Never Ride Alone Film Trailer I am not sure if you caught my last post, but I shared the official movie trailer with the TT community. Here it is again in case you missed it. It should get you excited for the film. The film is about exploring the Andes mountains of Peru on a dirtbike, and its filmed, directed, and produced by a dirtbiker.  I will let the trailer do the rest of the teasing. As for the film, many have asked about release dates. The film should be finished during the summer of 2018. It will be released in the film festival scene first. From there, it can take a few different paths, but it will be available for purchase after the film festival circuit is complete. Again, make sure to follow the official Facebook movie page at Never Ride Alone Film to stay tuned to festival schedule and showings near you. I am looking forward to tallying up your votes. Also, stay on the lookout for a sweet movie coming soon. Until the next one, Scottiedawg   Scott Englund is the owner/operator of MotoMission Peru, a social enterprise hard enduro operation nestled in the Andes Mountains of Cusco, Peru. Check out our website at www.motomissionperu.com or find us on Facebook at MotoMission Peru.  Feel free to follow along this blog for ride adventures in exotic places, with amazing people, and with some incredible experiences along the way. www.motomissionperu.com https://www.facebook.com/neverridealonemovie/
Posted by scottiedawg on May 24, 2018

Dirt Bikes

430 vs 390 rr-s
Hey all, I'm thinking hard about pulling the trigger on one of the new Beta models, sitting between the 390 and 430. I'm coming from a KLR 685 that I'm getting really tired of dragging through the woods and swamps. End of the day I just couldn't change the fact that it weighs a metric ton. All the reviews I've seen of the 390 tag about how it's got a pile of extra torque compared to the 350. That's probably great for me, since the KLR wasn't something I ever revved the nuts off. For those that have ridden both, does the 430 have the same bottom end as the 390, but with more on top? I'm hoping this bike will transition from mostly woods and light dual sport into something I can hare scramble with a few times a year when I get more comfortable.   Thoughts from those that know more than I?
Leatt Customer Service
So, my kid falls and breaks part of his neck BRACE (not neck). The part is $69! It's a simple fiberglass part, but you have to buy a whole kit with a bunch of unneeded parts. Customer service so far is offering me a 20% discount on the kit which I think is still unreasonable. It's a fricking block of fiberglass. Am I going to have to pay 50-70 every time my kid falls and it breaks? Ridiculous. It should of been made stronger to begin with. I asked them to run it by a supervisor. I'll see what they say. If they don't offer the part for a reasonable price, I will never buy another Leatt product.  https://www.leatt.com/shop/replacement-parts/gpx/club-iii/thoracic-pack-dbx-comp-gpx-club.html  
Okay guys and gals. Here we go with a thread for those riding toward senility---or maybe already there! I have some concerns about "slowing down", but will get into that later. Not in the mood for it tonight. Cj mentioned in the other thread about the bikes with much bigger engines than needed. I don't understand that either. Maybe it has to do with man's fascination with power. LOL--and if you put stickers all over your bike, it makes it even MORE powerful. Then put loud pipes on it and it becomes a REAL monster. Stupid thinking isn't it. Wait a minute--I just had a flashback. Okay, Let's change the subject. Who's next?


what bike should i get
Okay i'm looking for a 125 2 stroke. Right know i have a CR125. But it's kinda to tall. I think my height is either is 5'5 or 5'6 i'm not to sure it's something i don't keep up with lol. I was looking at the KX125 it looks like it's for the shorter riders. Compared to the Yamaha, Honda, Suzuki, KTM. I have seat time on my  CR125 use to the power band and all that fun stuff. My friends tell i should get a KX125, it will  fit me better. 
CTI knee braces, insurance
I keep reading about people who have these braces and insurance paid for them.  How does this happen?  Do you have to see a doctor with legitimate knee issues?  Can you just go to a doctor and tell him you want these?  I think my insurance will cover them but trying to figure out how to get there. 
Riding again after serious injury
Well, it's been about 14 months since the "big digger" that left me beat and broken and $12 grand deep in medical bills. And i soon found out life without riding sucks even worse. I finally went 2 weekends ago to a big offroad park with a couple friends and had a blast! Felt soo good being back in the saddle. I've did some street riding.... but it's not the same. So, I thought I'd just create a thread (I'm sure ones already out there somewhere) about riding again after a big get off. Here's the X-ray from mine. (Also blew out my knee, tore some ligaments or tendons--it's alot better now)


turn signal on ATV
Hey all, so I lead a huge pack of ATVs and sometimes its much easier to add turn signals. My buddy has one on his ATV and we really like it when we out on trails instead of stopping and saying left or right lol. because theres bunch of turns. Anyhow was hoping someone can help me figure out (if someone has electrical knowledge) why the turn signals are not blinking....they just stay on   i attached pictures of the switch and I have left and right wired fine. it lights and stays on when I select left or when I select right, but it does not blink. I tried messing with the red wire which says flash or ground....but even when hooked on either positive or negative on battery (testing purpose first) it wont blink.    any advice would be great!! the other lights horn and head lights, im just using that as extra switches for led bars and stuff
98 Blaster...worth buying this old?
Thinking of going looking at a 98 Blaster.  I'm worried about getting parts being that old? Any input on this would be appreciated.  
Yamaha blaster stator
Hi,I need to replace the stator on my Yamaha blaster,I read that there is some sort of timing for the stator,how can I change the stator without messing up the timing?thanks

Inside TT

TT iissues
Anyone else having a lot of blank pages pop up when clicking on something you want to look at?
OK, I know this is probably very simple....but I have been looking for 30 min and still can't figure out how to make a signature (where people put their bike types, etc) in a post. Please advise.
Having to hit page reload to get page to load, otherwise a blank page
I've been noticing this alot in the past week.  Click on a forum or post and just a blank page loads, then if I click reload the page loads.  Its not just me, it happens on several different computers with different internet carriers.

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