HDTenEightyP/NetNews huggingface dataset:
From: tim@intrepid.gsfc.nasa.gov (Tim Seiss)
Subject: Re: springs
Organization: Goddard Space Flight Center
Date: Thu, 17 Dec 1992 16:09:29 GMT

>Andy Weaver (aweaver@epcot.spdc.ti.com) wrote:
>: Because of excessive front end dive and general softness, I ordered
>: a stiffer set of fork springs from Kawasaki.  
>: 
>: I am curious if I need to also change the rear spring to balance out
>: the stiffer front spring rate.  A friend at the Kawasaki shop where I
>: ordered them said that it usually wasn't necessary.  Does anyone have
>: experience with changing fork spring rates and it's affect on overall
>: suspension performance?
>: 
>: Andy

I don't think an incorrect fork spring rate will affect the rear suspension
as much as an incorrect shock spring will affect the front suspension, due
to incorrect ride height.  Not really sure, though.

However, if you get stiffer springs, you might want to get a re-valve job
in your forks to get more damping.  The damping is there to work against
the energy stored up by the spring.  If you increase the energy potential
of the spring (i.e. stiffer spring) without increasing the damping, you
might end up with a fork that has too little rebound damping and will
top-out off jumps and bumps (like a catapult).

-Tim Seiss
From: edh@wheeler.wrc.unr.edu
Newsgroups: rec.motorcycles.dirt
Subject: More winter riding concerns (MTBE)
Date: 17 Dec 92 19:22:40 GMT
Reply-To: edh@wheeler.wrc.unr.edu ()
Organization: Desert Research Institute, University of Nevada

Three years ago they started putting 15% MTBE in the fuel to help
reduce CO levels durring the winter months.  There was a number of
riders who suffered major meltdowns of their two strokes.  It seems
as if the presence of the MTBE (or alcohol) has the effect of
leaning out the mixture.

This is the first year that most people are having to deal with
this smelly stuff.  I know that you have discussed having to richen
the mixture in the cold, but don't know if the MTBE was mentioned.
Our news feed really sucks at times, and I bet I don't see 20% of
the posts.  A recent meltdown of a Cagiva 500 reminded me that I
should mention this to this group.

They rebuilt the 500 and richened it up by about 15 percent.  The
owner says it runs great that way.  So, it seems that while
rejetting for cold weather helps, the new oxygenated fuels make it
essential for 2 strokes.  Four strokes don't seem to be bothered as
much.

They suggested richening it by 15% to start and work back to around
10% if the 15% was too much, as every bike has needed that much
more to bring the plug color to where it should be.

 Ed Hackett   edh@wheeler.wrc.unr.edu     The Desert Research Institute 
 DoD #0200  WMTC  BMWRA  DIOC             Reno, Nevada   (702) 673-7380   
 KotLS  KtoLE  DotD #0003      Motorcycling is not a life and death matter.
 900SS  K100RS  501 CAMEL      It's more important than that.    __=o&o>__
Newsgroups: rec.motorcycles.dirt
From: mtrhead@selway.umt.edu (Josh Harmon)
Subject: Re: CR500 and recreational riding -
Organization: University of Montana
Date: Thu, 17 Dec 1992 05:03:01 GMT

In article <dlawren-161292160247@q700_lab.abq.bdm.com>, dlawren@salsa.abq.bdm.com (David P. Lawrence) writes:
> In article <BzBtED.I50@bcstec.ca.boeing.com>, ames@bcstec.ca.boeing.com
> (Wes Ames) wrote:

> > I have been looking for a good general purpose bike, that	     
> > has more go than my XR200.  I was looking for a late model
> > KDX250 or RMX250, but a buddy is suggesting a CR500.  Now
> > my riding is about 40% Hillclimbing, 40% woods, and 20% back
> > roads (logging roads take you far in the Northwest!).  
> > 
> > I had thought the CR500 was WAY more power than I needed,

It is, but is that a problem?

> > but he is trying to convince me otherwise.  I wonder what 
> > the consensus is regarding '88 - '90 CR500's for this type
> > of riding.......   Should I consider this, or keep looking 
> > at the 250's...........?  Are they too pipey, or is the
> > powerband Ok in the woods??  I think the hillclimb stuff
> > would work out great, but I'd like to hear about the other
> > stuff - any ideas??
> > 
> The difference between an XR200 and a CR500 is HUGE!  The 500 is a BEAST!
> I suggest that you find a big bore bike to ride around for a while
> and get a feel for yourself.  If you are up for a radical change in riding
> style and technique, you could probably make the 500 work for you.  For 
> your type of riding, you would probably want to add flywheel weight 
> and/or sprocket changes to make the bike feel a little more "enduro like". 
>  
> *-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=--=-=-=-=-=-=-=-=-=-=-=-=-*
>    David P. Lawrence                                 1991 XR-600
> *-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=--=-=-=-=-=-=-=-=-=-=-=-=-*

My CR500 did require some mods to be woods worthy.  If you have good
throttle control things should be ok, but I suggest a larger tank from
IMS, and a flywheel weight.  Rear sprocket enlargement will lower 
your speed on logging roads, from 95mph down to 89mph (no I am not
entirely serious, fifth gear WFO doesn't occur much for me,  I am 
somewhat uneasy about power wheelies at 75mph!)

I too suggest some test rides on middle weights before going with 
a big bore.  One plus to the 500, no messy power valve to clean.
 
Happy riding!

-- 
--- Josh Harmon -- 88 CR500R -- 88 GSX600F -- Disciple of DoD: #1137 ------
::: mtrhead@selway.umt.edu   To Bad, San Fran :(, The Cowboys are BACK! :::
---------------------------------------------------------------------------
From: edh@wheeler.unr.edu (Ed Hackett)
Newsgroups: rec.motorcycles.dirt
Subject: Re: ATV's
Date: 17 Dec 92 17:23:22 GMT
Reply-To: edh@wheeler.unr.edu (Ed Hackett)
Organization: Desert Research Institute, University of Nevada

In article <BzDqvt.A8r@javelin.sim.es.com> blgardne@javelin.sim.es.com writes:

>So what's a "spode"? I must not read the right magazines. :-)

Blaine, just look in the mirror.  The answer will be looing you
right in the face. :-) :-) :-)


 Ed Hackett   edh@wheeler.wrc.unr.edu     The Desert Research Institute 
 DoD #0200  WMTC  BMWRA  DIOC             Reno, Nevada   (702) 673-7380   
 KotLS  KtoLE  DotD #0003      Motorcycling is not a life and death matter.
 900SS  K100RS  501 CAMEL      It's more important than that.    __=o&o>__
From: ryang@drycas.club.cc.cmu.edu (Robert H. Yang)
Newsgroups: rec.motorcycles.dirt
Subject: Re: riding gear: what do I need?
Date: 15 Dec 92 04:01:55 GMT
Reply-To: ryang@drycas.club.cc.cmu.edu
Organization: CMU Alumni External Account

Hi,

In article <75471@apple.apple.COM>, thompson@Apple.COM (Paul Thompson) writes:
> I'm just starting to ride in the dirt, and I'd like to know
> what kind of riding gear I should get.  I assume boots, a
> helmet, and goggles top the list.  For just plunking around,
> how good of a helmet do I need?  I've seen models from $50 to
> $200.  Also, what kind of armor should I get?  I assume I

	I've seen the Bieffe BX-6 (fiberglass, as opposed to plastic) for
like $100 from Chapparal.  They look good, which is all-important, of course.

> should have something for elbows and knees, but should I 
> spend the money on a chest protector?  Finally, how do I
> know if I need a kidney belt?

	Elbow pads, knee pads, and hip pads (generally found in better
MX pants) are a Good Thing (tm) in my book.

	Tell you why I think so.  I went riding my XT in this field that
had this dirt road running down the middle of it (with rocks, of course :-).
I was wearing a long-sleeved shirt and jeans.  Cruising around, getting
cocky, I was working on increasing my speed, when the rear tire (which
utterly sucked at the time) lost traction and me & the bike decided to
slide on the dirt/rock surface.

	I had something like road rash on my knees, hips, chest, and
elbows.  It hurt like all hell and wouldn't heal for weeks.  Prior to
the next dirt ride I made sure I acquired protective gear.

	But at least I now have Manly Motorcycle Scars (tm).

Hope it helps,
Rob
--
Rob Yang (Pittsburgh, PA, U.S.A) RYANG@DRYCAS.CLUB.CC.CMU.EDU
Systems Engineer / Motorcyclist / Volunteer / AMA 642916 DoD 0593 FSSNOC 1721
'92 CBR600F2 (Hon)   '79 XT500 (The Bitch)   '87 KDX200 (Moose)
From: alan@isg.llnl.gov (Alan J. Smith)
Newsgroups: rec.motorcycles.dirt
Subject: Weak Lighting Coil
Date: 15 Dec 92 16:13:40 GMT
Distribution: usa
Organization: Lawrence Laboratory  Livermore, CA



A friend of mine has a 1989 KDX 200 that has a weak head light.  We
have tried to install a brighter head light but the lighting coil will
not support it.  I've noticed that other KDXs seen to have the same
problem.  The local dealer is not much help.  Does anyone on the net
know where to get a more powerful lighting coil or know how to rewind
the existing coil?  I'm sure that others on the net would like to
know.  Night riding can be a blast!

I'm glad that my Yamaha TT350 came with a 55 watt headlight.


			Thanks in advance

			Alan Smith
			alan@isg.llnl.gov
Newsgroups: rec.motorcycles.dirt
From: baxter@epcot.spdc.ti.com (Mike Baxter)
Subject: Re: CR500 and recreational riding -
Organization: TI Semiconductor Process and Design Center
Distribution: world       
Date: Wed, 16 Dec 1992 22:01:24 GMT

In article <BzBtED.I50@bcstec.ca.boeing.com> ames@bcstec.ca.boeing.com (Wes Ames) writes:
>
>I have been looking for a good general purpose bike, that	     
>has more go than my XR200.  I was looking for a late model
>KDX250 or RMX250, but a buddy is suggesting a CR500.  Now
>my riding is about 40% Hillclimbing, 40% woods, and 20% back
>roads (logging roads take you far in the Northwest!).  

What you need is a sharp turning bike with good power.  I think the CR500 
would be a good choice if you are a big guy.  Modern 250's make somwhere 
between 45 and 50 horsepower where the CR500 is 60 hp or more.  


>
>I had thought the CR500 was WAY more power than I needed,
>but he is trying to convince me otherwise.  I wonder what 
>the consensus is regarding '88 - '90 CR500's for this type
>of riding.......   Should I consider this, or keep looking 
>at the 250's...........?  Are they too pipey, or is the
>powerband Ok in the woods??  I think the hillclimb stuff
>would work out great, but I'd like to hear about the other
>stuff - any ideas??
>

My CR250 is a great woods bike in my opinion.  The RM's are good in the woods
also.  CR's produce the most stock hp of any of the manufacturers.  I like 
250's, but I only weigh 125lbs.


_____________________________________________________________________________
DoD #359                    '91  CR250 |         Mike Baxter   
AMA #607249                      #P61  |              
TCCRA  #P61  "Team D."                 |      baxter@spdc.ti.com
Pro Class	                       |
Texas Cross-Country racing series      |   Texas Instruments, Dallas Tx.   
50 miles of off-road Hell (FUN)        |  
_______________________________________|_____________________________________
Disclaimer:  The opinions expressed above are my very own, becuase 
             if they were worth anything TI would patent them.
From: brian@pdx.csd.mot.com (Brian Vandewettering)
Newsgroups: rec.motorcycles.dirt
Subject: Old 250R Elsinore
Date: 11 Dec 92 22:11:57 GMT
Article-I.D.: pdxvme.1416
Organization: Motorola, Beaverton, OR

I have access to an old 250R Elsinore.  My friend tells me that the
bike just needs a new top end.  I'm interested in using it as a 
trail bike but have heard that these things are very pipey.  What's
the scoop?  Could it be de-tuned for trail riding or should I just
look for a used XR250?

brian@pdx.csd.mot.com

-- 
"It cannot be presumed that any clause in the Constitution is intended to
be without effect..."

- Chief Justice John Marshall, Marbury v. Madison, 1803
Newsgroups: rec.motorcycles.dirt
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Subject: Re: gear: what do I need? (spare body?)
Organization: National Library of Medicine
Date: Tue, 15 Dec 92 12:47:20 GMT

In article <1992Dec14.120319.854@skitzo.dseg.ti.com> frampton@skitzo.dseg.ti.com writes:
>  As for the list of importance.  IMHO
>
>   1. Brain bucket & goggles  Best you can afford.
>   2. Chest protector.   You can make do with a new JT $30-$40
>   3. Some sort of knee protection.  Usually comes with pants.
>   4. Boots.  At least wear something with ankle support. (GI boots?)
>   5. Pants.  Warning Jeans are about as much protection as bare skin.
>
For trail riding in woods areas, I think the entries on the list and the
priorities can be changed somewhat:

1. Helmet & eyegear.  Best you can afford - agreed.
2. Boots.  Having tried GI boots, REI Gortex hiking boots, and then finally
   gotten a pair of O'Neill Geo3's, I think the proper boots make a
   tremendous difference in trail riding (where hitting stumps, branches
   and rocks with your toes and getting the top of your foot slapped
   regularly with assorted trail gnarls can ruin an otherwise fun ride).
3. Knee and shin protection (same reasons as #2.).  A pair of knee
   protectors with velcro straps, warn under jeans seems to work fine
   on most trails.
4. Optional: chest protector and fancy pants.  These seem to be much
   more needed in MX than trail riding (unless, of course, you ride
   trails like they are an MX course :-) ).
Your mileage may vary...

Dan Masys
masys@nlm.nih.gov
From: checksix@flyboy.EBay.Sun.COM (Al Conte)
Newsgroups: rec.motorcycles.dirt
Subject: Re: ATV's
Keywords: Chill out and eat dirt
Date: 15 Dec 92 22:32:17 GMT
Reply-To: checksix@flyboy.EBay.Sun.COM
Organization: Sun Microsystems, Inc.
NNTP-Posting-Host: flyboy.ebay.sun.com

George, you take things too personal.
Most of the training wheel riders here in the bay area
are of the road hog stature.
They ride with one hand real good as to not spill their brew.
I'm sure that there are "nice" training wheel riders around but,
they are few and far between.
Anybody who rides offroad has some good qualities about them, its just
that most of the ones I have seen ride on more than two wheels,
are rude selfish, hogging, alcoholic, commies !!
Besides that, there OK to hang around with.

PS. I'm sure there are lots of riders in this country that could blow my
    knobs off in a racing situation, even if they ride training wheels.
    But you know what, I haven't met one yet on a quad or ATV.


Al              " two is cool, four is a bore, three is  _______  ????" 
    
Newsgroups: rec.motorcycles.dirt
From: mtrhead@selway.umt.edu (Josh Harmon)
Subject: Re: More winter riding concerns (MTBE)
Organization: University of Montana
Date: Fri, 18 Dec 1992 17:19:17 GMT

In article <1992Dec18.145135.3485@gandalf.ca>, wardman@gandalf.ca (Russel Wardman) writes:
> In <5109@equinox.unr.edu> edh@wheeler.wrc.unr.edu writes:
> 
> 
> >This is the first year that most people are having to deal with
> >this smelly stuff.  I know that you have discussed having to richen
> >the mixture in the cold, but don't know if the MTBE was mentioned.
> 
> How do we recognize this stuff? The smell? Anyone know if this stuff
> is in Canada ? 
> 
If there is MTBE in your gas it will be obvious, at least in the 
concentration used here in Missoula, Montana (15%).  The smell is 
distinctive and nauseating (how do you describe smell on the net?)
anyway, I can't even stand by my truck when I am refueling it due to 
the odor.  

Between pipe changes, rejetting and winter riding, this fuel can
prove very frustrating.  Maybe now I have an excuse to order that 55 
gallon drum of race gas!



-- 
--- Josh Harmon -- 88 CR500R -- 88 GSX600F -- Disciple of DoD: #1137 ------
::: mtrhead@selway.umt.edu   To Bad, San Fran :(, The Cowboys are BACK! :::
---------------------------------------------------------------------------
From: masys@nlm.nih.gov (Dr. Daniel R. Masys)
Newsgroups: rec.motorcycles.dirt
Subject: Re: More winter riding concerns (MTBE)
Date: 18 Dec 92 13:00:46 GMT
Organization: National Library of Medicine

In article <5109@equinox.unr.edu> edh@wheeler.wrc.unr.edu () writes:

>Three years ago they started putting 15% MTBE in the fuel to help
>reduce CO levels durring the winter months.  There was a number of
>riders who suffered major meltdowns of their two strokes.  It seems
>as if the presence of the MTBE (or alcohol) has the effect of
>leaning out the mixture.
>
MBTE levels are increased during the winter in a growing number of
metropolitan areas of the US.  This year, for the first time, it 
included the DC/Baltimore/Philadelphia area.  But it is important to
note that the MBTE levels vary widely around the country (due to specs
issued by the EPA).  

When the MBTE oxygenate was increased on November 1, I called the local
Exxon tech rep (this only took about 18 phone calls before someone in
Exxon knew what I was talking about), he said that in the mid-Atlantic
region the MBTE spec from EPA is 2.7% oxygenate, and that with tolerance
for error the levels would not be higher than 3.5% in any Exxon fuels.
This is apparently not enough to make a significant difference in
air-fuel mixtures.  

The other source of oxygenate is alcohol, but the major oil companies
don't use it around here because state law requires relabelling all of
the pumps, and the alcohol causes accelerated deterioration of rubber
hoses (like those in some cars).

(I found out all of this stuff because my airplane is FAA approved for
use of auto gas, but up there is not where you want to find out that
MBTE causes engine problems).

Dan Masys
masys@nlm.nih.gov
From: checksix@flyboy.EBay.Sun.COM (Al Conte)
Newsgroups: rec.motorcycles.dirt
Subject: Re: CR250 vs. XR250(long)
Date: 16 Dec 1992 22:05:37 GMT
Organization: Sun Microsystems, Inc.
Distribution: world
Reply-To: checksix@flyboy.EBay.Sun.COM
NNTP-Posting-Host: flyboy.ebay.sun.com
Summary: re. linkage bushing
Keywords: If you really want to do it right.

I remember along time ago my friend had the very same busing problem.
What we did, is to source a pair of high load thrust needle bearing sets
from a local bearing supplier, (we are mechancial engineers).
When the proper bearing was chosen, we made a new pivot shaft to finish the
job.
The bike still is riding fine, he just greases it every 10th ride.
The job wasn't hard to do or expensive.
He thinks the suspension works much better also.


Al



Newsgroups: rec.motorcycles.dirt
From: baxter@epcot.spdc.ti.com (Mike Baxter)
Subject: Re: Carb Jets, Needles, and Floats
Organization: TI Semiconductor Process and Design Center
Date: Sat, 12 Dec 1992 21:18:27 GMT

In article <124510157@hpfcso.FC.HP.COM> jld@hpfcso.FC.HP.COM (Jeff Deeney) writes:
>In rec.motorcycles.dirt, wardman@gandalf.ca (Russel Wardman) writes:
>
>Another cure for the air time hesitation has to do with the overflow tube.
>The factory MX riders discovered this fix on super cross tracks.  Normally,
>the overflow tube exits the carb and is routed immediately downward.
>Neutral g's while in the air cause fuel to start out the overflow/vent
>tube.  When you land, the carb must struggle to "siphon" the fuel back up
>this tube before it can vent freely.  
>
>The fix for this problem was to re-route the overflow/vent  tube.  As soon
>as it leaves the carb, route it upward.  I believe that they ran it up the
>frame backbone.  After traversing  upward a suitable  distance, the end of
>the tube should be routed back downward to keep out dirt.  I haven't tried
>this yet, but plan on installation this spring. 

From what I have read and been told, the best way to route the overflow/vent
tubes from the carb is both up and down.  Go down to your local auto parts
store and buy the appropriate size "T" and some extra tube.  Run a tube up 
underneath the tank and one where it originally was and all should be fine.
No more hesitation from big landings.  Also, the chances of both tubes geting
clogged with mud or from the guy you have dragging under your bike is slim. :-)


_____________________________________________________________________________
DoD #359                    '91  CR250 |         Mike Baxter   
AMA #607249                      #P61  |              
TCCRA  #P61  "Team D."                 |      baxter@spdc.ti.com
Pro Class	                       |
Texas Cross-Country racing series      |   Texas Instruments, Dallas Tx.   
50 miles of off-road Hell (FUN)        |  
_______________________________________|_____________________________________
Disclaimer:  The opinions expressed above are my very own, becuase 
             if they were worth anything TI would patent them.
Newsgroups: rec.motorcycles.dirt
From: aweaver@epcot.spdc.ti.com (Andy Weaver)
Subject: Re: CR500 and recreational riding -
Organization: TI Semiconductor Process and Design Center
Distribution: world       
Date: Wed, 16 Dec 1992 23:38:45 GMT

In article <BzBtED.I50@bcstec.ca.boeing.com> ames@bcstec.ca.boeing.com (Wes Ames) writes:
>
>I have been looking for a good general purpose bike, that	     
>has more go than my XR200.  I was looking for a late model
>KDX250 or RMX250, but a buddy is suggesting a CR500.  Now
>my riding is about 40% Hillclimbing, 40% woods, and 20% back
>roads (logging roads take you far in the Northwest!).  
>
If you are a massive enough person to handle the extra weight, the 500
would be a good bike.  The extra ~20 lbs. makes a noticable handling 
difference and a 500 is typically harder to get started, but the extra
power is real nice to have in certian situations.

For the type of riding that you are doing, I'd say go for the 500.  I'm
thinking about getting a 500 to race cross country on because my woods
riding style likes to be riding in the bottom end of the power.  I just
ride a lot smoother when I'm not in the high end.  I'm guessing that 
your style will also be more like this coming off of a four stroke.  The
500 has power down low where a 250 doesn't.  With the 250, you will have
to be using more clutch and higher revs to get the same power at slow
speeds.

The place that I prefer the 250 is on the motocross track.  The weight 
difference is noticable while in the air.

Andy

From: jld@hpfcso.FC.HP.COM (Jeff Deeney)
Date: Fri, 11 Dec 1992 19:46:30 GMT
Subject: Re: Carb Jets, Needles, and Floats
Organization: Hewlett-Packard, Fort Collins, CO, USA