Richer mixture is good for starting. Half a turn won't make much difference anyway on a 35 year old bike, everything else will be a bit worn. As said before, you need to make sure the battery is full charged, the battery cables are in top condition, and check the starter motor brushes. Those bikes have crap starter motors, you need to give it all the help you can to have a chance of it working - or just fix the kick start.
Easy start, to find out if it will start at all. Robby wrote: I doubt those two things would stop it from starting. Other Measuring Tools. Petrol Chainsaw 20" 62cc 3. If your rating is revoked you will lose karma Have you read the ratings guide? Read the Terms of Use! Note: All of our products are fully supported and come with a 5-year warranty.
See Terms and Conditions of Sale for more detail. To obtain a refund for a purchase, contact our sales department to obtain an RMA before shipping. We use cookies to improve our customers' experience.
Cookie Policy. Toggle navigation Main Menu. But lb. The XL turns performance figures comparable to several Twins. This is a quick time on two wheels. And the XL is a genuine mph bike. It does develop a gentle weave over the ton, by the way, to the point of alertness instead of fear, and because the wheelbase and steering head angle need to deal with trails and berms unknown to ordinary mph machines, it's no big deal.
The short for the street wheelbase and high center of gravity should hamper acceleration and braking, but they don't. Slip the clutch off the line, lean back and don't bother with the rear brake on full-hard stops, no problem. Nor should we forget 61 mpg, either.
The gearing was picked for the engine's power, not the supposed class of motorcycle. Again, rpm at 60 mph is the sort of cruising speed one expects from Twins and multis. The XL uses the same transmission gear ratios as the XR, but has a higher primary gear and higher final drive, the better to work on the highway. The real bonus here is that repli-numberplate. It's a real wind-breaker. There you sit, straight up on the tall saddle, arms out to the enduro-spaced grips and darned if you aren't comfy.
The plate lifts the blast just enough to make 60 an all-day speed, with 75 live-able when other, ahem, conditions are right. Sure, at you're tucked in or your helmet's halfway flattened your nose, but is something for rare occasions.
And the gearing, again, lets all this work. Oh, so does the counter balancer. The is as smooth as the average Twin. And while we're at it, the gear ratio in 5th is 0. The engineers snuck this past the sales office before they could inflict another OD light on us. Don't tell, okay? The serious points against the XL aren't so much con as they are the debit side of the compromises all designs require.
Because the is so strong and can provide so much speed without being buzzed, the gearing is tall all the way up. The XL is nearly impossible to ride smoothly at less than 40 mph in top. There isn't much flywheel effect and the engine thumps, just like they say in the history books.
These bangs are delivered in the form of chain snatch and wheel judder. Shift down and it's gone. But the even pulse of a big Single does have a charm lacking in this example. This is science versus raw nature. There's some sort of law that says there's a practical maximum for the bore of a cylinder, in a motorcycle, or car. That maximum is about mm. The bore of the XL is mm. So, while we have the decompression chamber, and compound carbs so there's good air flow at low speed and at kick-over speed, and the latest in electronic ignition, we still have that vast bore across which the flame front must advance, and above which the mixture must stay mixed.
As an extra handicap, the spark would be stronger if the ignition drew on the battery instead of the alternator for its power source. But that means depending on a battery, not always a good idea on a dirt bike.
Our first test XL fractured its battery after miles of hard, rough riding. Still ran, still had lights and all that, and we were glad not to need the battery, so we vote for the factory's way.
In between, it can be a pig. Lukewarm means it will flood on full choke, but won't mix right with no choke and no human being can tell just where in between is right. Warm-up takes at least a mile, sometimes two or three. Short hops thus become a gamble, and that means the bike isn't quite as handy as it would otherwise be. Oh, and the engine sometimes kicks back. Hard enough to bruise your foot through your stout boots. Our first one kicked back. We were so impressed with the XL that we broke our rules and went riding before we had pictures, resulting in a machine too scuffed to photograph.
So we borrowed another. It kicked back. And we know a private owner. Kick back? Ouch, he said. Several of the styling features interfere with what the XL is supposed to do. The sales departments of the world have learned that enduro bikes sell best if they resemble motocross bikes.
So they figure it follows that a dual-purpose bike should look like an enduro bike, which the XL does, with its low, narrow, flat seat, short and peaked fuel tank and abruptly bobbed rear fender. Except that the short peaked tank rules out a tank bag. The thin, narrow and square seat is fine in motocross or enduro because you don't sit on it, you pivot around on it. For a sit-down bike, which the XL should be, it's a pain.
Nor is there enough room for a passenger for more than a mile or so, nor can you use even the smallest of saddle bags or strap-on soft bags. Impractical is too strong. More like less practical for day trips, which should be the XL's strongest point. Tires don't merit criticism. They're trials universal, suitable for dirt or pavement, not the best for either but that comes with the class. And the Bridgestone Trail Wings are as good as any.
0コメント