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52wheelz

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About 52wheelz

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  1. 52wheelz

    New to TT! Just got my 450L! USED!

    Corbin used my stock seat base and charged me $349. For me, it was well worth it.
  2. 52wheelz

    New to TT! Just got my 450L! USED!

    I own both a DRZ400S and the 450L. The DRZ has a much softer suspension and power delivery. I believe the 450L is 30lbs lighter and it feels lighter when off road. It isn't so much that the 450L is better off road. It is different. The DRZ is easier to ride off road when going slow. The 450L can be ridden at a much faster pace off road so it really depends on what type of riding you plan to do. The 450L will be better in very technical single track mainly because it is lighter and has more power. I will be riding both bikes on and off road for the next year. I'm treating the DRZ more like my lightweight adventure bike and the 450L as my go to bike for more aggressive off road riding but I think the 450L can also be used as a lightweight adventure bike. Both bikes are good and are also very different.
  3. 52wheelz

    New to TT! Just got my 450L! USED!

    I have owned alot of dual sports through the years. I owned an XR650R and XR650L at the same time. Even though the XRL was heavier and more top heavy than the XRR, I liked the XRL better. For me, the XRR didn't seem to want to turn very well. Could have been the suspension setup I had but I felt like the bike would rather just blast "through" obstacles where with the XRL, I felt I could steer around the same obstacles. The XRR motor felt like it had a gyroscopic effect on the suspension making it want to just go straight. Probably just my weird perception of the bike. The CRF450L is nothing like the XR650R which is a torque monster. I didn't like having to kick start the XRR when I would stall it in tight technical single track. The problem is that there are too many great bikes out there to choose from. They are all good with pros and cons. I'm finding the 450L to be very comfortable on the street with plenty of passing power even above 70 mph. Last Saturday I let my friend ride my 450L and I got on his older Kawasaki 1000 cop bike. His bike felt sluggish compared to the 450L and seemed to accelerate much quicker. Probably the only way to answer your question about the difference between the XR650R and the CRF450L, is to ride them back to back on the street and off road. There is a difference between these bikes. I rode my XRR over 100mph on a dry lake bed and the fastest I can get the 450L is 89 mph on the street. 200cc's makes a difference and has pros and cons. I think the 450L will be much more flickable off road but that may have more to do with suspension setup than the bike. I think either bike can be satisfying depending on what you intend to do with it. For me, long distance comfort has alot to do with seat width and 11" wide hits the sweet spot for me.
  4. 52wheelz

    New to TT! Just got my 450L! USED!

    I think that is a matter of opinion. At first, I thought the 450L was geared too low for highway use. But the more I ride it the more I like it on the pavement. I now have over 400 miles on it, all twisty pavement in my local mountain roads. It pulls hard up to and past 80 mph above 7,000 ft and has all the power I want. When I get off it and get on my 2018 uncorked DRZ400S, the DRZ feels like a turtle by comparison and I really enjoy my DRZ. I have run my 450L from my house at 280 ft elevation up to 9,600 ft. elevation on a 70 mile ride and what impresses me is that it runs great at all of those elevations in stock trim with no modifications to the airbox, header, muffler EFI or ECU. That is impressive for a dual sport bike. A stock DRZ400S can't do that without modification to the airbox and carb and my 2012 and 2013 KTM 500EXC both needed fueling modification to run well at those elevations. In Central California, there is opportunity to ride a wide variety of elevations. In Death Valley, I can ride from -280 ft below sea level to over 11,600 ft all in one day. It looks like the 450L will handle that without any modifications. For me, the 450L doesn't need any more power for the way I ride. I plan to ride it from my house to Death Valley and back which will be over a 1,000 mile trip. I have done that on my a DRZ400S and it worked out very well. The 450L has less oil than the DRZ but I think it can handle that mileage without an oil change since it will be a dual sport ride and not a race. These days, I prefer to be on a light weight dual sport, my DRZ or the 450L, rather than on a 600 lb adventure bike. I have set up my DRZ with luggage, a wide comfortable seat and a windscreen and I am doing the same with the 450L. There is a bike for everyone. Ride what you like.
  5. 52wheelz

    New to TT! Just got my 450L! USED!

    I took mine to Corbin in Hollister, CA and had them make an 11" wide seat for me. This is what I have done with all my dual sports and I love that I can get exactly what I want but you have to take the bike to Corbin.
  6. Just pulled the trigger on a 2012 500EXC last Thursday and have already ridden it for two days in the desert. Noticed the same thing with the flasher switch. What did you shave with the dremel? Any pics? E-tickets picture instructions helped me a bunch expecially with the side stand bolt change out. Thanks E-ticket. My bike wouldn't idle when I climbled elevation and the dealer told me there was no idle adjustment. Good thing I read the owners manual. There is an adjuster and it took me a while to figure out that turning it counter clockwise make it idle faster. There seems to be about 50 clicks of adjustment. Doing the adjustment one click at a time in the wrong direction meant it took me longer to figure it out. I forgot my manual so I couldn't remember which way to turn the idle adjuster. I'm wondering if the stalling issues that have been posted have to do with the idle adjustment.
  7. The Piute Mountain single track is east of Bakersfield, CA, and south of Lake Isabella. Here is a link with more information about this area: http://advrider.com/forums/showthread.php?t=738812 It is sort of a "secret area" as many of the infamous trails can't be found from the road and are not marked. I have only ridden two of the marked trails and some of the dirt roads but there are others that know the area well. The KTM 350EXC would be the perfect bike for this area. I have heard that the 400EXC is one of the best bikes KTM has ever built. Too bad they never offered it in "street legal" trim in California. Maybe they still should.
  8. If you ride in this area, be aware this is where you will find some of the most extreme single track in all of California. I would stay off trail 34E34 unless you are a Pro level rider as it dead ends into Bear Trap Canyon and it is extremely steep to come back up. I only agreed to ride on trail 34E31 because I knew the riders I rode with had better skills than me and the leader of the group had made it through a few weeks earlier. Many people have spent the night in this area as they underestimate how difficult some of the trails are. Never ride this area alone. There is mostly no cell phone service in this area as well and AT&T has about the only cell coverage. There are also Mojave Green Rattle Snakes in this area that are most active in the summer months. If you get bit by one of them, you will need anti venom within 45 minutes or you can die. Just saying, be prepared before riding in this area and preferable ride wth someone familiar with the area.
  9. E-Ticket2: You right about how nimble the smaller bore bikes are. If all I did was the tight technical trails, I would only look at the 350 but I probably spend less than 1% of my riding time on those types of trails. A few months ago I did spend a day riding the technical stuff and wished I was on the 350EXC. Here is a link to that days ride. The 350EXC was made for trails like this:
  10. Yes I know it is a 350 thread but I think everything you are doing, which by the way is great, also applies to the new 500. Other than bore and stroke, I seems to me these two bikes are the same. I was just hoping to get some additional information about these motors and transmissions with regard to how well they hold up over time and after many thousands of miles. All your information will be extremely helpful for any of us who might buy a new 350 or 500EXC. By the way, do you know if there is a 4 gallon fuel tank available yet for the 2012 350EXC or 500EXC? Also, why did you choose a 350 over the 500? Thanks for all the information you are providing. It is very helpful.
  11. One of my concerns is KTM's recommendation to replace piston, rings and other motor internals after somewhere around 100 hours of riding. Is this really necessary and has this always been the case with the 520, 525, 530 and now the 500EXC's? I wouldn't want to have to tear down my "dual sport" motor that often just for routine maintenance. Maybe the reason the DRZ400S is so much heavier than the KTM 500EXC is because it carries twice as much oil and is bullet proof with almost no maintenance needed, other than oil changes, for the first 25,000 miles. I love the light weight and performance of the KTM dual sports but don't want "Ferrari" type maintenance to go with it. I'd love to hear from current 520, 525, and 530EXC owners who have put over 25,000 miles of dual sport riding on their bikes to confirm exactly what kind of maintenance is required for these motors. If the price for a light weight high performance dual sport is high maintenance, then so be it but I would like to know in advance before spending a ton of $.
  12. 52wheelz

    Replacing speedometer to save the DRZ battery

    Thanks. I knew it was probably a stupid question.
  13. I currently own two 2009 Suzuki DRZ400S's. One for me and one for my son. The 2012 500EXC looks very good and I'm considering switching to orange but I have a few questions. If I went orange, I would need to set up the 500EXC with the following: 1. 4.0 gallon fuel tank (I need at least 200 mile fuel range) 2. Soft side side bags 3. Wide Seat (Corbin works for me) Before buying the second DRZ for my son, I had a chance to ride a dual sported 2004 KTM 525EXC that was set up with a 4 gallon fuel tank, Corbin Seat and Dirt Bagz side bags. My son and I spent a whole winter of riding both the DRZ and 525 in a variety of dual sport situations and I found I was less tired at the end of an 8 hour riding day on the DRZ even though it was 40 lbs heavier and didn't perform as well off road. I know the two bikes are very different and the KTM has much better performance off road. This is what I'm interested in learning from current owners of the 2012 KTM 500 or 350 EXC's. 1. Reliability to date. Any known issues and fixes 2. Is there a 4 or 4.5 gallon fuel tank available yet 3. What side panniers are you using 4. How well is the fuel injection working at different altitudes 5. What mods if any are necessary for it to run well Here is where I ride: 1. Spangler Hills in the Mojave Desert: Mostly trails 2. Death Valley: Usually 3 day rides 3. 1,000 mile 3 day dual sport rides that include: a. 300 miles pavement b. 500 miles of dirt roads c. 200 miles of single track with 4x4 sections and technical trails The DRZ has done good enough in all these situations but the KTM would do much better on the technical trails and that is where I primarily ride from Thanksgiving to early March. My biggest concern about the KTM is how it would hold up riding multiple hundreds of miles on the pavement which I have to do when on long 1,000 mile multiday dual sport rides. I know the 2012 KTM EXC's have not been out that long, but I'm very interested in how they are holding up so far. I usually don't like to buy a bike the first year it comes out so the factory has time to fix any problems.
  14. 52wheelz

    Replacing speedometer to save the DRZ battery

    All this information is very helpful. I have a question about the "free power mod". When rewiring the RR, are you wiring it directly to the battery and also leaving the original connection? In other words, are you rerouting the RR directly to the battery and disconnecting the original connection or are you splicing into the connection to connect it directly to the battery? That isn't clear to me in the original instructions. If I use my single Battery Tender and rotate it among four bikes, how long should I leave it plugged into a bike before rotating it to the next one? 24 hours, 48 hours or a week? Does it matter? Thanks.
  15. 52wheelz

    Replacing speedometer to save the DRZ battery

    That's impressive!!!!! I have had a Battery Tender Plus for years and usually only plug it into my bikes, for 24 hours, after they have sat for a while. I always thought leaving it plugged in all the time would ruin the battery eventually but that isn't the case in your situation. Glad to hear this. I know there has been some discussion about different battery chargers and how they affect batteries but it sounds like you have had amazing success just leaving it plugged in all the time. I've got four bikes in the garage right now, two are mine, and would need to buy three more battery tenders to do what you have done not to mention a farm quad, tractor and riding mower. None of these is used on a weekly basis and they all have batteries that can die from lack of use. I've only had battery problems with the DRZ to date. My Yamaha farm quad can sit, with no use, for up to six months, and it is 6 years old with the original battery. It fires up everytime I start it so that battery isn't draining or going bad for some reason. Looks like I should but stock in the Battery Tender company if the right solution is to leave all of them plugged in all the time.
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