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bnio

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About bnio

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    California
  1. bnio

    pink wire mod??

    I have done this but its been so long ago I have forgotten, hell I have barely ridden the bike in two years since the new stator. Any way look up in the wr section about turning a wr into DC system. If I remember correctly you need to cut the pink which will float the ground and one end will be grounded, which end grounded I can't remember but its on this forum so search for it.
  2. People were saying vin designates street legal or not, not true it only designated offroad competition as of my knowledge from 2006 on back with the single vin digit and position. The emission sticker is also some sort of BS also. I have seen many street legal bikes from early 90's that never had any emissions sticker but are factory street legal, then some do have the sticker really weird with the inconsistancy. But the one thing they all had in common is that they "complied to federal safety standards for onroad use". So why am I even posting? This is why, just special construction that thing or "rebuild on a legal frame". When I say rebuild, get creative. I won't say specifically how to be creative, but if you buy a street legal frame make sure you get one that does have that illusive emissions sticker on it so you will easily succeed at registering that bike without question! Good luck dealing with the bend you over state, all they want here is the almighty buck. they don't operate on common sense in Kalifurnya.
  3. Hey the solution to your problem is to find an old street legal bike and "rebuild it" with your yz if you get my drift. Thats all I will say in a public forum, but if you search around for a used dual sport frame and title for a good price you will be on the street psuedo legally.
  4. bnio

    1988 MOJAVE Yeah or Nay????

    I have owned a 1995 Mojave which is the same pretty much as a 1988 and I didn't like it at all. The motor is the same 250 that has been made forever. This should be a plus but mine had some very weird part failures in the balancer and cam chain drive which should have never happened but did somehow anyway. As for older bikes, Honda has always treated my family well. I have a 88 250x a 99 300ex and a 89 250r(2 stroke). I would take the four stroke hondas anyday over any other make of that time era. They have proven to be dead reliable and have better resale. But keep in mind your son is 11 and the mojave could probably be fine but it could also be a handful depending on his skill, 11 is still pretty young. I like the ergonomics of the honda better than the kawasaki mojave hands down. But if the mojave is in good shape and the price is right it will serve him fine till he is ready for a real atv. Just check the fluids, oil, coolant etc. and make sure nothing is wrong.
  5. bnio

    Moving to CA and transfering DS bikes?

    Does his bike have a current street registration and or possibly street title as well instead of the title saying offroad? If it has been plated in another state you hava a half ass shot at it, but you may have to prove it was ds converted before 2005 possibly to comply to the garandfather rule in california. I have burning up the phones recently trying to figure out all the angles. As it stands now if you ever lose even a legit factory on/offroad bike title and you want to sell it or get another title you will not be able to street register without an emission sticker from the factory also.
  6. I know how to get bikes street legal in california. You just have to think outside of the box and manipulate the laws they have made into your favor. Life is all about the grey area, it is never just black and white or right and wrong. I can't post how to do it because that would ruin it for myself. Maybe someday I will share how. I will never post it here, to dangerous for a fool to find and ruin it for everyone. But if you ever met me in person I would be more than happy to enlighten you.
  7. bnio

    Anyone taken a driving test on the DRZ?

    I did it on a 600cc sportbike! Here in california you have to do a right and then left hand turn circle also with out touching the ground and on a sport bike that is practically full lock at the steering while idling around those lines. If I had my dirtbike I could have done it blind folded, better yet I could have stood up with one foot on the seat and the other on the handlebars surfing that bike through those lines and still have passed. Get the big child chalk out draw some lines in the street and practice more, oh most importantly calm down. Stressing about it will only make you fail.
  8. bnio

    good bye CA plates

    Does anyone care to at least half ass fight this Ca. B.S. plate revoking. I have been calling the idots at CARB and actually got ahold of a descent supervisor at DMV who wasn't a anti dual sport advocate. But what I have learned is that CARB is lying to us about the regulations and requirements. Thay have passed laws recently that they claim were always in existence, for example, the CA emissions sticker was present on all bikes of manufacture that were approved for the street since 1977 when in fact I can't even find a single one emission sticker on any existing on/offroad bike on the show room floor for 2006-2007 models specifically Yamaha, Suzuki, And Honda at the moment. I have also called corporate Yamaha and have beaten the emission sticker issue to death for their dualsport bikes, they said since the bikes are registerd new from the dealer as on/offroad use that they have no reason what so ever to have an emission compliant sticker because that model name and vin will specify it was a road/emission approved model. Hence the lacking of an emission sticker. This may also affect legitimate street legal dualsport bikes if something happens to the titling documents since you will need an emission sticker by law to possibly reregister that machine if they inspect it. Corporate Yamaha also said that they submitt a list of approved models and vin numbers to DMV every year and that DMV should be able to tell you what models are approved for street use and they shouldn't have to refer you to CARB because CARB won't have this information. Corporate Yamaha has been the only company I have contacted so far about this issue, but I plan to contact all the Japanese manufactures about this issue. The reason this all came about was due to the fact I wanted to register older 1980's Honda and Yamaha on/offroad bikes like the honda XL, but the XL my friend had lost its title and they won't allow it to be street licensed because of the allusive CA emission is not present for reregistering. So if there is anything I am wrong about what I have stated please let me know. Also if you have any specific on/offroad 2004 and older bike and you do have an emission sticker please let me know so I can have my facts straight since no one yet has given me any clear concise information about the stickers existence and where it is located and what it states. Pictures of these stickers would be highly desireable. If people want to dig in and fight this thing please let me know because that is what I will be doing. if the government is manipulating the law by requiring us to come up with something they don't even require the manufacture to produce and supply, well thats just down right illegal and we need to start fighting. I will be calling the Deputy Director of the CA DMV next week to try to gain some clarification to this issue.
  9. bnio

    Crankshaft self destruction?

    I am glad you are asking this question. There are no stupid questions just stupid people and that parts guys is currently ranking very high on the dumbass meter. The main problem with the 400 is that the wrist pin or the piston pin was a little on the small side for sustained high rpm output. Thats why the 426 and 450 has a bigger wrist pin and that is why there are no issues with connecting rods failing. With the 400 you need to make the piston pin a part you change out with some regular interval, especially if you like to rev the bike in the upper rpm range. Now the problem is figuring out how long of an interval before you can run the engine before you have to change it, thats the real trick here. I have a 400 and I noticed my new piston pin was coated with some sort of high pressure coating now I don't know if the originals were coated or if this is something new to help combat piston pin failure. Also don't forget to check the oil pump for proper operating clearances and also change your timing chain regularly. These are the three main deadly killers of these bikes. It is a whole lot cheaper to buy a head gasket, cylinder gasket and psiton pin than it is to rebuild a whole motor. I hope this helps.
  10. bnio

    YZ426 mods for offroad

    If your son is 130 pounder do the 03 cam swap for auto decomp. Actually if you have the budget it should be done anyway no matter who you are unless you are sadistic and love to punish yourself then leave the manual decomp on. Your choice, I went with the 03 cam and I am glad I did.
  11. bnio

    Locked motor - 01 YZ426F

    Hey I caught this thread and I thought I would throw out some basic info. The most likely reason lower rod bearing are failing are due to inefficient (worn out) oil pumps and/or lack of maitanence (regular oil changes ect.). The oil is one of the main ways heat is taken away from critical internal components of the engine. Besides lubricating the engine the oil and pump are serving double duty now that they also help in cooling the engine. Also remember that these engine are producing close to 2 hp per cubic inch which is phenominal for a production engine. When you think about it these types of engines are utilizing approximately 25% of the heat energy generated as mechanical energy, the rest, 75% of the heat has to be dumped to the surrounding environment through the engines coolant, exhaust, oil, and etc. What I am getting at is this, these aren't the trail 90s and xr 600s of the past that made 1 hp per cubic inch. When you look at how much of a race engine these are and then you looked at what people considered to be proper maintanence you be astounded that 99% of people would never think that they should check their oil pump clearances to make sure it was still in spec for proper operating condtion. Hence most likely the reason why there have been many bottom end siezures. Get a shop manual and look through it, highlight anything that is a wearable part that has service clearance limits and check those parts as part of your maintanence. That is the only way to stay ahead of failures and even then you will still have parts that fail with out warning but those will be very islolated and uncommon events.
  12. bnio

    Yzf400 / 440 ?

    You could go to a 450 setup with a 400 using oem yamaha parts if I remember correctly. My local engine builder and I talked about going that way with my 400 when it was in need of new rod, cylinder replate and so forth. You would have to use an 06 crank with it, that is the only odd thing I remember about that route. For some reason only the new cranks would work for the conversion and of course you will need a 450 cylinder. The 450 route was going to cost another $350 to $450 more on top of the initial rebuild cost for the 400. There may be a few things that may have to be worked out in that conversion that I don't know about because we never attempted to do it. This is just something to throw out there for further review, it may just be what you are looking for.
  13. Hey there I caught your post. Don't overlook all wearable parts. Check the oil pump and make sure the clearances are still in spec, its the heart of the engine. If the oil pump is beginning to fail your engine will be following quickly behind it. Many people tend to ignore this part. Like you said these pistons are short skirted so piston to wall clearance is always a concern so it is important to check. But whats more important is how round the cylinder is from top to bottom and if it has any taper if you are seeking maximum HP. I am currently going through my YZ400 that I bought for next to nothing because it had a bottom conrod bearing failure do to an oil pump being worn out. Theres nothing wrong with tearing down and checking clearances and dimensions of parts because when these things let loose they do some serious damage. I been working with my very experienced local motorcycle mechanic/machinist/engine builder and I have lost count of how many yzf's I have seen just trashed do to worn parts that would have been caught by preventative tear down to check the wear and dimensions. Changing the cam chain is a must, everyone seems to have caught on to this one. Don't overlook the valve springs either they are cheap and they do a very important job in keeping your valves under control and not colliding with your piston. Don't forget these are race engines and they can and do wear out parts much faster than the old generation 4 strokes. Theres nothing wrong with tearing apart a good running engine to check its internals it is usually the best way to save yourself from a $1000 plus repair bill. if you want any other advice feel free to pm me. I am going to end it here because there is just too much to cover.
  14. Hey man don't listen to that idiot from your local shop, the person that helped you obviously doesn't know the modern yamaha engine. Yamaha only offers std size componets. So YZ400, 426, 450 have specific bore sizes and that is it. They are either in tolerence or they are not. Tell them to open up the owner/service manual and get familiar with the products they are selling. Just make sure you get your cylinder mic'd and make sure it is in spec.
  15. bnio

    what more to order?

    Hey Fizz how ya doing? Just chiming in hear, it sounds like what you are doing is correct with the timing chain and so forth. But there is something every one thinks they can neglect because it is made out of strong light Titanium, the valves. I come from a background of auto racing, SCCA Trans Am cars, you may or may not know of the series over here in the US and we use Ti exclusivley in the engines because you have to to stay competive. What you don't here very often is how often we change those valves, in our V8s the Ti exhaust valves are changed every 10 hours and the Ti intakes are changed evry 15 hours. Now in motorcycle you will gain much longevity due to the reduced weight and loading, but how long is the key to engine survival. If you can contact an honest engine builder they should be able to give a time estimate on when they should be replaced before they fail. Because when a valve drops it destroys component especially in light wieght motorcycle engines. Anyway Titanium is poor material for longevity overtime when exposed to tension forces and heat. It is a common misconception that Ti will last forever in an engine. My main expertise is american V8 engines, and I have stayed away from the Japanese Ti valved bikes do to the high maintence cost of the Ti valves, that is why I have a stainlees steel valved YZ400F. There are many more aspects to these engines that I am not going to go into in this post. If you want more info let me know. I do all my own work except for crankshaft rebuilding and specialized machining. My local motrcycle mechanic has rebuilt 30 Honda CRFs (yeah you guessed it Ti valve failures) an approximately 12 YZFs and YFZs (quads) 450s. If you want I can talk to him to get some sort of idea on the Ti valve life in the Yamahas. There is also an interesting mod you can do to the timing chain to make it last longer because stretched timing chains are an age old problem in these typs of machines I will explain more if you want just PM me if you want anymore info. Check your oil pump! I can't stress that enough as long as you have good oil and oil pressure the bearing should last very long but pistons pins always get abused. It just depends how far you want to tear into the motor. Now I have to quit writing.
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