Podium

If you can get the needed speed, don't lift the front above the top of the step. Take aim and try to smack the front tire into the top of the step about 3 to 6 inches below the top and think THROUGH it. Aim for 6 feet past the lip as your goal and allow the front tire to take the hit. It's also important that your weight is not back and pulling on the bars at the instant that your tire hits near the top of the step so that you are able to jump up and forward WITH the bike and not behind it. The following video is not a waterfall step, but the mechanics are the same. Watch for the key points I mentioned above.. http://www.vimeo.com/4847728 This old video is of poor quality, but also shows the correct and incorrect way, and this time, the object IS a fairly good step. http://www.vimeo.com/4847227 Compare front tire kiss versus lofting above object. Compare skid plate clearance or lack of. And finally note what happens to the rear tire... Does it lift BEFORE making contact or does it stay on the ground all the way to impact?

Did you get free pancakes with the class ?

Check out the facebook response to good o'l Tom Hotfart.👍 Take me out to the ballet......take me out cause I'm lame......buy me some tampons and maxi pads....your life as a man is a shame. Tom i must say that was quite a story you wrote on the supercross, and i mean story. I thought reporters were supposed to research the subject they write about? Its painfully obvious that you don't. You state the supercross was a cross between a Bret Michaels concert an NRA convention and a hog calling contest. I'd be willing to bet you have never attended any of the three. Did you even watch the actual race? Prob not. Next topic is you blabbing about the poor infield dying a slow death......another dumb ass statement. Supercross has been held indoors on football and baseball stadiums for over 30 years. Daytona builds a track every year on there beautiful infield. Anaheim holds three in a row every other weekend. Qualcomm Stadium, Cowboys Stadium, Everbank Field, Chase Field, Edward Jones Dome, all hold repeated events year after year, I could go on and on. Can you believe how dumb all these organizations are? Ruining there beautiful grass over and over spending hundreds of thousands to fix it and never learning there lesson. Dont even get me started on Fenway....can you believe that they set up a stupid ice rink in the middle of the infield for a hockey game! what is wrong with John Henry. All these clubs clearly need a lesson in business, actually you could probably earn money holding seminars teaching them there mistakes. On the other hand maybe you just don't have a clue about what your talking about and the grass is just fine. I know for a fact because I have seen it first hand from start to finish and I KNOW they don't replace it after every event. Do you really think the owners would knowingly destroy there own field for one event once a year? hmmmmm....think hard about that one Tom. Next you refer the race to "a construction site taken over by a gang of Harley Davidson bikers". Sorry again Tom but you show your stupidity again. Harley-Davidson has NOTHING to do with Supercross or Motocross, never has and never will. They dont even make a motorcycle designed for it........nice try Tom, but it bet sounded good to all your uninformed readers. Moving along further "We hope Hansen didn't see the yellow Bobcat skip loader tractor try unsuccessfully on Saturday to maneuver around a single orange pylon that marked the very manicured elevated circle where Clayton Kershaw tries to earn a living," Tom its called a SKID loader not a SKIP loader. His poor mound, lost forever. Here is your last brilliant statement "If you must leap to some kind of conclusion, make it go as high as some of these gladiators on their motorized scooters got on the series of inclines sculpted in front of the visitor's dugout." Motorized scooters? Inclines? Tom they are called motorcycles and those "inclines" are jumps. Now let me take a wild guess that you have never even sat on a motorcycle let alone ride one or you would have never even started this embarrassing article. Every now and then some sissy who couldn't ride a bicycle until they were 12 without training wheels and whose mother kept them sheltered away from the dangers of tackle football decides to run there mouth about something they know nothing about. That would be akin to me blurting about how these cavemen swing there big wooden sticks at a rock wrapped in leather. Sorry but im not that ignorant. Do a little more research and you will find there is no other sport more physically demanding than motocross/supercross other than soccer. Go ahead and look it up, plenty of studies on it. Its really too bad that you jump to conclusions because i bet if you had someone teach you how to ride a motorcycle you would like it. It definitly takes a certain type a person. Ask someone like Ken Griffey Jr. Robin Yount and LA's own Jeff Kent all who love supercross and ride motorcycles. Im done tearing you apart as i doubt you even have the balls to write me back. What could you possibly even say in your own defense? You better just stick to keeping stats on how many blades of grass are in the infield. R Eldridge AMA pro license holder

here you go http://cgi.ebay.com/ebaymotors/Motorcycle-Turn-Signals-Blinker-Flush-Mount-Clear-/180384363161?pt=Motorcycles_Parts_Accessories&hash=item29ffbef299

updated pics of my 98 after a cleaning I get crap for the new seat cover but i like it🤣 also new top clamp, front and rear fender graphics, and a new fmf turbine core 2 silencer is on its way. As soon as i can afford twinwalls ill throw on the applied top clamp i have. 👍

ORN6 is standard o-ring no fancy stuff and IMO the best chain for the price. I'll never buy anything else again. Of course I gotta wear this one out yet which will take a long while 👍

I took my course over 10 years ago and remember paying somewhere around 200. My wife just took the one in Norco last year and we paid 250. Though it seems high 250 is not much considering what they teach you and what you learn. I agree with Big Dan about using what I learned on every street ride. To me that is worth more than 250 bucks. I put over 38,000 miles on my FJR in the last 2 years and I dont have enough fingers to count on how many times that class probably saved my life 👍 Good luck

You don't need that tool.

how far are you willing to drive and how difficult of a ride are you looking for? At the peak of hwy 154 you can take E. Camino Cielo for about 20 minutes and it will take you to divide peak which is more scenic than challenging. Or you can continue down 154 to Paradise Rd. and follow it until you reach redrock then take the fork in the road (turn left) towards upper oso campground. That is the staging area for roughly 30 miles of dead end trails that are very scenic, worth seeing, but again nothing challenging. If you are willing to drive a little further, head south on the 101 then take the 33 north and there are tons of forest routes near lockwood and ballinger canyon, much more technical stuff around there (nothing extreme unless you are afraid of heights.) If you head north on the 101 to 166 then go about 20 minutes east you will find rockfront ranch on the north side of the highway, there are about 40 miles of interconnecting 4x4 trails there. The forest service headquarters is actually in Goleta and you can get maps there: Forest Headquarters (Goleta) 6755 Hollister Avenue, Suite 150 Goleta, Ca 93117 Voice: (805) 968-6640 TTY/TDD: (805) 968-6790 FAX: (805) 961-5729 Newsline: (805) 961-5770

I've met a lot of people who say "Hey, a KDX, I used to have one of them...." I've never met one who said "Jeeez, I was glad to get rid of it......" Usually the opposite If you want to go fast in the woods the KX will be the better chassis. A good bit more throttle control will be required. If you want to have fun in the woods the KDX is sufficient. If you want to go fast, have fun, and not have to exercise too much throttle control a Hybrid is just the ticket. I love that I can actually go full throttle in the tights on my Hybrid from time to time. I think the KDX220 motor is a GREAT woods motor. I'm one of many who wish that Kawi would have built the Hybrid on purpose. Too answer your original question, either one would be fine. You WILL regret parting with the KDX. Everybody does.

Scroll back to the thread about the 144 and how it will replace all 250f's. You know: Easier and cheaper to rebuild, more horsepower...etc...etc... How is that working out? The 350 is not a vet bike. No-way. You show me a vet who has cash, and he will buy a 450, almost every-time. The rest of them will buy 250 2-strokes. KTM has a marketing strategy that they want to build their own displacement and remain unique. And since, as has been pointed out, in Europe, with Cairoli, and different rules, they can tweek the entire bike, this marketing strategy is workable. Here with AMA rules? No-way. Outdoors? No-way. If KTM wanted to make a big splash in Supercross, they could have inked a big name racer, but they chose a guy who is a perfect spokesperson and real nice-guy. It was more about the meet and greet, than podiums. Right now Roger and Stefan are probably trying to figure out if the support of the 350, and its lack of success, will scare any of the top 5 guys from ever signing with them. All the paddock can see Alessi's career spiraling down the toilet. Besides, Chad Reed and his Honda have pretty much pi$$ed all over KTM and Roger's 2011 supercross effort. Not-too-mention; Everybody from JGR, to VMI,and Moto-concepts. The guys a genius.

First spray a bit of silicone lube on the fork tubes to minimize stiction. Check static sag. Measure from axle to say a point on the lower triple clamp. You should have 40-45mm static sag. If not enough , adjust preload till you get those numbers. Now sit on the bike to check rider sag. You should have about 25% of available travel in rider sag. I believe on that bike it should be 77.5mm. So, 75-80mm should be fine. Adjust damping to rider style and type riding. Rear suspension sag should be 30-35mm static and 34% of available travel should be rider sag. I think that is 107mm. If you have those numbers you have the correct springs. If you do not then change springs till you get those numbers. This is not guesswork. It is an exact science to balancing your machine. Your forks should settle or drop when entering a corner and the rear should settle or squat thus lowering the bike some and allowing the wheels to follow the ground more closely to maintain traction and cornering speed.

Unless you own industrial diamond tooling, honing a plated cylinder is an exercise in futility. A standard aluminum oxide hone WILL NOT cut nickel/silicon carbide composite plating. The hone will help clean the bore surface, but that's it. If your cross-hatch is not clearly visible after cleaning the bore surface, the plating is worn out. Honing it will not cut new cross-hatching.

It seems there is always one of authority that has to be the big dick. They act like everyone is a criminal and it just gives them all a bad rap.

I don't know where BRM's post is routed... In any case - find me the book where my info is coming from and I will pay it's author for his knowledge. Maybe there isn't a book? Maybe this is info I have learned? Anyways - I am just stating some basics. The yz does NOT have idealized intake timings - it's a little under durationed. It gives the bike good smooth power characteristics with excellent over rev. But if you want to make a little more power bumping the intake timing a tad will do this.. Now - because pipes and ports go hand in hand (and if you still don't understand this just quit now) you can often get a pipe to improve a porting flaw - or a port to improve a pipe flaw. Pipes work on the basic principles of resonance. They work at a specific frequency (and a little past and a little before that frequency). They interect with the ports at the same range of frequency. So think in one revolution. Exhaust port opens. Creates a sound wave. The sound wave begins its way down the pipe In about 30 degrees of crank rotation after exhaust port opening (exact degree amount depends on your exact porting specs) the intake ports are uncovered by the piston. The sound wave will have already reached the expanding part of the pipe creating a negative suction wave that is fighting its way back towards the cylinder against the exhaust gas flow. If everything is right - your suction wave will arrive just at or a little after the intake port is opened. The intensity of this suction pulse is dependent on a lot of factors, one being the pipe angles. WHEN this pulse arrives depends on the timing of opening on the exhaust port, the intensity of the sound wave, and the ANGLE of the pipe. Steeper angle - stronger wave over shorter time period. The piston reaches BDC. Typically the suction pulse is at its strongest around BDC if the pipe is well designed. The piston begins to move UP - without an exhaust pipe the only thing keeping intake charge moving would be the inertia it has from flowing previously - but thankfully the exhaust pipe continues to suck and allows continued intake charge flow. The piston approaches intake port closing. At this time it has been found that just before intake port closing you want the STUFFING pulse to arrive. Because air has inertia you must get the PULSE there a tad early -sometimes 2-3 degrees before the intake ports are closed. Inertia from flowing intake charge keeps intake ports flowing all the way to closing. NOW - during the next 30 degrees of crank rotation you are trying to stuff all the intake charge you sucked into the EXHAUST port back into the CYLINDER. During this time the port's flow characteristics in REVERSE are critical in being matched the return pulse's shape and magnitude. Exhaust port closes and now the pipe has finished its work until the exhaust port reopens. Now the exhaust pipe still has standing waves in it that are going back and forth... Certain pipes and certain port timings with certain engines make use of these remaining waves on the next cycle. That's the secret - and why many (if not all) of the world's fastest two strokes are below 200 degrees exhaust duration. Spend some time thinking about that process through and through. If you raise the exhaust port with no other changes - it changes how the pipe works drastically. The sound wave leaves earlier and will arrive back earlier - making it less in tune with the porting design. Lower exhaust port no other changes (which would require cylinder base machined then intakes raise or a chamfered piston on the exhaust port) and the pulses arrive too late. It's why IMHO the PC pipe is a a great match for most mod engines built. On a stock bike it is not all that impressive from a top power perspective (although I like the early power it has) but raise the exhaust port some and the intake ports some and BAM - it's timing matches the porting and the motor screams. The timing of these pulses is very precise and being off just a hair amount kills power. Also - if the pulses are very strong but the intake ports do not have good directional control of exiting intake charge - the loop process is interrupted and the engine makes less power... The advancement in engines has come from directional control in conjunction with pipes that makes use of this. I do no have a DEP pipe or an HGS and have never tested one. I am sure the companies have done their own development to suit their own desires with each pipe for the bike... Regarding a good way to compare visually the pipes - I use excel with the following columns. Section Length Start Diameter End Diameter Total Length Then I plot the pipe shape as a straight pipe in a line chart. Gives you exactly what you measured and is very easy to compare pipes.

so are you gonna post up some pics?

You could use a round nose carbide burr in a die grinder, grind out the easy out, then try drilling again. I did this once on a 1/4" Harley oil pump stud.

The last picture was the bike when it was sent to me....

They were, in 74-76 ish, then came the tahitian red, end of story.