Instant revs!

[Ragingrob]

Oh, i was just comparing my revs with that of my bf's bike, but yet again he's modified his bike. If its a normal thing, then mayb i'm just worrying about nothing

Lol and what kind of bike is that? If it's anything like a hornet it'll rev like crazy with the tickle of a feather!

[Supermac Jr]

Want to catch-up sometime to compare 'notes'?

[kunoichi]

u mite be right. I definitaly don't get the same kick out of it like i used too, still enjoyable, but it's mild now. I'm used to pillioning on 1000s and 600s. Speaking of which, i am over due for my restricted...

[kunoichi]

Rob: BF rides a hyosung gt 250, but he's been modifying it so it actually does have greater acceleration than my bike...which sux considering i used to be a challenge for him wen we first started riding together.

Supermac: sure i don't mind. Just PM me and we'll find a time and place

[Slyer]

Oh, i was just comparing my revs with that of my bf's bike, but yet again he's modified his bike. If its a normal thing, then mayb i'm just worrying about nothing

His bike is a V Twin, the modifications won't have much to do with it.
V Twins are naturally more grunty in the mid range than your Parallel(inline) twin IIRC.
Inline engines are at their best at high revs.

[kunoichi]

LOL, it sounds like i need a crash coarse in motorbike mechanics. I don't know the difference between different engines except that they feel different! OH wot do u know! I'm a girl after all!

[Morcs]

Instant throttle response is only had with FI.
With carbs theres always a lag of sort.

[motorbyclist]

I have clocked over 7500Km now and after all the ATNR's, coro loop and northland loop, i consider my engine broken into. However this problem has not improved. Yes there is a delay between me twisting the throttle and getting a reaction, but only up until 8000rpm. Wen i'm sitting above 8000rpm she definatly gives me instant reaction and a great acceleration speed. I have no idea if this is normal or not, so i thought i'd ask.

firstly, this sounds like a fairly aggressive break in regime

secondly, what you describe sounds normal

Rob: BF rides a hyosung gt 250, but he's been modifying it so it actually does have greater acceleration than my bike...which sux considering i used to be a challenge for him wen we first started riding together.

oh I realise you you are now!

i'd hardly call that hyo modified, and your gpx ninja is more of a "monster" that his hyosung

[CookMySock]

Rob: BF rides a hyosung gt 250, but he's been modifying it so it actually does have greater acceleration than my bike...which sux considering i used to be a challenge for him wen we first started riding together.

Haha, so learn how to corner better than him, and pass him on the outside.. LOL

Steve

[Tank]

Haha, so learn how to corner better than him, and pass him on the outside.. LOL

Steve

The guy rides a Hobag 250. You need to get past him a.s.a.p so you dont get hit with all the bits that fall off it as he's riding.

[bastardsquad]

His bike is a V Twin, the modifications won't have much to do with it.
V Twins are naturally more grunty in the mid range than your Parallel(inline) twin IIRC.
Inline engines are at their best at high revs.

You got it in one with your first post , and i'll agree with you here also. I'm riding the 07 GPX250 and its much the same, fairly unremarkable and unresponsive below about 7000 RPM...however 7000-13000 redline is a very different story.Dont be afraid to rev it and ride in the higher RPM range !

[xwhatsit]

His bike is a V Twin, the modifications won't have much to do with it.
V Twins are naturally more grunty in the mid range than your Parallel(inline) twin IIRC.
Inline engines are at their best at high revs.

[Slyer]

Facepalm

What was the point in that?

[xwhatsit]

What was the point in that?

Because the same silly nonsense keeps getting repeated over and over again. A V-twin and an inline twin are the same motor. The engineers can give them whatever characteristics they like -- even if you take a `traditional' V-twin where each piston shares the same crankpin, you can easily produce a parallel twin with the same firing interval by constructing a crank with the pins spaced at 45 degrees, or 90 degrees, or whatever you like. Take Yamaha's TRX850, a parallel twin, which has the same firing pattern (and hence the same sound and `feel', which is what they wanted for marketing purposes -- see the trellis frame etc.) as a 90-degree Ducati.

Parallel twins are produced in all kinds of different patterns. Brit twins were traditionally 360 degrees (i.e. both pistons rising and falling at once) and Jap twins were traditionally 270 degrees. But an engineer can dial in whatever he likes. And all it changes is the spacing of each firing pulse; aside from balance reasons affecting vibration limits, it has a fairly tenuous impact on torque or horsepower.

The reason for a GT250R being slow-revving and `torquey' compared to a GPX250/Ninja 250R or a GSX250 has much more to do with valve timing, combustion chamber design (including compression ratio), bore/stroke relationship, and any number of other variables that the designers tweaked to make it behave how it does.

[The Pastor]

Because the same silly nonsense keeps getting repeated over and over again. A V-twin and an inline twin are the same motor. The engineers can give them whatever characteristics they like -- even if you take a `traditional' V-twin where each piston shares the same crankpin, you can easily produce a parallel twin with the same firing interval by constructing a crank with the pins spaced at 45 degrees, or 90 degrees, or whatever you like. Take Yamaha's TRX850, a parallel twin, which has the same firing pattern (and hence the same sound and `feel', which is what they wanted for marketing purposes -- see the trellis frame etc.) as a 90-degree Ducati.

Parallel twins are produced in all kinds of different patterns. Brit twins were traditionally 360 degrees (i.e. both pistons rising and falling at once) and Jap twins were traditionally 270 degrees. But an engineer can dial in whatever he likes. And all it changes is the spacing of each firing pulse; aside from balance reasons affecting vibration limits, it has a fairly tenuous impact on torque or horsepower.

The reason for a GT250R being slow-revving and `torquey' compared to a GPX250/Ninja 250R or a GSX250 has much more to do with valve timing, combustion chamber design (including compression ratio), bore/stroke relationship, and any number of other variables that the designers tweaked to make it behave how it does.

mate you didnt have to go an educate him did ya?