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These are the two W800s that I would have wanted brought to the states.
Yes, but according to the press releases this is not the W650/W800 we know. 90 % of the engine are new according them, and a new frame is mentioned. If we are unlucky this is another 270 degrees twin. One should leave that to real V-twins and build parallel twins instead.
Is the 270Just for the sound? Like a narrow v twin? Cuz I thought I read the 270 had an advantage over 360 in power delivery. I personally like my twins L or flat.
The orange one is clearly trying to recall the R90S.
The 270 has the same power delivery as a 90 degree V twin (L-twin).It also always has a piston in motion, and one is at maximum velocity when the other is stopped. 360 and 180 parallel twins, and opposed twins the pistons are both stopped at the same time.As a result the 270 (also called cross plane) and the 90 degree V-twin both have a relatively constant kinetic energy within the rotating assembly + the rods and pistons. Where the 180 and 360 parallel twins, as well as the boxer twins the piston and rods go from zero kinetic engery to a lot and back to zero. Thus causes torsional vibration in the crank that the cross plan parallel twin and 90 degree V-twin don't have (or at least don't have as much).
That is odd as the 360 single pin crank is like two singles running together, maybe a bit more vibes but singles are known for torque "down low".
Oh man that "character" thing! (subjective..no?)That is odd as the 360 single pin crank is like two singles running together, maybe a bit more vibes but singles are known for torque "down low".Probably the one single thing about the HD's popularity is the sound...blip...blip!! And for some of us?? that 360 firing order is the business."Live long and prosper" V....:-)
First the engine, an 865cc dohc eight-valve air-cooled vertical-Twin, has been revamped for a lower, flatter torque curve, with a loss of peak horsepower. Triumph switched from a 360- to a 270-degree crankshaft, as used also in the Bonneville America and Speedmaster, and the engine pumps out just 47 horsepower at 6400 rpm and 44 foot-pounds of torque at 5100 rpm. By comparison, the Thruxton (Triumph’s hottest Twin) makes 57 hp at 7200 rpm and 46 ft.-lb. of torque at 6400 rpm.
Not to nitpick, but those cycle world numbers are wrong. The classic fuel injected scram makes 59 hp (6800 rpm) and 50 ft lb torque (4750 rpm) at 507 lbs wet weight. It's a pretty revvy motor that in my experience likes to hang out in the 5000 rpm range.
They have to stick w/it so have gone to extraordinary measures to isolate the vibration from the rider. (V rod good example)
The 270 degree cranks were not done for power but for SOUND (like a 90 degree V twin ala ducati or guzzi) and a bit less vibration. A parallel twin with a 360 degree crank can be tuned w/just as much power as a 270 degree. But w/both pistons moving together the vibration can get a little intense.The HD w/45 degree cylinders are awful in this respect but is done mainly 'cause its a Harley! They have to stick w/it so have gone to extraordinary measures to isolate the vibration from the rider. (V rod good example)Norton did the same thing w/isolastic frame.To each his....Beating a dead horse!
I'll say it again. According to Triumph statements from factory many guest riders were exposed to 360, 180, and 270 cranks. Triumph was trying to determine what customers wanted. According to Triumph, the overwhelming majority preferred the 270.
Your source? On the Dyno at the rear wheel? Published from Triumph at the crank?
I used the V rod 'cause it doesn't have that 90 degree(firing order) sound. I've heard several comments from HD folks....I agree.I have taken one of the 114 inchers for a ride w/feuling mods (131hp 123 ft lbs torque) and its very fast (hold on to something acceleration). Ha!Still sounds like a Harley! Some (majority) like it. I like the 360 degree sound and the younger generation have not grown up w/that and prefer the Duc sound (and Guzzi).As the world turns, I'll have mine and they can have theirs...:-)
I might consider another KLX250S in fuel injected if I find a discounted one and get the dealer to set the sag on the rear shock for me as part of the purchase. Yes, you have to remove the shock to adjust the sag!
Do you? I don't know how different the current KX250 is from the KLX, but you don't have to remove the shock (though you might as well have to).On the KX250 you have remove:If the rear spring length must be adjusted, remove the following components for access:SeatSide CoversMufflerSub Frame
Talked to my local dealer and they ordered one of the new W800. Said the "Street" version was not orderable. Salesman opined that the Cafe version won't do well here in the states. He was open to doing a bar swap prior to purchase if that would seal the deal. Hmmmmmmm
We're gonna take a serious look at it when it comes in and compare it to the incoming new Street Twin.
If you get one, I'll need to ride my W650 out and do a side-by-side comparison ride.
I talked with my local multibrand dealer and he said the Kawasaki was overpriced.