500 stroke challenge

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500 stroke challenge

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The tank and pegs were IMS. The suspension was never raced in stock form back in the day. No one makes heavy fork springs for that particular KYB fork anymore.

The original springs had to be cut and shimmed to arrive at the right spring rate for Brandon. There was nothing scientific about our hillclimb challenge.

We went riding with Ty and Brandon, found a big hill, and spent a few hours goofing off and having a blast. Big hills, big bikes, lots of power. Does it get any better than that?

He knows the bike too well after using it to win so many races over a long career. It was fast, but the layout was old-school, with really low bars, and that feels a little awkward today.

It was moderately technical. Even though it was relatively straight, the traction and soil were inconsistent. To get to the top, a rider had to soak up bumps at the bottom and build up a lot of speed quickly.

Then it was a matter of working the traction without letting the front end get light. Both bikes were able to get into third gear by the time they got to the steepest part.

First, Ty tried the KX The bike dug in and was barely able to make the crest. Next try he got it right. His very first try on the KXF was solid.

It seemed like I just sat on it and pointed it up the hill. But, it felt heavier. On the , I barely had to use the clutch at all. The only answer is to go back again and again and keep the KX challenge alive.

Hillclimb Kawasaki kx KX two-stroke vs four-stroke. You might also like More from author. Home Page Features.

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However, these were no more than copies of British or German bikes and were products targeting Japanese users who could not afford the expensive and few imported models available on the domestic market.

In terms of performance as well, they were not of a quality that could be exported. Needless to say, however, when the industry began developing and producing big bikes again in the latter half of the s, it was most certainly with the aim of targeting overseas markets—with the United States as the prime target.

For motorcycle manufacturers at the time, the country was the biggest motorcycle market in the world during the s and s. There, it was popular among the younger generation to ride big, cc class British-made bikes like a Triumph or BSA.

Hoping to ride this wave as well, BMW launched a cc model on the U. It debuted in with styling based on the design trends of British motorcycles of the day.

The compression ratio was 9. Now having the ability to build models with the performance of these big bikes but at a price equivalent to cc or cc bikes, the Japanese manufacturers decided that their foremost priority now should be to develop full-fledged big-bike models for the increasingly competitive U.

Seeing a mass-production supersport model mounting a 4-cylinder engine—an engine format that had until then been considered limited to GP race machines—sent shockwaves through not only the American market but around the world.

The next big debut was the Kawasaki Z1, which had been originally under development as a cc model but quickly up-sized to a cc displacement when the Honda CB was released although it was released in Japan with the original cc displacement as the Z2.

With these models released, the Japanese manufacturers had made a big and quick entrance into the era of big bikes. Not to be left behind, Yamaha turned to developing its own big bikes.

However, this first attempt at a 4-stroke engine for a production model turned out to be a long, hard road with many obstacles that lasted until the start of the s.

It can be said that this rocky road began with the difficulty of finding a viable product concept to develop. The reason was that, unlike the other Japanese manufacturers that were pursuing the 4-cylinder format, Yamaha had clung to the idea of a vertical-twin like the British bikes that were popular in the U.

If the aim were simply to build a bike with good handling and not too much expectation for engine performance like the British bikes, things would be easier.

Unlike the intake and exhaust ports of a 2-stroke, they said 4-strokes were all about the cam profile and they were changing it by welding on additional ridge height and then using a grinder to grind it down again.

Trying one thing after another, the team gradually approached the target engine performance goals and started test-running the bike.

Veteran District 37 racer Paul Krause asserted that no bike could beat the big KX two-stroke in a classic desert bomb run.

Nothing today would start as quickly, launch as hard or go as fast through a straight section of desert. We put his claim to the test with a stopwatch and GPS and found he was partially correct.

The KX would, indeed, launch from a dead-engine start faster than a modern KTM XC four-stroke, but on longer runs, the more modern chassis of the KTM allowed it to catch and pass the Now, we had a different challenge in mind.

We wanted to find out which one was the best hillclimber. We wanted to take the KX on a regular trail ride among friends that would be highlighted by some monster hill.

You know the routine; you and your buddies gather at the bottom of something scary and steep and take turns setting the high mark. To represent modern era four-strokes, we chose a Kawasaki KXF.

For our KX, we had the perfect candidate. Brandon Krause, son to Paul, began building a right after our last challenge.

And for our hill-climbing guinea pig, we enlisted Ty Davis, a veteran of both eras. The Kawasaki was almost unchanged from to This particular one was cherry.

The KXs were powerful, but they were never known to be easy to ride or reliable. It took a lot of work to win all those desert races.

In the shop at Kawasaki, there was an endless supply of new parts available. A motor never went together with old bearings or with any rounded gears.

He found a brand-new OE crankshaft, but some of the other parts had to be reused. Dealers have a network that allows them to share information on old inventory, so Braasch eventually came up with everything he needed to get the bike back together.

Some aftermarket parts made the cut. The pipe and silencer came from FMF. The tank and pegs were IMS.

The suspension was never raced in stock form back in the day. No one makes heavy fork springs for that particular KYB fork anymore. The original springs had to be cut and shimmed to arrive at the right spring rate for Brandon.

There was nothing scientific about our hillclimb challenge. We went riding with Ty and Brandon, found a big hill, and spent a few hours goofing off and having a blast.

Big hills, big bikes, lots of power. Does it get any better than that? He knows the bike too well after using it to win so many races over a long career.

It debuted in with styling based on the design trends of British motorcycles of the day. The compression ratio was 9. Now having the ability to build models with the performance of these big bikes but at a price equivalent to cc or cc bikes, the Japanese manufacturers decided that their foremost priority now should be to develop full-fledged big-bike models for the increasingly competitive U.

Seeing a mass-production supersport model mounting a 4-cylinder engine—an engine format that had until then been considered limited to GP race machines—sent shockwaves through not only the American market but around the world.

The next big debut was the Kawasaki Z1, which had been originally under development as a cc model but quickly up-sized to a cc displacement when the Honda CB was released although it was released in Japan with the original cc displacement as the Z2.

With these models released, the Japanese manufacturers had made a big and quick entrance into the era of big bikes.

Not to be left behind, Yamaha turned to developing its own big bikes. However, this first attempt at a 4-stroke engine for a production model turned out to be a long, hard road with many obstacles that lasted until the start of the s.

It can be said that this rocky road began with the difficulty of finding a viable product concept to develop.

The reason was that, unlike the other Japanese manufacturers that were pursuing the 4-cylinder format, Yamaha had clung to the idea of a vertical-twin like the British bikes that were popular in the U.

If the aim were simply to build a bike with good handling and not too much expectation for engine performance like the British bikes, things would be easier.

Unlike the intake and exhaust ports of a 2-stroke, they said 4-strokes were all about the cam profile and they were changing it by welding on additional ridge height and then using a grinder to grind it down again.

Trying one thing after another, the team gradually approached the target engine performance goals and started test-running the bike. Just around that time, the Yamaha Fukuroi Test Course was completed.

There were no particular problems at that speed. When you have this kind of shaking known as speed wobble, in many cases it increases rapidly in oscillation, and if you react by cutting back on the throttle suddenly, the built up stress on the bike will immediately rebound, causing the handlebars to wobble even more violently to the point where it can cause a fall.

So, they tried rebuilding everything from the engine mounts to the swingarm pivot. On the frame they welded in a cross-pipe and gusset plates at the pipe joints to increase the rigidity.

It was because we were now working on a big bike that forced us to deal with this problem, and afterwards, I often found myself thinking that it really was fortunate that this problem came out at such an early stage in our big bike development.

500 stroke challenge

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