Posts Tagged ‘Jeff Slavens Racing’

Impressive Brazilian Ford Plant

Wednesday, February 23rd, 2011

The United Auto Workers (UAW) won’t allow a plant like this in the USA.

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Amazing VW Factory

Tuesday, February 22nd, 2011

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Henry and his Model T

Tuesday, February 22nd, 2011

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Slavens 2011 KTM 350 XCF Goat

Thursday, January 6th, 2011

Forward: I called my dealer, Elite Motorsports, in 2009 and asked to be on the list for the upcoming 350. I received the bike in the late summer of 2010 and have been testing and building it ever since for a magazine test with Dirt Bike magazine. The bike is currently in California being tested. The magazine should hit the stands in February or March.

I picked up the 350 SXF for testing to learn about the new rear linkage suspension and to determine if the engine could be made trail worthy, not for high speed pussy trails but for Colorado’s nastiest rocky, rooty, switchback trails. After initial testing of the stock motocrosser I thought that I had made a big mistake. I’m not a fan of conversions, especially since KTM makes a model for every discipline imaginable, and the extremely harsh suspension and soft low-end power had me concerned.

To make it more enjoyable for engine testing, I attacked the suspension first. Since the forks are virtually the same as last year’s SXF models I already had developed some great settings, but instead I decided to wipe the slate clean and look at the fork set-up with a new set of eyes. I was happy with what I had developed for last year’s bikes but it can always be better. Resting on past accomplishments is never a good idea. I’m always trying to soften/improve harshness and deflection yet gain overall firmness that improves steering, stability, bottoming resistance, and improves the overall precision of the chassis. Also at the top of my wish list is a suspension that helps the rider when he makes a mistake, like hitting a wash-out at high speed that he didn’t see or hitting a root hidden by a shadow at a bad angle. Good suspension should make up for small pilot errors, not exacerbate the mistakes that we all make. When discussing the testing of the 350 fuel injection, Dave Simon commented ” I was hitting shit (with the Slavens Suspension), that normally gave me white knuckles, like it wasn’t even there. I  kind of forgot about the suspension and just rode and didn’t want to stop. It was the most fun I’ve had on a bike in a long time, maybe ever”.

Like most forks used for rocky rooty conditions, they just don’t flow fluid quick enough to respond to sharp square edged hits. This slow response gives that harsh, deflective, hacky feedback that makes us puss out and turn the throttle in the wrong direction. Addressing those issues is always my number one concern on all off-road forks and the WP closed chamber bladder forks have an additional issue that needs attention. Because of unwanted fluid migration from the outer chamber to the inner chamber, hydraulic pressure builds in the inner chamber and makes the fork become stiffer as you ride. The inner chamber has a check valve to release the pressure but as pressure builds in the outer chamber it overrides the pressure relief valve and the harshness increases. I developed a series of machining processes that greatly reduce the pressure called the Pressure Balance System (PBS). I combined the PBS with my high flow Next Level compression pistons that we design in house that are machined with a CNC water-jet machine to get the ports shaped for maximum flow. The mid-valve compression and rebound shim stacks and pistons along with the base valve compression stacks are all modified to increase performance and stability and spring rates are adjusted to match the rider weight. Other details; Italian made SKF seals are installed to reduce stiction and increase service life, Shock Sox are installed to increase seal life, the cartridge fluid is vacuum bled to remove excess oil gas (air) and the bladder pressure is increased to improve sealing to reduce oil migration. The final detail is installing STR Speed Bleeders and Clean Speed aluminum compression adjusters because the stock plastic adjusters crack and fail. The end result is a fork that stays up in the travel, has a firm and precise feel yet plush enough to track straight through gnarly rocks and roots.

The shock is much easier to correct than the forks. The new linkage system gives the shock the ability to handle a wider variety of terrain whereas the linkless PDS system is more sensitive about set-up and is more job specific. When correctly re-valved the linkage system soaks up square edge hits that would cause a PDS shock to kick. I make major changes to the dual compression control adjuster to alleviate harshness, add low speed valving to the compression shim stack to increase bottoming resistance and prevent wallowing , lighten up the high speed compression to make it more responsive to rocks and roots, reshape the rebound valving stack to increase overall stability and make the shock slightly more responsive to increase traction. A big mistake that most professional and home tuners make is bleeding the oil gas from the system by hand. A correctly valved and assembled shock will perform poorly if the fluid is aerated. The only way to properly bleed the system is with a WP vacuum bleeding machine. We have one of the few in this country and have been using it with great results for a long time. The final touch is a spring thrust bearing and high quality Slavens spring that is made in Holland and has correct dimensions that allow full shock travel. Many U.S tuners are using aftermarket springs that are designed for Japanese shocks and the springs will coil bind before reaching full travel.

The engine was my primary concern and very few performance parts are available. First I geared it down 1 tooth on the countershaft (13T) because first gear was way too tall for goat trails and the factory riders use a 13 for their GNCC mounts. Next I bolted on a FMF MegaBomb and Q4 to quiet the bike and give a mild boost to the low-end grunt. In Colorado spark arrestors are required and as of July 1, 2010 we have a new sound law and ALL off-road bikes must be 96db or less using the SAE J1287 testing method. The FMF system helped but I still wanted a lot more bottom-end pull.

Most of my trail riding is from 7000’ – 12,000’ and the thin high mountain air kills the power, especially the low-end. I called Dave “The Bitch” Simon at Simon Smart Body and he asked me to bring the bike to Phoenix so that he could develop a Smart Body for the 350. Dave builds bitchin billet machined throttle bodies that utilize a carburetor slide that flows much better than the stock cast body with the restrictive butterfly valve design like used on lawn mowers. He makes the bore diameter slightly smaller and that combined with the less restrictive slide and his own unique bore shape, the turbulence is greatly reduced and the velocity is dramatically improved. The end result is a huge boost from bottom to top. It’s a monster motor now that will out goat a mountain goat.

Dave also combines his Smart Body with a custom programmed Bazzaz FI tuner that is set up to match his throttle body. It is an extensive wiring harness and electronic box that piggybacks on to the stock Electronic Control Unit (ECU) and has a port to connect it via a USB cable to a computer. From there you can easily tweak the fuel injection for different elevations, air temperatures, mufflers, etc. When connected to a computer the included software provides an excellent format with fuel information for variable throttle settings and rpm levels. The multitude of grid fields can be changed individually or in groups. It sounds difficult but even a caveman could do it.

OTHER GOODIES
Wheels/tires:
• TUbliss system to improve traction, reduce weight, improve handling and eliminate pinch flats
• 18” rear rim from a ’11 XC was laced for additional tire choices
• Dunlop MX71 up front. Chosen for versatility. Pressure = 12lbs
• Mitas radial trials 400-18. I consider the Dunlop 803 the top performer but the Mitas is a close 2nd and last longer, won’t chunk on pavement sections, and has a more durable carcass that is more
resistant to cuts and has much less flex on high speed sections. Pressure = 6lbs
• Slime

Controls:
• Scotts top mount damper
• Flexx 10 degree enduro handlebars with Cycra handguards, BRP handguard mounts, Rigid bar end mounts , and Renthal Kevlar grips
• Prototype Pivot Pegz – they have stiffer springs that will soon be available to the public.

Other:
• KTM Hard Parts Tall gel seat
• Renthal o-ring chain
• Turntech 5amp battery – spins the engine quicker and reduces weight by 3lbs.
• Bullet Proof Designs – rear disc guard and radiator guards (the absolute best)
• Flatland skid plate – great protection, fair price
• PG GRIPZ graphics – very durable and look good
• BRP chain guide – more durable and longer service life
• STR rear brake pedal plate and rear brake caliper cooler (a must for brake draggers)

FYI: Everything on this bike is available at Slavens Racing.com

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2012 Yamaha Super Tenere 1200

Tuesday, December 14th, 2010

The new Yamaha Super Tenere arrived in Colorado Springs. Yamaha is showcasing it around the USA at some of their top dealers and today one was in town for a few short hours. These are not demo bikes to be test ridden by customers but instead are put on display so that prospective buyers can see them up close and personal before plunking down $1000 to get on the order list. They will not be on dealer floors this year. If you want one, get out your deposit and they will build you one. I know nothing more about the ordering program but I’m sure that the guys at Apex Sports in Colorado Springs, Co., namely Mike Stokes, can fill you in on the details.

The no demo rule was bent and I was able to take a spin (thanks Mike) around the block. It was a very brief ride and not enough time to give a fair evaluation. Also, a personal disclaimer is in order. Although I’ve been in the motorcycle business for 38 years and have ridden and owned many different brands and models, I bleed orange. There are 4 KTMs in my garage and one (the 950 Adventure) is a direct competitor to the Yamaha.

The large bore (950cc-1200cc) adventure market was created by BMW and they still dominate the sales. The Euros have several new models on the horizon, but the current contenders are the BMW GS1200, KTM 990, Suzuki V-Strom, Triumph Tiger, and the new Yamaha Super Tenere. Of these, the KTM is the only one that is happy in the dirt (not sand) and inspires confidence at high speeds on dirt/gravel roads. My wife and I often ride 2 up on dirt roads, while fully loaded, at 60-80 mph without being on the ragged edge. Because of the road biased tires, 19″ front wheels, and short suspension travel, I personally would not do that with any of the other brands.

The KTM is happy on dirt (race bred at the Dakar) and has no problem with the tarmac while all of the other models are basically street bikes that excel on pavement, can be gingerly ridden on dirt roads but rocky mountain passes would be a struggle.

Enough said, the Tenere is impressive at first glance. Even though it’s the wrong color (blue not orange), it has excellent fit and finish, endless bells and whistles, and some very innovative designs. On the short list are traction control, ABS brakes, closed loop fuel injection, and ride-by-wire throttle.

My first (very short) impression; It’s a porker at 575lbs but carries the weight low and therefore doesn’t feel that heavy. The seat height is low (it was on the tall setting) and can be made even lower. This is good for most guys but my 6′3″ old carcass was a little cramped. The engine has plenty of juice to get the job done but I wouldn’t call it a monster motor. It seemed more comparable to the KTM 990 and had typical twin torquey power. As expected, the fuel injection was flawless, smooth and precise. Unlike many fuel injection systems, this is a true closed loop system that compensates for changes in temperature, elevation, etc. It has a huge bazooka muffler that is very quiet, a very BIG plus for me.

My overall impression is that it is a very versatile street bike that compares best with the Suzuki V-Strom. It’s been a very long time since I’ve thrown a leg over the V-Strom but I would rate the Tenere as having better everything….. power, suspension, components, technology, and style. It’s a great choice for those that primarily ride asphalt but want the option to ride poorly maintained paved roads or the occasional dirt/gravel road.

My list of pros and cons:

Pros:
* Price
* Cool styling
* Adjustable seat
* Great for the tarmac
* Very quiet muffler
* Reverse spoked tubliss rims
* Traction control
* Closed loop FI
* 2 position seat
* Bar mounted ignition map switch

Cons:
* A little cramped
* 7.5″ of suspension travel – not enough for dirt
* 19″ front wheel limits tire choices and has too wide of a contact patch for dirt
* Porky (150lbs more than the KTM)
* The muffler must weigh 50 lbs and looks like something Darth Vader would like
* Not very dirt worthy
* Cheesy handlebars

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Stay Out of the Dog House

Sunday, December 12th, 2010

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David Knight vs Gee Atherton , downhill bike vs enduro moto

Monday, November 29th, 2010

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South of the Border

Tuesday, November 23rd, 2010

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The New KTM 450 Rally Bike

Tuesday, November 23rd, 2010

KTM went to Milan for the Italy International Motorcycle Show, also know as EICMA, with many new motorcycle innovations, including the 450 Rally Replica. They unveiled the Rally Replica in time for the new 2011 Dakar Rally regulations, which limits all competitors to 450cc enduro bikes.

The unveiling was just days after KTM factory rider Cyril Despres won the Rally of Morocco while Marc Coma finished third overall, despite time penalties of 36 minutes, to record a huge success for what was the first real test for the new KTM 450 motorcycle.

The six days of desert riding was the perfect launch pad for the new KTM 450 enduro bike, and the team reported not a single mechanical issue with the new motorcycle in the hands of the two best rally riders in the world. The results were a triumph for riders, machine and the entire team involved in its development.

Click video to see the 450 Rally Replica at EICMA that the KTM factory riders will take to the Dakar 2011 Rally.

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Purple Power

Sunday, October 3rd, 2010


I’m not a cleanaholic but I do like to keep my bikes looking good. After every trail ride I go to the car wash with my bike, spray-on chemicals, and a scrub brush. For the last few years I’ve used STP cleaner and degreaser but it has been discontinued, so I bought a spray bottle of Purple Power at the local automotive parts store. What a big disappointment. It does a very poor job of removing trail grime and leaves a difficult to remove scum film plus it stains and streaks aluminum parts like the muffler and swingarm. The streaks and stains are permanent and will destroy the sheen that your pride and joy may have had before. This is the worst motorcycle/automotive cleaning product that I have ever used. I will be contacting Purple Power about these issues.

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