Recent Posts

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650 Twin - Interceptor/GT / Re: Bolts On Cylinder Head Cover
« Last Post by clachcik on Today at 12:54:49 am »
Anybody know the size of the rocker cover bolts?
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650 Twin - Interceptor/GT / Re: EW
« Last Post by NVDucati on Today at 12:02:49 am »
Salut ace30.  My 2 cents. Maybe but this manufacturer is a pipe bender not an exhaust specialist.  If you just want more noise or luggage space or like their looks go for it.  If you want performance then choose an exhaust specialist who actually developed their product with dyno validation.
ace30, Our friend whippers is not wrong but, fare enough, his answer wasn't fully inclusive. Those 201 silencers are a very simple and a long established design. I'm willing to assume that you are not changing header pipe. Just changing the mufflers. Then you will have eliminated two cats right off the bat. They are straight through silencers with an expansion bulge in the center section to reduce the noise level. The interior pipe has louvers to allow that expansion. But there are no internal chambers which would demand a flow analysis. Thus, ergo, why use a dyno controlled by the manufacturer to post a set of very subjective numbers. If you choose to use a set of baffles, those will add some restriction that can be measured with a flow meter or even a child's pinwheel. You, the user, can adjust the flow of the removable baffles with simple hand tools.
    Where whippers is especially correct is if you are buying a full system and one with chambered silencers and or scavenging. Then you should be looking at some tech specifications to guard your money.

If you except the basic principles of an internal combustion engine and the age old analogy of a "air pump" then you can be confident that if you also let some more air in and mitigate the current air/fuel lean status ... you will get better performance. If you change over one side at a time, you can do your own pinwheel or ribbon test. It isn't rocket surgery. The AEW 201 units are well made and have better than average finish. They are, as you likely know, considerably lighter than stock and if I recall take about 6 inches of width off the bike. You already mentioned the extra luggage capacity. Looks are looks (until its close to closing time).
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Bullet with the UCE engine / Re: adjusting chain snail tensioner
« Last Post by gizzo on Yesterday at 11:59:15 pm »
Nice mod! Haggis your one is classy, too.

A big lap on your Enfield will be an adventure! Have fun.
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650 Twin - Interceptor/GT / Re: Retro or modern riding gear?
« Last Post by gizzo on Yesterday at 11:53:36 pm »
Pokey's a good sport.
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650 Twin - Interceptor/GT / Re: Tyre repair
« Last Post by gizzo on Yesterday at 11:53:02 pm »
Stupid question but I just don't know - how you would repair your tyre on the road, what product do you use? As its tubeless but with a tube in I am a little confused!

I wouldn't call that a stupid question at all. It's been discussed before but thread drift makes info hard to find even if you go looking.

Me: If I'm close to home (in the local hills or down the coast) I'd ask a friend or my other half to come rescue me. I'd do the same for them. If I'm touring I take tyre mending gear with. It's not super bulky. A pair of michelin levers, a tube, a small patch kit and a compact bike pump. Crossed fingers I never need them but if it happens, I'm good to fix it myself. I guess it would depend how far I was from help. The closer I was to help, the more likely I'd take advantage of that. Roadside recovery here could take all day. I completely understand other rider's reluctance to do the same though. It can be a challenge. Those Enfield rims are pretty difficult to get tyres off of. A tubeless conversion is really worth considering. It'd make life a lot easier.

My 2c, FWIW etc
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650 Twin - Interceptor/GT / Re: Retro or modern riding gear?
« Last Post by Starpeve on Yesterday at 11:48:40 pm »
That's not the helmet I was thinking of....
Maybe Gumby’s mate Pokey would be more desirable….?
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650 Twin - Interceptor/GT / Re: Who’s running the 16 tooth sprocket
« Last Post by Starpeve on Yesterday at 11:47:11 pm »
They must be some twisties if you need first gear!  :D
I meant that the taller 2nd is great for the twisties!
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650 Twin - Interceptor/GT / Re: Who’s running the 16 tooth sprocket
« Last Post by AzCal Retred on Yesterday at 11:41:32 pm »
Another plus to upsizing the countershaft sprocket is the possibility of increased chain life. Less angular bending as it rounds the sprocket. I believe that below 17T is where this angularity really starts to affect chain life. The 500 Bullet was designed in the 1950's to be maintenance friendly, it comes with a 17T countershaft stock. Of course, general cleanliness, proper lubrication & adjustment are likely of more practical import than a theoretical 17T limit, but it couldn't hurt.
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A tab for each model seems simple enough, it's all electronic anyway. Just scan down until you find your flavor, like we do now. R.E. isn't Honda, there likely won't be more than 20-30 total "variants" ever. When you start clumping categories, the knowledge requirement on the user end goes up. The new Meteor folks won't know "J" engine, just their bike's name. Keep it simple & attract the new folks so the Forum grows. It'll just be the US release models anyway - we don't have a Thunderbird section, right? The US is a small part of RE's sales, lots of their stuff will never make it here.
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650 Twin - Interceptor/GT / Re: Who’s running the 16 tooth sprocket
« Last Post by Jack Straw on Yesterday at 11:20:08 pm »
I have had no problems relative to grades, slow or fast.  Getting to the highway from my house I have a, narrow, formidable grade to ascend and the bike pulls beautifully at 35 to 40 in 4th gear   Out on the highway it always surprises me by easily edging up past 80 on long steep grades.  I doubt I'll ever feel the need to go back to the 15 tooth sprocket.

This is with a fairly inexpensive aftermarket exhaust made by a mere pipe-bender. No dyno sheets,  no booster plug, no boutique air filter either  ::)
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