Scotts Steering Stabilizer Review KTM 525 EXC

Scotts Steering Stabilizer Review I have always been skeptical about steering dampers. However when the opportunity came up to test the Scotts unit I was willing to give it a go and finally, find out for myself what all the talk was about. The little gold box comes well packaged with all the components in foam and comprehensive installation and servicing instructions. Mine even came with a police escort, but that’s a whole other story!
The instructions were easy to read, even for people who don’t like reading them. After about an hour, the damper was installed on my KTM525. You just have to remove the bars and the top triple clamp. While you have the triple clamp off don’t forget to grease those steering head bearings! Slip the damper spigot on the frame around the steering head and tighten the locknut. Then slip the triple-clamp back on. The Scotts Damper mounts with it’s own bracket replacing the original top bar clamps. It is easier if you have someone to help on the install, as the front wheel might want to roll away when you take the top clamp off. I had a few helpers, but most were offering advice only. One tip is to cable-tie the front brake lever on so the wheel can’t roll away and the peanut gallery can keep watching. The first test was some rutty and rocky terrain. It really reduced the small ruts and corrugations letting me track better across the terrain in the direction I desired. I then adjusted the Base Valve Knob, to a firmer setting as I got used to the feel of the damping. No longer is there a fear of ruts and rocks as the front wheel tracks positively where ever I point the bars. My next test was down at the local Motocross track. Picking my own lines across ruts and eroded berms was easy. This gives you a better run out of corners so be prepared to start bashing bars with the front-runners. I even went back to have a good look at a few corners to see what I was getting through. Jumping was even improved, both on the up ramps and the landings. You did not have to fear any rocks or lips on the top of the jumps and you will track straight on landing. I even tried landing a little crossed up (for testing purposes only) and rode out of it fine. On a small gnarly test track I was clearly travelling faster than ever before. The reduced deflection of angled roots and rocks is confidence inspiring. Especially when you take sudden hard hits and you find the bars are not ripped from your hands. The other benefit for a trail rider is reduced fatigue. You are not fighting the bars to hold lines, but look ahead to the next obstacle, or just enjoy the scenery if you are game!
There are two other things rarely mentioned about steering dampers. The first is impact energy. When you take a big hit from a tree root on an angle, normally the bars flick and the bike and you will be pushed off your line, but hopefully not off the track. With a steering damper fitted, hitting the same root, the impact energy does not push you off your line. It is not magically absorbed by the little gold box on the bars either. The damper only holds the bike straight. This energy is forced through the front of the bike and it’s suspension. If the bike is too lightly sprung for you, you may bottom out on these hits. If the bike is set-up correctly, it will be like riding over a small hump. The second thing is that a damper does not just control the bars direction, but it also controls the back of the bike too. Imagine that you are going up a slippery rutted hill without a damper and you want to cross a rut. Lofting the front over it, the back often drops in the rut and you either ride crossed up, drop your front wheel back in it to ride straight or simply crash. With the damper fitted you will find that the rear wants to track out of the rut easier. Think of a bike’s steering as a hinge between the front and the back of the bike. When this hinge is fitted with a damper you restrict its movement. Hold one end of the hinge (the bars) straight, the other end of the hinge (the back of the bike) will follow. Obviously a huge rut will bring you undone, but from slippery tracks to rocky hills and sandy trails the rear end moves a lot more positively in the direction you point the bars.	All that glitters sometimes is gold! The quality of the Scotts Steering Damper is unquestionable.
There are two main knobs on the Scotts Damper for high and low speed damping. It also has adjusters to regulate the swept area where the damping acts. Unlike other dampers the Scotts does not dampen on return, ensuring you can always get the bike pointing straight quickly. The only two faults I could find with the Scotts Damper are the lack of a protective pad and no provision for a spigot extension if you want to raise your bars. The main thing I have learnt is that I am not riding without one – EVER. A damper is an essential riding component and the Scotts is the Rolls Royce version. From its packaging to its instructions and finish it oozes quality. Now I am off to find some gnarly stuff. Courtesy of http://www.dirtbikeworld.net See You On The Trails!

2010 Suzuki RMX450Z

2010 Suzuki RMX450Z

Ready to Tear up the Trails, and Enduros!

2010 Suzuki RMX450Z

Racing improves the breed; Suzuki has proven that time and time again. Now it’s time to rewrite the rules for the serious off-road rider. Introducing the 2010 Suzuki RMX450Z.

Descended from the Championship winning RM-Z450, the first motocross bike to offer high-performance Suzuki fuel injection, the RMX450Z is a serious off-road bike for serious trail riders. Its powerful and torquey 449cm3, liquid-cooled, four-stroke engine shares all core technology with Suzuki’s winning open-class motocrosser. Its frame, suspension and bodywork are all nearly identical to the RM-Z450’s—maintaining that model’s slim, aggressive styling. Only changes to make the RMX450Z a superior trail machine have been made—maximum performance – no compromises.

That’s like taking your hard-core motocross machine out onto the trail.

Only better. Much better.

Fuel Injection
Suzuki pioneered fuel injection for motocrossers, and the RMX450Z shares all key technologies with the stunning RM-Z450. Fuel injection improves fuel efficiency, throttle response and reduces emissions, allowing the RMX450Z to be “green sticker” eligible in the state of California. On every trail in the world, the RMX450Z’s fuel injection provides unmatched smoothness of power delivery and trail-ready reliability thanks to a KEIHIN throttle body with progressive linkage. This advanced fuel injection system also eliminates the need for re-jetting at higher elevations. To best suit the RMX450Z to life on the trail, the airbox features a hinged lid for quick air-filter maintenance and better protection from dust. Suzuki’s vast experience with motorcycle fuel injection both on and off-road help make this among the best systems available.

Electric Start
The trail is no place to wear yourself out kick-starting a bike, so the RMX450Z comes with an electric starter, energized by a compact battery centrally located to reduce its influence on weight distribution and balance of the bike. To charge the battery and power the RMX450Z’s lights, a larger magneto-generator is fitted. It’s a win-win situation.

Engine & Transmission
Suzuki has made minimal modifications to the all-conquering RM-Z450’s potent four-valve, DOHC engine for the RMX450Z. This lightweight engine now features a modified inlet tract along with revised cam profiles to increase low and mid-rpm power. Wider gear ratios in the 5-speed constant-mesh transmission that work with revised primary and final-drive ratios are ideally suited for a broad range of conditions, from scaling steep trails to high-speed open-terrain riding.

The addition of a coolant reservoir tank increases on-trail reliability, while a relocated filler cap improves access. Because the trail can be a rocky place, a new engine protector plate is fitted. No stone was left unturned.

State of the Art Chassis
Suzuki’s light and effective aluminum alloy twin-spar frame construction is used in the RMX450Z, employing both cast and extruded sections for the utmost benefits of both: low weight, high rigidity, and high durability. The RMX450Z’s aluminum alloy swingarm is derived from the RM-Z450’s to maintain ideal balance, while the rear suspension linkage benefits from reduced free play. Its geometry combines the RM series’ renowned turning-on-rails abilities with optimized handling performance that all serious trail riders want.

World Class Suspension
Derived from the RM-Z450, the RMX450Z’s trail ready suspension features the same phenomenal action as the race bike. The RMX450Z suspension utilizes high performance rebound and compression damping adjustable Showa forks combined with a Showa piggyback reservoir style rear shock featuring two-way adjustable compression damping with adjustable rebound damping and preload adjustments. Spring rates have been optimized for off-road riding. Every aspect of the RMX450Z’s performance envelope has been carefully considered for serious off-road riding without compromising a millimeter of quality.

Superior Ergonomics
Sit on an RM-Z450. Now go sit on the new RMX450Z. Feels just about the same, right? That’s right. With an ideal riding position resulting from the motocross-developed seat, slim bodywork and low-profile aluminum alloy fuel tank, the RMX450Z allows the rider to concentrate on the terrain. A comfortable rider is a fast rider.

Instruments You Need
A durable, ultra-compact enclosure houses a full-function instrument cluster on the RMX450Z—and can be configured for two modes, standard and sport. The sport mode simplifies the display so the rider can concentrate on terrain; it shows the timer, tripmeter, average speed and tire-diameter correction. In the standard mode, the display also shows speed, time, two trip lengths, and voltage. An integrated tire diameter calculator allows precise fine tuning for different tires to ensure accuracy of the speed and distance displays. The RMX450Z also features a low fuel level warning light for confident off-road riding anywhere you go.

2010 RMX450Z Technical Specifications
Overall Length 2,185 mm (86.0 in.)
Overall Width 830 mm (32.7 in.)
Overall Height 1,260 mm (50.0 in.)
Wheelbase 1,480 mm (58.3 in.)
Ground Clearance 320 mm (12.6 in.)
Seat Height 955 mm (37.6 in.)
Curb Weight 123.5 kg (272.3 lbs.)
Engine Type 4-stroke, liquid cooled, DOHC
Bore 96.0 mm
Stroke 62.1 mm
Displacement 449 cm³
Compression Ratio 11.6:1
Fuel System Fuel Injection
Lubrication System Suzuki Advanced Sump System
Clutch Wet multi-plate type
Starter Electric and Manual
Transmission 5-speed constant mesh
Primary Reduction Ratio 2.708 (65/24)
Gear Ratios 1st 2.153 (28/13)
2nd 1.611 (29/18)
3rd 1.250 (25/20)
4th 1.000 (19/19)
5th 0.826 (19/23)
Final Reduction Ratio 3.923 (51/13)
Front Suspension SHOWA 47mm telescopic forks, pneumatic/coil spring, oil
damped
Rear Suspension Swingarm, link type, SHOWA piggyback-reservoir shock
Caster 29°18’
Trail 130mm (5.1 in.)
Front Brake Disc
Rear Brake Disc
Front Tire Size 80/100-21
Rear Tire Size 110/100-18
Fuel Tank Capacity 6.2 L (1.6 US gal.)
Body Color Sold Black/Champion Yellow No. 2 (GY8)

Specs Courtesy of www.RacerXonline.com

See you on the trails!

KLIM Mojave Pant – Hot But Cool

 The ride starts cool in the morning, but the sun is already sending you subliminal messages that you will be sucked dry of your precious bodily fluids in only a few short hours.  Temperatures climb to sweltering by noon and you have almost exhausted all of the water you filled into your camelback a few short hours before.  The ride is cut short, time to head back…but wait, not so fast.  Your friends are experiencing this, not you.  You recently bought a pair of KLIM Mojave Pants and are feeling pretty damn good right now, ready to continue the ride.

Sound familiar to you?  KLIM has developed a hot pant to keep you cool as temperatures climb.  Whether you ride in the hot and humid midwest woods, or the western deserts of the United States, the KLIM Mojave Pant is the enduro pant that you should take a close look at!  See the specs below –

See you on the trails!

 Fully Ventilated Chassis With Heavy Nylon Mesh
• Designed To Be Worn Over The Boot
• Ballistic Panels In High-Wear Areas
• Tnp Heat & Abrasion Resistant Leather Panels On Inner Legs
• Removable Hip & Knee Pad Pockets
• 840 Denier Cordura® Fabric
• 1,682 Denier Nylon In Seat & Knees
• Polyester Ribbed Stretch Crotch Gusset & Above Knee & Seat Area To Allow Pant To Move With Rider
• Adjustable Velcro Cuff Closure
• Adjustable Pant Cuff Opening Design Allows Rider To Access & Adjust Knee Brace, Sock & Boot
• Velcro Waist Adjusters
• Auto-Lock & High Durability YKK® Zippers
• Storm Flap On Front Fly
• Mesh-Lined Rear Leg Vent
• Two Large Volume Side Leg Velcro Cargo Pockets
• Wicking Polyester Mesh Lining With Lycra Stretch Panels & Knee Brace Reinforced Cordura Inner Knee Panels
• High-Back Self Adjusting Elastic Yoke To Help Prevent Plumber Crack Dirt Scoop
• High Quality Embroidered Graphics
• Reflective Industrial-Grade 3M Piping Accents
• Improved High-Tenacity Stitching Thread With Double-Stitching & Bar-Tacks
• D-Ring

Honda CRF450X Review

 Honda did it right with the CRF450X.  It isn’t the quickest, smoothest, best braking woods/enduro bike out there.  It isn’t the best in any of these categories.  Well, what the hell does it do then?  It does everything well.  This bike was inspired by Honda’s CRF450R in many aspects.  The CRF450R’s powerful engine, brakes and great suspension are all tuned to the sound of trails, and desert riding alike.

 But where the Honda 450R is usually the lightest bike in the class, the 450X isn’t. It’s not ungodly heavy, but instead of feeling light, it feels a little heavier thanks to the fuel and larger radiators being carried high on the frame and near the steering head area.  In 2008 the bike slimmed up and had the suspension refined and bolstered with Honda’s nice  little steering damper hidden behind the headlight. Those were welcome changes until we realized the new slimmer, lighter feel goes away at about 40 miles from your truck. After that you are pushing the bike with an empty fuel tank, and they never feel light or fast when they are powered by a human. As a result we installed a slightly larger, but good-for-50-miles 2007 tank and shrouds. Sadly, that negated some of the slim, light feeling the new bike enjoys, but stopped much of the pain after 40 miles.  A larger IMS tank can be purchased here.

Before you end up running on empty, this bike moves quite well.  In stock form the response is not great off idle, then a little soft before another hit  in the mid-range. On top the bike pulls long, but without a lot of excitement.  Actually it feels a little flat but… it is plenty fast, just not in a shit-eating-grin fashion 🙂  The off-idle surge is fine when conditions are good, but in questionable traction it is easier to break traction and find your butt planted on the ground instead of the seat!

Suspension and brakes are great.  The suspension is more for the go-fast trailrider and could be a little softer for those of us who ride trails.   But with a quick tune, you can get it dialed in as you would like.  The brakes work great, so no complaints there!

All in all this is a great do-all bike that can be race ready with minimal mods.  Would I buy one?  Probably.  Then again, there are other bikes I would buy too! 

See you on the trails!

Dirtbike Roost; What is our Fascination?

You are all guilty of this.  You purposely wait until your friends are close behind you.  You blip the throttle and watch your knobs pick up freshly ground earth and displace it all over your buddy behind you.  You pretend not to notice, but you are laughing uncontrollably inside.  We have all done it.  I know that all of you reading this are guilty of something else.  It usually happens when you are riding by yourself, or it can happen when you are with friends.  You ride around in second or third gear looking behind you watching in amazement as your bike lifts the topsoil off the ground and moves it skywards.

My fascination with roost began when I was about 8.  I was on a KE100 in the woods.  My brother and I were learning to jump on a small natural tabletop between two trees.  He gently laid his bike down (a peppy little DT100 Yamaha) and I stopped to help him out.  Just then on the edge of the woods we heard another two smoker.  Except this time, it was a sound that was new to my ears.  It had a deep, throaty tone, and the RPM’s never seem to raise high.  We watched as this bike picked up speed with easy without so much as half throttle, or so it seemed.  Then he passed by us, we heard the distinct brrrrrrraaaaaaaaaaaaaaaaaaaaaaaap!  It is the sound that only a large bore ungodly beast releasing 70 horsepower of fury on the helpless dry Indiana clay makes.  We watched in pure awe; this CR500 was picking up dry clay and dispersing  it 30 feet behind his bike each blip of the throttle.

I then realized that my KE100 was not capable of such a spectacle.  About a year later I had a KX80 which produced a similar spectacle on the pipe, but on a much reduced scale.  Every bike I have owned since, I have always enjoyed getting to know its capabilities, and especially that of its ability to throw dirt at my friends riding behind me.  In fact, I used to enjoy riding behind my friends’ YZ 125 just so I could watch in detail his bike come on the pipe and start throwing roost.  Why are we fascinated by this so much?  I know why.  Because we love riding, and it is just one more reason we love riding off-road.  Oh, and we also love roosting our buddies and pretending we didn’t do it on purpose!

 Luke