Posted: March 7th, 2008, 10:05 am
I will taking a collection fr 3600 bucks. haha
BannedCR500Riders.com
Addressing the survival of the legendary CR500!
https://www.bannedcr500riders.com/
cr600???
Page 2 of 3
Posted: March 7th, 2008, 8:29 pm
polish trans dynos +4.5 hp in a crf250
Posted: March 7th, 2008, 8:30 pm
Roostius_Maximus wrote:polish trans dynos +4.5 hp in a crf250
No shit? I would'nt have guessed it was that inefficient stock.
Posted: March 7th, 2008, 9:22 pm
Roostius_Maximus wrote:polish trans ....
Posted: March 7th, 2008, 9:35 pm
x2?iggys-amsoil wrote:Roostius_Maximus wrote:polish trans ....
Posted: March 7th, 2008, 10:01 pm
sometmes i cant tell when you guys are serious or joking
Posted: March 7th, 2008, 10:32 pm
He is talking about polishing the internals of the tranny I think. 
Posted: March 8th, 2008, 12:04 am
Uhhh, what exactly is he polishing?? Hope not the gear teeth surfaces!! That "roughness" is supposed to be there, to retain lubrication, just like the cross hatch in a cylinder...
Posted: March 8th, 2008, 7:32 am
polishing the shaft maybe?? 
Posted: March 8th, 2008, 11:16 am
No thats what YOU were doing, now clean off your keyboard sicko...100hp honda wrote:polishing the shaft maybe??
Posted: March 8th, 2008, 11:31 am
i had to do that on a few occasions. but not last night. had me one of them super models from the yahoo dating site
Posted: March 8th, 2008, 11:47 am
I can picture a Wyoming super model, she prolly looked like one of them Barstow hunnies brit talks about. 
Posted: March 8th, 2008, 1:57 pm
Ya, they dont even have a "day shift" in Barstow!! HAHAHAHAHAPorted&Polished wrote:I can picture a Wyoming super model, she prolly looked like one of them Barstow hunnies brit talks about.
Posted: March 8th, 2008, 8:54 pm
wyoming super model
Posted: March 8th, 2008, 9:06 pm
bigjay wrote:wyoming super model
Bitch is HOT!!
Posted: March 8th, 2008, 10:25 pm
ya... and HornyM.F.D.B. wrote:bigjay wrote:wyoming super model
Bitch is HOT!!
Posted: March 9th, 2008, 3:13 am
Posted: March 9th, 2008, 7:29 am
You guys are crazy. Seriously some drama queens. Did you really think Fuel Tech was a hoax? Or are you just kidding? I havn't heard of GSS until now, are they legit? I've never heard anybody from one coast to the other say, "wow my GSS ported motor runs so good!" They must be make beleive. A clever hoax by the Banned website. But seriously, some of you should try not to think so much. Who cares about Fuel Tech, none of you are getting a 600cc motor from them anyway. And google pictures? Again...serious? Google my address, looks like a trailer park too. Couldn't be any further from the truth. They didn't take those photos yesterday.
Micro Blue Racing knows a thing or two about it.
That's what many of us would think. But there are a number of well known shops in the industry who make a living doing just that. I wouldn't know myself, nor do I know anybody personally who has an opinion either. But Rick Hendrick and Joe Gibbs would lie straight to your face and tell you you're right...as they spend thousands behind your back polishing and coating their cars transmissions and rear ends.M.F.D.B. wrote:Uhhh, what exactly is he polishing?? Hope not the gear teeth surfaces!! That "roughness" is supposed to be there, to retain lubrication, just like the cross hatch in a cylinder...
Micro Blue Racing knows a thing or two about it.
Posted: March 9th, 2008, 7:48 pm
DeWayne polishes all the shafts and does some other crap he won't tell anyone about. He told me to polish my shift shaft and it will shift better. I didn't really think it would be worth the effort so I didn't, but he swears by it!
Posted: March 9th, 2008, 10:47 pm
Im real hesitant to "polish" the coating off a part that Honda thinks it should have on it. After all, Honda has spent WAYYY more money on research then I have and it COSTS them money to coat those parts so if it was better not too, dont you think they would save all that hassle and cost??
People forget that polished metal surfaces REJECT lubrication. If there was so much more performance in polishing, then why would you waste POWER honing a cross hatch into your cylinder?? Things like "back cutting" gear dogs and "cryo" treating, etc. are worth the cash but polishing ill leave to CLYDE!!
P.S. My old shift shafts were "polished" by wear and tear (near CHROME), and I just replaced them with new (fresh coated) shafts and forks and guess what, the shifting is WAYY SMOOTHER...
People forget that polished metal surfaces REJECT lubrication. If there was so much more performance in polishing, then why would you waste POWER honing a cross hatch into your cylinder?? Things like "back cutting" gear dogs and "cryo" treating, etc. are worth the cash but polishing ill leave to CLYDE!!
P.S. My old shift shafts were "polished" by wear and tear (near CHROME), and I just replaced them with new (fresh coated) shafts and forks and guess what, the shifting is WAYY SMOOTHER...
Posted: March 10th, 2008, 8:19 am
Yes its the complete surface of every gear, poor manufacturing is what makes a wear pattern in the gear, If parts were made accurate there would only be a smooth surface. Anybody who's blown a trans or clutch where material has gone thru the gears can see how they "lap-in", that was the old way back in the day, now with this new process there is no change dimentionally in the part, but it achives the same finish.
we send our stuff for the ktm to Crane cams and have them mikronite finish them (they advertise that it also makes the part more durable). There are other guys who advertise dooing the work, but it all goes to them, actually lastyear Crane was boought by Mikronite technologies.
We also do the gears in the quickchage and 9" ford sections for some of our faster dirt car customers.
here is a link, but it only shows car dyno results:
http://mikronite.com/dyno.asp
http://mikromaxperformance.com/
we send our stuff for the ktm to Crane cams and have them mikronite finish them (they advertise that it also makes the part more durable). There are other guys who advertise dooing the work, but it all goes to them, actually lastyear Crane was boought by Mikronite technologies.
We also do the gears in the quickchage and 9" ford sections for some of our faster dirt car customers.
here is a link, but it only shows car dyno results:
http://mikronite.com/dyno.asp
http://mikromaxperformance.com/
Posted: March 10th, 2008, 8:44 am
MFDB I tend to feel the same way. You can't hardly go wrong if you trust Honda's judgment.
I first read about Micro Blue in an article about Robby Gordon's new trophy truck. When it was being built in '06 I think? Robby said he was excited about some new technology he was using by REM Chemicals. I heard about them again when Darrel Waltrip said on Speed Vision last year that Toyota has ALL moving parts of the car treated in a similar manner, and not just the engine / transmission like his competitors. This he felt was going to give his team the winning edge.
I know nothing of this first hand. And I don't pretend to understand all of it either. But this is what Micro Blue has to say about it. And whereas it's content goes against our collective opinions, it's informative non the less. And sometimes it takes an idea much different than those two decades past to drag the evolution of our sport one inch forward.
"Lubricant Heat – Where it comes from
In engines and transmission assemblies, the moving parts rarely touch each other. The crankshaft in your engine does not actually ride “on” the main bearings, there is an oil film that separates the two surfaces. So to oversimplify things a bit here, we use lubricants to (hopefully) prevent parts from touching and also to reduce sliding and rolling friction. So if things don’t touch, where does the heat come from? To answer that, let’s look at a typical 4 speed transmission. As the gears rotate, the gear oil is pushed out from between the gear surfaces, this we all know. However, as the oil is pushed out, a certain amount of “turbulence” is created as the oil has to navigate through the “peaks & valleys” of the machined surfaces. This turbulence causes the oil to work against itself and that friction heats up the gear oil.
Lubricant Turbulence – The relationship between surface “profile” and heat
When it comes to machined parts, we all agree that “smoother" is better. That’s right, but remember that there are still “peaks & valleys” with turned, ground and even lapped surfaces and all create some degree of turbulence and increased friction. After processing, the surface is now, from a functional standpoint, "optically flat". The net result is dramatic reductions in heat, wear and friction properties. So how do we do that without changing the size of the parts?
The Isotropic Surface “Profile” – What it is
As we said, conventional machining and polishing processes result in a surface profile that produces grooves (peaks & valleys) on the surface tend to all point in one uniform direction. All too often, they run perpendicular to the direction of the oil movement, creating even more heat! Well, the term “isotropic” is used to describe a surface that lacks any “directionality”. There is uniform direction in which the grooves point to. Compare an old 33 rpm record to a hand mirror. The mirror has no “directionality”.
ISF® (Isotropic Surface Finishing) – What it is and why it’s better
Now that we have a good understanding about just how the “peaks and valleys” create heat, it is easy to understand how an “isotropic” surface can greatly reduce heat build up. There is a process developed by REM Chemicals, Inc. of Southington CT that does just that. The parts are placed in a standard vibratory bowl that is filled with a non-abrasive, polished ceramic media. A chemical compound is introduced, that forms a 1 micron film that follows the "peaks and valleys". On contact with the media, the film is removed from the "peak", in effect, "flattening" the surface. What makes their process unique is that the film re-forms on the "peak" only, with no other surface interaction as opposed to electro polishing, for example. Due to the very gentle action, we can now improve almost every moving surface in a race car, snowmobile or go-kart. Very nice! For more information, go to: www.remchem.com
*A note regarding "size change": It is important to understand that the ISF process is very "un-evasive" in terms of dimensional changes, unlike electro polishing for example. Obviously, we cannot refine a ground surface without some degree of size change, but from a practical standpoint, the changes are insignificant. For example, if you were to measure a 1" shaft before and after, you will not pick up a tenth with a micrometer. We recently measured an 4" Xtrac spur gear after processing and saw a reduction of 60 millionths over pins.
MicroBlue® & ISF® - A truly amazing combination
When we add a coating that changes and improves the way a lubricant works, things get very, very interesting. During the early development of MicroBlue, we were able to do some testing on a high-speed milling machine that used pressurized, “hydrodynamic” (oil film) bearings instead of ball or roller types (the same bearing type as crank & rod bearings). We were measuring the current draw on the DC motor as well as the temperature rise of the oil. After coating, the reduction in friction and heat was clearly evident. However when we ISF superfinished and re-coated the rotating spindle, the improvement just shocked us (see chart). We knew right then and there this was an unbeatable combination. How well does this combination work? Well, recently a gentleman called that runs in the Hooter’s series. “We’ve been running Royal Purple in our quick-change rear-end for years. This is the first time it has come back out purple! I’m tell’in you, we saw a 100 deg drop in oil temperature, honest” (true story)."
I first read about Micro Blue in an article about Robby Gordon's new trophy truck. When it was being built in '06 I think? Robby said he was excited about some new technology he was using by REM Chemicals. I heard about them again when Darrel Waltrip said on Speed Vision last year that Toyota has ALL moving parts of the car treated in a similar manner, and not just the engine / transmission like his competitors. This he felt was going to give his team the winning edge.
I know nothing of this first hand. And I don't pretend to understand all of it either. But this is what Micro Blue has to say about it. And whereas it's content goes against our collective opinions, it's informative non the less. And sometimes it takes an idea much different than those two decades past to drag the evolution of our sport one inch forward.
"Lubricant Heat – Where it comes from
In engines and transmission assemblies, the moving parts rarely touch each other. The crankshaft in your engine does not actually ride “on” the main bearings, there is an oil film that separates the two surfaces. So to oversimplify things a bit here, we use lubricants to (hopefully) prevent parts from touching and also to reduce sliding and rolling friction. So if things don’t touch, where does the heat come from? To answer that, let’s look at a typical 4 speed transmission. As the gears rotate, the gear oil is pushed out from between the gear surfaces, this we all know. However, as the oil is pushed out, a certain amount of “turbulence” is created as the oil has to navigate through the “peaks & valleys” of the machined surfaces. This turbulence causes the oil to work against itself and that friction heats up the gear oil.
Lubricant Turbulence – The relationship between surface “profile” and heat
When it comes to machined parts, we all agree that “smoother" is better. That’s right, but remember that there are still “peaks & valleys” with turned, ground and even lapped surfaces and all create some degree of turbulence and increased friction. After processing, the surface is now, from a functional standpoint, "optically flat". The net result is dramatic reductions in heat, wear and friction properties. So how do we do that without changing the size of the parts?
The Isotropic Surface “Profile” – What it is
As we said, conventional machining and polishing processes result in a surface profile that produces grooves (peaks & valleys) on the surface tend to all point in one uniform direction. All too often, they run perpendicular to the direction of the oil movement, creating even more heat! Well, the term “isotropic” is used to describe a surface that lacks any “directionality”. There is uniform direction in which the grooves point to. Compare an old 33 rpm record to a hand mirror. The mirror has no “directionality”.
ISF® (Isotropic Surface Finishing) – What it is and why it’s better
Now that we have a good understanding about just how the “peaks and valleys” create heat, it is easy to understand how an “isotropic” surface can greatly reduce heat build up. There is a process developed by REM Chemicals, Inc. of Southington CT that does just that. The parts are placed in a standard vibratory bowl that is filled with a non-abrasive, polished ceramic media. A chemical compound is introduced, that forms a 1 micron film that follows the "peaks and valleys". On contact with the media, the film is removed from the "peak", in effect, "flattening" the surface. What makes their process unique is that the film re-forms on the "peak" only, with no other surface interaction as opposed to electro polishing, for example. Due to the very gentle action, we can now improve almost every moving surface in a race car, snowmobile or go-kart. Very nice! For more information, go to: www.remchem.com
*A note regarding "size change": It is important to understand that the ISF process is very "un-evasive" in terms of dimensional changes, unlike electro polishing for example. Obviously, we cannot refine a ground surface without some degree of size change, but from a practical standpoint, the changes are insignificant. For example, if you were to measure a 1" shaft before and after, you will not pick up a tenth with a micrometer. We recently measured an 4" Xtrac spur gear after processing and saw a reduction of 60 millionths over pins.
MicroBlue® & ISF® - A truly amazing combination
When we add a coating that changes and improves the way a lubricant works, things get very, very interesting. During the early development of MicroBlue, we were able to do some testing on a high-speed milling machine that used pressurized, “hydrodynamic” (oil film) bearings instead of ball or roller types (the same bearing type as crank & rod bearings). We were measuring the current draw on the DC motor as well as the temperature rise of the oil. After coating, the reduction in friction and heat was clearly evident. However when we ISF superfinished and re-coated the rotating spindle, the improvement just shocked us (see chart). We knew right then and there this was an unbeatable combination. How well does this combination work? Well, recently a gentleman called that runs in the Hooter’s series. “We’ve been running Royal Purple in our quick-change rear-end for years. This is the first time it has come back out purple! I’m tell’in you, we saw a 100 deg drop in oil temperature, honest” (true story)."
2002 0-700 championship
Posted: March 11th, 2008, 2:58 am
Mick how about this CR-500 Built by GSSRACEPORTING for R.Peterson in 2002 O-700 Championship bike
Posted: March 11th, 2008, 3:23 am
In 2007 5 out of the top 30 NAHA hillclimbers were GSS sponsered riders In the 0-700 class all were on CR-500s
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[/img]Posted: March 11th, 2008, 8:57 am
Try this tumble your whole transmission with the right media (walnut shell) and you will be amazed!
There are things that can be improved that Honda didn't do for example anyone who is any good at let's say "Porting and Polishing" a CR500 first should understand that the motor is nothing more than an "Air Pump" so you take a "OEM" jug which aren't as efficent as they can be I'm sure everyone will agree on that and match the intake to the exhaust to put it simply and it becomes more efficent which makes more horse power.
You can't go wrong with Honda's judgement I couldn't agree more but, they also decided to stop building the CR500 and never put it in a Aluminum frame in production and no longer sell the CR250 as well it's all about economic's my friends....Just because they didn't do it doesn't mean it can't be improved.
There are things that can be improved that Honda didn't do for example anyone who is any good at let's say "Porting and Polishing" a CR500 first should understand that the motor is nothing more than an "Air Pump" so you take a "OEM" jug which aren't as efficent as they can be I'm sure everyone will agree on that and match the intake to the exhaust to put it simply and it becomes more efficent which makes more horse power.
You can't go wrong with Honda's judgement I couldn't agree more but, they also decided to stop building the CR500 and never put it in a Aluminum frame in production and no longer sell the CR250 as well it's all about economic's my friends....Just because they didn't do it doesn't mean it can't be improved.