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About Nadeem

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    United Kingdom
  1. Thanks.
  2. Hi chaps, I'm having difficulty finding a place to get my wheels refurbed in the UK for a DR650 SE (96) or if anyone has suggestions for where I can get a pair of wheels at a good price...please let me know.
  3. Not as shiny as some...but just acquired this for some light off roading...
  4. Hi ladies & gents, I'm involved in organising a ride out to Le touquet in France on behalf of Spinal Research on the 7th of June. It'll be going on the Channel Tunnel from Folkestone (uk). It's a cross club / forum event and various clubs & forums are taking part such as Gixxerjunkies (they have 22 riders coming), Londonbikers (5), Visordown, Suzuki owners Club (5), Yamaha Owners Club, GS Club UK (2), Knobblies (14), UKGSER, Advrider, etc. Currently we have around 65 bikes signed up and coming along. It will also be covered in most of the major uk mags next month such as Bike, Ride, MCN, TWO, Performance Bike and also Trail Bike monthly. I was hoping that the xrvforum would lend their support to this event also and get a group of riders along to this great day out. Spinal Research is a very worthwhile charity for bikers to be supporting and I hope that some of you will make it along. Details on the rideout and how to sign up can be found on the spinal research site here: Map of the route below: Pics from the route:
  5. At those kind of mileages between changes, you could use any semi synthetic with no problems. I'm planning on changing every 1,000 from now on, using fully synthetic. BTW - what's the dust got to do with it...? Wouldn't that just affect the air filter...don't really have dusty conditions here, so I don't know...
  6. The question is guys, how often are you changing oil...? I've heard of people changing every 200 miles...
  7. Here's an explaination of oils from someone based at the research labs at Silkolene: Firstly people need to understand that semi-synthetics are not in fact synthetic at all, they are at best modified mineral oils as are most of the synthetics on the shelves today. The only true synthetic basestocks are poly alpha olefins (pao) and esters of which there are two types used in oil polyol esters and diesters. True synthetics are man made, not dug out of the ground and are superior in every way to their petroleum cousins. When you use a semi-synthetic, it is in fact a mineral oil, petroleum derived, that's why they don't cost much. They are generally better than pure mineral oils as they have better detergency and heat tolerance but they are never the less still mineral based. API groups oils into basestock catagories and here is the breakdown: Basestock categories and descriptions All oils are comprised of basestocks and additives. Basestocks make up the majority of the finished product and represent between 75-95%. Not all basestocks are derived from petroleum, in fact the better quality ones are synthetics made in laboratories by chemists specifically designed for the application for which they are intended. Basestocks are classified in 5 Groups as follows: Group I These are derived from petroleum and are the least refined. These are used in a small amount of automotive oils where the applications are not demanding. Group II These are derived from petroleum and are mainly used in mineral automotive oils. Their performance is acceptable with regards to wear, thermal stability and oxidation stability but not so good at lower temperatures. Group III These are derived from petroleum but are the most refined of the mineral oil basestocks. They are not chemically engineered like synthetics but offer the highest level of performance of all the petroleum basestocks. They are also known as “hydrocracked” or “molecularly modified” basestocks. They are usually labelled/marketed as synthetic or semi-synthetic oils and make up a very high percentage of the oils retailed today. Group IV These are polyalphaolefins known as PAO and are chemically manufactured rather than being dug out of the ground. These basestocks have excellent stability in both hot and cold temperatures and give superior protection due to their uniform molecules. Group V These special basestocks are also chemically engineered but are not PAO. The main types used in automotive oils are diesters and polyolesters. Like the group IV basestocks they have uniform molecules and give superior performance and protection over petroleum basestocks. These special stocks are used in all aviation engines due to their stability and durability. Esters are also polar (electro statically attracted to metal surfaces) which has great benefits. They are usually blended with Group IV stocks rather than being used exclusively. It is common practice for oil companies to blend different basestocks to achieve a certain specification, performance or cost. The blending of group IV and V produces lubricants with the best overall performance which cannot be matched by any of the petroleum basestock groups. Moving onto why synthetics are better is complicated but the article below adequately explains the benefits and why. The basic benefits are as follows: Extended oil drain periods Better wear protection and therefore extended engine life Most synthetics give better MPG They flow better when cold and are more thermally stable when hot Esters are surface-active meaning a thin layer of oil on the surfaces at all times If you want to know the reasons why then please read on but, warning - Long Post! Stable Basestocks Synthetic oils are designed from pure, uniform synthetic basestocks, they contain no contaminants or unstable molecules which are prone to thermal and oxidative break down. Because of their uniform molecular structure, synthetic lubricants operate with less internal and external friction than petroleum oils which have a non-uniform molecular structure. The result is better heat control, and less heat means less stress to the lubricant. Higher Percentage of Basestock Synthetic oils contain a higher percentage of lubricant basestock than petroleum oils do. This is because multi-viscosity oils need a great deal of pour point depressant and viscosity improvers to operate as a multigrade. The basestocks actually do most of the lubricating. More basestocks mean a longer oil life. Additives Used Up More Slowly Petroleum basestocks are much more prone to oxidation than synthetic oils. Oxidation inhibitors are needed in greater quantities in petroleum oils as they are used up more quickly. Synthetic oils do oxidize, but at a much slower rate therefore, oxidation inhibiting additives are used up more slowly. Synthetic oils provide for better ring seal than petroleum oils do. This minimizes blow-by and reduces contamination by combustion by-products. As a result, corrosion inhibiting additives have less work to do and will last much longer in a synthetic oil. Excellent Heat Tolerance Synthetics are simply more tolerant to extreme heat than petroleum oils are. When heat builds up within an engine, petroleum oils quickly begin to burn off. They are more volatile. The lighter molecules within petroleum oils turn to gas and what's left are the large molecules that are harder to pump. Synthetics have far more resistance as they are more thermally stable to begin with and can take higher temperatures for longer periods without losing viscosity. Heat Reduction One of the major factors affecting engine life is component wear and/or failure, which is often the result of high temperature operation. The uniformly smooth molecular structure of synthetic oils gives them a much lower coefficient friction (they slip more easily over one another causing less friction) than petroleum oils. Less friction means less heat and heat is a major contributor to engine component wear and failure, synthetic oils significantly reduce these two detrimental effects. Since each molecule in a synthetic oil is of uniform size, each is equally likely to touch a component surface at any given time, thus moving a certain amount of heat into the oil stream and away from the component. This makes synthetic oils far superior heat transfer agents than conventional petroleum oils. Greater Film Strength Petroleum motor oils have very low film strength in comparison to synthetics. The film strength of a lubricant refers to it's ability to maintain a film of lubricant between two objects when extreme pressure and heat are applied. Synthetic oils will typically have a film strength of 5 to 10 times higher than petroleum oils of comparable viscosity. Even though heavier weight oils typically have higher film strength than lighter weight oils, an sae 30 or 40 synthetic will typically have a higher film strength than an sae 50 or sae 60 petroleum oil. A lighter grade synthetic can still maintain proper lubricity and reduce the chance of metal to metal contact. This means that you can use oils that provide far better fuel efficiency and cold weather protection without sacrificing engine protection under high temperature, high load conditions. Obviously, this is a big plus, because you can greatly reduce both cold temperature start-up wear and high temperature/high load engine wear using a low viscosity oil. Engine Deposit Reduction Petroleum oils tend to leave sludge, varnish and deposits behind after thermal and oxidative break down. They're better than they used to be, but it still occurs. Deposit build-up leads to a significant reduction in engine performance and engine life as well as increasing the chance of costly repairs. Synthetic oils have far superior thermal and oxidative stability and they leave engines virtually varnish, deposit and sludge-free. Better Cold Temperature Fluidity Synthetic oils do not contain the paraffins or other waxes which dramatically thicken petroleum oils during cold weather. As a result, they tend to flow much better during cold temperature starts and begin lubricating an engine almost immediately. This leads to significant engine wear reduction, and, therefore, longer engine life. Improved Fuel Economy Because of their uniform molecular structure, synthetic oils are tremendous friction reducers. Less friction leads to increased fuel economy and improved engine performance. This means that more energy released from the combustion process can be transferred directly to the wheels due to the lower friction. Acceleration is more responsive and more powerful, using less fuel in the process. In a petroleum oil, lighter molecules tend to boil off easily, leaving behind much heavier molecules which are difficult to pump. The engine loses more energy pumping these heavy molecules than if it were pumping lighter ones. Synthetics are better and in many ways, they are basically better by design as they are created by chemists in laboratories for a specific purpose. The biggest misconception of all spouted about oil by the uneducated/uninformed is "synthetics are too thin". This is total nonsense, a 10w-40 synthetic is the same as a 10w-40 mineral oil or 10w-40 semi-synthetic viscosity (thickness) wise, 10w is around 1000cst at 0degC and 40 is around 14cst at 100degC, they have to be to be rated as a 10w-40! Synthetic oils are capable of being blended in all viscosities of 0w-20 to 20w-60, it's just a case of basestock quality and selection the appropriate viscosity for the application. Finally whilst I'm on misconceptions, many people do not understand how a multigrade actually works and what it means, the following should hopefully clear up a few questions. A short lesson on Multigrades: If you see an expression such as 10W-40, the oil is a multigrade. This simply means that the oil falls into 2 viscosity grades, in this case 10W & 40. This is made possible by the inclusion of a polymer, a component which slows down the rate of thinning as the oil warms up and slows down the rate of thickening as the oil cools down. It was first developed some 50 years ago to avoid the routine of using a thinner oil in winter and a thicker oil in summer. For a 10w-40 to attain the specification target a 10W ( W = winter) the oil must have a certain maximum viscosity at low temperature. The actual viscosity and the temperature vary with the viscosity grade but in all cases the lower the number, the thinner the oil, e.g. a 5W oil is thinner than a 10W oil at temperatures encountered in UK winter conditions. This is important because a thinner oil will circulate faster on cold start, affording better engine protection. For a 10w-40 to attain the other specification target a 40 oil must fall within certain limits at 100 degC. In this case the temperature target does not vary with the viscosity grade, if there is no "W", the measuring temperature is always 100degC. Again the lower the number the thinner the oil, a 30 oil is thinner than a 40 oil at 100 degC., which is typical of maximum bulk oil temperatures in an operating engine. The engine makers are, of course, very well aware of this and specify oils according to engine design features, oil pump capacities, manufacturing tolerances, ambient temperature conditions etc. It is important to follow these guidelines, they are important and are an are stipulated for good reasons. If the engine has been modified, the operating conditions may well be outside the original design envelope. The stress on the oil caused by increased maximum revs, power output and temperature may indicate that oil of a different type and viscosity grade would be beneficial.
  8. My 610 is similar...
  9. If it helps..they are a Husky OEM Part, so your dealer should be able to get them...
  10. Haven't seen it in the UK yer, will stick to my Silkolene I think...!
  11. Any pics of the fyre jacket..? I'm looking for something to wrap the exhaust pipes in at the moment to help keep everything a bit cooler - including my legs...! Riding on trails at low speeds has my legs starting to cook on the TE610. I've also had the cooling fans on a heck of a lot lately in the warm temperatures...
  12. Is the Rotella oil a 'true' synthetic or is it a hydrocracked mineral oil synthetic?
  13. Someone I know ordered a six inch width one for a TE610E if that helps...
  14. The spacers add about an inch onto the height of the bars.
  15. I've seen a pic of one with a BMW F650GS Screen on it.