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CV4

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About CV4

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    North Carolina
  1. CV4

    clutch or tranny?

    You only need to remove the clutch cover to get at the shift mechanism. It will be just below the kick start gears.
  2. CV4

    clutch or tranny?

    Sounds like a problem with the shift detent mechanism. Probably a broken spring or something is just worn out. The grooves in the clutch basket will cause the clutch to drag a little but shouldn't be causing your shifting issue.
  3. CV4

    2004 YZ 125 Top End Rebuild questions...

    Your gauge is screwed. You should be in the 170lbs + range.
  4. CV4

    plug and gap

    It takes an NGK BR8EG plug. It should be between .024" and .028" on the gap.
  5. CV4

    Can I?????

    Nope, it has to be USFS approved.
  6. CV4

    CR 85 Leaking anti-freeze

    No, it doesn't use copper washers. The head nuts should be torqued to 20 ft-lbs. It sounds like you have a warped head or cylinder which will cause a leak.
  7. CV4

    07 YZ125 Jetting

    32.5 or a 35 pilot stock needle position (middle groove) 400 main Air screw 1 1/2 to 2 1/4 depending on temps. Before you go chasing a jetting issue make sure the top end is in good shape since that could cause what you're describing too.
  8. CV4

    No Fear Gear Sizing

    I wear a 33 in Levi's jeans. My No Fear pants are a 32 and fit great. Hope that helps.
  9. CV4

    Two rings or one. input needed

    Yes, both styles are availablbe. The 2 ring piston is a 801MO6640, the single ring is part number 802MO6640.
  10. CV4

    yz125 clutch problem?

    Completely normal. Most bike will do this. Mine (4 different bikes) will not roll in gear with the clutch pulled in when they are cold. After riding them for a little while they will roll fine.
  11. Let me clarify, all OEM titanium valves are a 1 piece forged valve. Sorry, I thought we were all talking about Ti valves. The DRZ valves are steel. I have never seen a 2 piece inertia welded titanium valve fail at the weld joint. The weld joint is deep up into the head of the valve. One of the most common causes of titanium valve failures are piston to valve contact due to incorrect clearance, weak valve springs, mechanical over rev (downshifting into too low of a gear) or a combination of these. Another very common cause is valve to seat concentricity. In this case the valve is not centered on the valve seat causing the stem to flex each time the valve closes as it centers itself on the seat. This constant flexing eventually fatigues the valve stem to the point of breaking. This usually happens right where the valve stem transitions into the head. This type of failure was very common on the early Kawasaki and Suzuki 250's. Another less common cause is that the valve exceeded it's usable life. Normally the seat area of the valve has worn beyond use before this happens.
  12. That is not the case. All of the factory (OEM) valves are a 1 piece, forged valve contrary to popular internet myth. They do "stretch" occasionally however it is caused by fatigue and is isolated to the valve stem. A valve that has reached this point is likely to break at anytime. There are only a couple of aftermarket manufacturers in the US that are capable of building a 2 piece inertia welded valve which is a much stronger valve than a 1 piece forged valve. For this reason the 2 piece valve is the choice of most Nascar, Indy, and all Formula 1 teams. The 2 most common reasons for losing lash is wear on the seat area of the valve and wear on the valve seat.
  13. Our elevation is around 800 to 1,000 feet. Air screw is between 1 1/2 to 2 1/4 turns out depending on weather. That is on pump gas, just can't afford the good stuff. So far I have run that set up since September with no problems. We had a 90 degree day this past weekend and it ran perfect.
  14. CV4

    bottom end lock up (pics)

    I put a Hot Rods crank in my son's CR85 when the stock crank went. He rode the piss out of it for a year and about 50 hours before moving to a 125. Now my nephew is on it with a total of about 80 hours and it hasn't seized yet. Given enough time any crank will eventually seize at the big end.
  15. CV4

    bottom end lock up (pics)

    Looks like some large pieces of something made it in there. I would have to guess one of your main bearings took a dump. To fix it you will need: New piston New head or have the old head recut New crank New crank bearings and seals Replate the cylinder
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