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About HawkGT

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  1. HawkGT

    Plates for Arizona 05' CRF450X

    If the title is from any other state than AZ they'll want to physically see the VIN on the vehicle--so bring the bike. I'm an AZ resident and that's been the case with all the out-of-state titled bikes I've re-titled in AZ. I assume you've got an AZ address to use? It's better if it's not in the Phoenix or Tuscon area. Zip codes in those areas require emission testing once the bike is 5 model years old. They probably will not ask for proof of insurance (they didn't last time for me). I'd bring it anyway though. Anymore, it seems they're not checking equipment compliance. They just have you sign a document acknowledging your responsibility for making sure it has the proper equipment. Since (in this case) they'll need to check the VIN anyway they might check equipment. In my experience, it just depends on who you get. On the plate: they'll give you one right there. It doesn't come in the mail unless you want vanity plates. I got 500R on my CR500 plate. It probably took 6 weeks to get a flawed plate and then another 4 for it's replacement. So those take a while. FWIW, all my AZ DMV experience has been in various offices in/around Phoenix. I have know idea what they're like up in Havasu. $0.02
  2. HawkGT

    Checking compression on the top end?

    I highly doubt you'll get another 20+ psi from warming up the engine. I frequently just check mine cold because it's more convenient. I figure as long as I'm consistent in my procedures my numbers will have comparative value. How sure are you on the accuracy of your gauge? I've had various gauges that have read all over the place....just somethin' to consider.
  3. Anyone remember that video of Villopoto riding the wheels off a KX100 at some MX track? I found this link for it in another thread: But the link doesn't seem to lead to the video anymore. Any ideas on where I can find it? I searched a bit but came up empty.
  4. HawkGT

    info on 96 cr250

    '95 owner here. Like the others said, wonderful bikes. Their engines can do no wrong. A half way decent (or even 1/3 decent) '96 for $800 will scratch your itch for sure. Do it.
  5. HawkGT

    Checking compression on the top end?

    Hmmm. Can't say I've ever tried to take a compression reading without a pipe on. However I can't think of a reason why it would matter. Make sure you're holding the throttle wide open and keep kicking until the gauge stops climbing.
  6. HawkGT

    Help me remove PISTON?

    There's a tool for that. Wrist pin puller: basically a small slide hammer. I had a stubborn one once. I resorted to what you see in this pic since I didn't have the proper tool. I supported the side of the piston so I could pound it out with a brass punch. Without the side support the pounding would have put too much load on the rod and rod bearing.
  7. 1992. It also has updates in the back (chapters 9-11) for years '93, '94, and '95. Valve specs are the same for those years too.
  8. You're right that a high octane rating does not add any power in and of itself. However, I'm not sure what you're referring to about volatility. There is a measure of gasoline volatility called Reid Vapor Pressure. RVP is generally adjusted for cold start performance and vapor lock tendencies. A more complete measure of volatility is a fuels distillation curve. That's the initial, 10%, 50%, 90%, and final temperature figures you see on a racing fuel's spec sheet. Distillation profile in particular is very important. But no measure of volatility has anything to do with octane ratings. You can't look at a dist curve and predict the octane rating or visa versa. There's an important distinction to be made concerning the combustion of gasoline. There are two completely different types of combustion that can occur. The first is deflagration (i.e. burning). This is the normal type of combustion that our engines are designed to utilize. The other is detonation (i.e. exploding). This, as you know, is abnormal and harmful to our engines. The chemical kinetics involved in these types of combustion are different. One does not necessarily reflect on the other. Octane rating ONLY has to do with a fuels tendency to succumb to detonation. It has ABSOLUTELY NO BEARING on deflagration....except in one indirect instance: A gasoline can be formulated by using a blend of hydrocarbons that raise its octane rating and in doing so sacrifices other properties which do impact it's burning qualities. But the only time you'd really have to worry about that would be with an unleaded racing gasoline. Or a gasoline that is not meant for your application (e.g. using fuel made for blown drag car engine in your dirtbike). And in those instances, it's not really the octane rating that is responsible for the undesirable characteristics. It's the fuel specs that were ignored or sacrificed that are responsible. One of the reasons lead is so good for raising octane levels is that it allows fuel designers to pick the hydrocarbons that exhibit the best qualities with far less regard to their octane characteristics. The lead steps in to fill that role. The only time an engine is aware of octane rating is when it doesn't have enough. Octane rating is a measure of one thing and one thing ONLY: detonation resistance. Octane rating has nothing to do with a fuels ability to burn (i.e. deflagrate). That's not to say that one fuel might have different burning characteristics as another. But it's a mistake to attach octane rating to those differences. You can have two fuels with identical octane ratings that otherwise behave completely differently. Similarly, you can have two fuels that burn (or otherwise behave) identically yet have vastly different octane ratings. To often we like to assign every good or bad thing about a gasoline to its octane rating. Big mistake....although understandable because we frequently don't know what the other specifications are. Often, folks don't even realize octane rating is only one of many specifications that define any given fuel. We have to look at the whole picture to assess how any particular fuel is going to perform--not focus solely on octane rating.
  9. HawkGT


    I don't care for Edlebrock carbs. JMO Best bang for the buck is the Keihin from an 04/05 TRX450R. They can be found for not much and are a very nice improvement over the stocker. Best "cost is no object" option is a Keihin FCR (39mm). $0.02
  10. My OEM service manual says: Valve clearance (when engine is cold) IN. & EX. : .08mm - .13mm (.003" - .005") Maintenance interval is 4000 miles. And "Caution: Both right and left valve clearances should be as closely set as possible". I don't recall ever seeing a valve clearance spec that list identical numbers for the intake and exhaust. And that's a fairly large acceptable range. But that's what it says.
  11. HawkGT

    knee brace tib fib destructo

    Did you notice the link to the knee brace study? I think it's a sticky in the general forum.
  12. HawkGT

    private mx track waivers?

    Exactly. People, this isn't about you buddy breaking his arm. This is about a serious or life-ending injury that forces someone (maybe not even the person who got hurt or died) into survival mode.
  13. HawkGT

    private mx track waivers?

    I imagine a good waver can't hurt. But I don't think a waiver can replace a decent insurance policy. Find out (beforehand!) what protection your homeowners insurance provides. Then get an umbrella policy if necessary.