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Old 02-07-2010, 04:34 PM   #81
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just to throw in some xtra info about the world of HYOSUNG..some of you could get confused

HYO is ALSO rebadged and also sold as "U.M." brand of motorcycles (nothing is changed, except for graphics)

if you are looking for an american twist on the sportbike issue, look here..

FISCHER (dubbed the MRX) http://www.fischer1.com/Fischer_motorcycles.htm

2006 sketch

122 0612 04 z2006 fischer mrxdesign


2009 finished product

Fischer MRX 650 st2pz


nice write up cali. expect to hear more!
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Old 02-07-2010, 06:05 PM   #82
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Will you be at the track more this year on the 250?
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Old 02-07-2010, 06:36 PM   #83
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That's always a consideration.
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Old 02-07-2010, 06:55 PM   #84
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Just figured a 250 would be way more fun on the track than the street.
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Old 02-07-2010, 07:29 PM   #85
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be sure you rejet after opening the air filter up that much. when i did the "desnorkel" on my 650 i ended up bumping up the main jets about 2 sizes. these bikes are a little lean from the factory in my experience.

as for the 650 problems, they should've mostly been sorted post 2008. my gv650 had the notorious dropped valve on the rear cylinder at about 3.5k miles, but the newer engine has held up for a good 12k or so.

i hope you enjoy it, but hope you weren't too disappointed in the "showa" front suspension. that sounded a little fishy to me to begin with.

i used to have a really good source for factory parts in s. korea, but he got h1n1 back in december and no one has been able to get ahold of him since the first week of jan.
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Old 02-07-2010, 08:10 PM   #86
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Well I did drill out the filter but remember an engine is a vacuum pump not a pressure pump. So the carbs are the deciding factor on venturi vacuum and also chamber flow. Only thing I would effect is the vacuum in the airfilter housing and the crankcase ventilaion efficiency due to a more open volume available from the intake side of the housing wo the restrictive volumetric hole.

I plan to keep the engine as stock as possible to prolonge reliability. Its a 250, performance beyond factory would be reselling and purchasing another bike w more cc's
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Old 02-07-2010, 10:07 PM   #87
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Nice read there Cali. Its nice that a 250 can put a grin on someone who's owned bigger bikes.

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I got the hint and dropped to the back of the ranks just in front of Ares, who btw rocks the outta that 250.
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Old 02-08-2010, 12:54 AM   #88
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So far as the 650, mine hasn't had any major issues at all. The brakes are not that great but a simple fix. It has been 100% reliable so far after 3 years.

It runs a bit better with the Muzzy can and rejetting, and the same de-snorkleing you did on the 250.
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Old 02-08-2010, 02:01 AM   #89
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I got to saw it and Squoddy bumped it and set off the SUPER FLIPPIN SHRILL ALARM!

Woo Hoo!
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Old 02-08-2010, 09:36 AM   #90
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Yes... my evil shreak alarm lol
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Old 02-08-2010, 09:47 AM   #91
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Quote:
Originally Posted by AJFLo View Post
Just figured a 250 would be way more fun on the track than the street.
CDill was doing 2:05's in the 250 yesterday.
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Old 02-08-2010, 12:28 PM   #92
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Well I did drill out the filter but remember an engine is a vacuum pump not a pressure pump. So the carbs are the deciding factor on venturi vacuum and also chamber flow. Only thing I would effect is the vacuum in the airfilter housing and the crankcase ventilaion efficiency due to a more open volume available from the intake side of the housing wo the restrictive volumetric hole.
Unrestricting the intake side of any carburated bike will have impacts on the jetting throughout the entire possibility of rev and load scenarios. A carburetor is, at heart, a device that atomizes fuel to a specific molecular ratio based upon the pressure differential between airbox (close to atmospheric) and intake tract. Modifying the air filter as you have will increase the pressure in the airbox and definitely lean out the mixture causing your air cooled bike to make less power and run hotter. My Comet 250, like other's 650's, was also lean from the factory, so I'd guess yours is as well.

Further complicating the simple change in jet size is the carbs being designed to provide varying levels of atmospheric pressure to the fuel in the bowl based on throttle openings. Air jets, as well as fuel jets, help keep the 12.5 ratio engines desire. with airbox pressure affects the pressure on the bowl of fuel in the carb. That's why old school tuners would drill out air jets and increase fuel jet size when slipping in a K&N and a pipe. Get it right, and simple changes could drastically change an engine's power output. As bikes evolved with tuned intakes, tuned headers, engineered optimized airbox volyume, etc...it became harder and harder for a tuner to get additional power out of a factory bike. All that said, your simple little 250 should respond very well to the idle mixture being fattened and a simple increase in main jet size.

My advice, rejet ASAP to keep the motor cool and avoid future heat / valve issues.
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Old 02-08-2010, 12:49 PM   #93
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Nice work Matt!
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Old 02-09-2010, 12:18 PM   #94
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Quote:
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Unrestricting the intake side of any carburated bike will have impacts on the jetting throughout the entire possibility of rev and load scenarios. A carburetor is, at heart, a device that atomizes fuel to a specific molecular ratio based upon the pressure differential between airbox (close to atmospheric) and intake tract. Modifying the air filter as you have will increase the pressure in the airbox and definitely lean out the mixture causing your air cooled bike to make less power and run hotter. My Comet 250, like other's 650's, was also lean from the factory, so I'd guess yours is as well.

Further complicating the simple change in jet size is the carbs being designed to provide varying levels of atmospheric pressure to the fuel in the bowl based on throttle openings. Air jets, as well as fuel jets, help keep the 12.5 ratio engines desire. with airbox pressure affects the pressure on the bowl of fuel in the carb. That's why old school tuners would drill out air jets and increase fuel jet size when slipping in a K&N and a pipe. Get it right, and simple changes could drastically change an engine's power output. As bikes evolved with tuned intakes, tuned headers, engineered optimized airbox volyume, etc...it became harder and harder for a tuner to get additional power out of a factory bike. All that said, your simple little 250 should respond very well to the idle mixture being fattened and a simple increase in main jet size.

My advice, rejet ASAP to keep the motor cool and avoid future heat / valve issues.
thank you. that's what i was going for but didn't feel like typing that much

my bike leaned out to the point of almost being unridable when i opened up my air filter that much, i actually ended up closing the opening a bit. with a smaller opening in the air fiter and a muffler that was designed to work on stock jetting i still ended up going up 2 jet sizes. when i was running dual pipes, i was closer to +6 to +8 sizes on mains. (from 122.5/125 mains to 138.5/140 mains)
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Old 02-09-2010, 12:42 PM   #95
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Quote:
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CDill was doing 2:05's in the 250 yesterday.
Exactly. More fun at the track than the street.
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Old 02-11-2010, 03:51 PM   #96
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Old 02-11-2010, 04:06 PM   #97
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Let's see the wheelie pics.
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Old 02-11-2010, 04:07 PM   #98
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Still under 1k... breaking it in.


Plus I dont wheelie, not even on the busa. I work wonders on two wheels.
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Old 02-12-2010, 12:54 AM   #99
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Nice bike. I picked up one last weekend as my first bike. The previous owner gutted the muffler and like you said, it sounds pretty nice. I'll be watching this thread to see what's possible.
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Old 02-12-2010, 01:01 AM   #100
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bike's comin along nice!! how did you get the wheel tape on there so perfectly??
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