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Has anyone on here installed the lightened primary from mnnthbx? I just orders one yesterday and was looking for some feedback on it.
where to did buy your lightned primaryAmazing mod and well worth it.
A lot more acceleration in the low end. I could put 3-4 bike lengths right off the bat on my buddies z when he didn't have one where as before we were neck and neck.
$1 cheaper as well!where to did buy your lightned primary
i am looking at the one mnnthbx sells and the gojin one steady garage sells
the mnnthbx is?$1 cheaper as well!![]()
I bought from mnnthbx received Monday. Have not had time to install it yet.the mnnthbx is?
is that the one you went with?
Wouldn't the load of the drive train, road, etc be far greater than any inertial load the primary gear would put on the crankshaft?Everyone who has installed the lighter (unweighted) primary gear says how great it is. But, if there are no downsides to a lighter primary, why did Kawasaki build-in such a heavily weighted crankshaft component to begin with?
This is a single-cylinder engine (and one with a pressed together crankshaft). My bike stalls fairly frequently at red lights. I suspect that if I put in a lighter primary gear, the reduced crankshaft mass would make idle-speed and stalling even more of a problem.
I was just today reading an article by Cycle World's esteemed Kevin Cameron about crankshaft torsion loads. Although a pressed-together crankshaft is obviously cheaper to make than a solid part, it's far, far more complex of an engineering problem to tame. Personally, I'd like to understand Kawasaki's engineering decisions regarding engine design before I make a change like radically lightening my bike's crankshaft mass.
Ive ran this gear on many different KLX110 builds from stock up to 194cc as well as a few Z125's and not a single complaint with stalling. You will lose some engine braking due to less rotating mass but not enough to make the bike stall or case problems in the bottom end. However, once you remove the flywheel weight with an inner rotor kit on the KLX110 (8oz total weight, over 2more lbs weight lose from stock) along with the primary gear, you will **** near lose all engine braking and stalling may come into play. Even then, no problems with durability. Since you can't run the inner rotor kits on the Z.....this should not even be considered a problem with only the primary gear and lightened flywheel. If it is, I would suspect that the problem lies in the engine tune.Everyone who has installed the lighter (unweighted) primary gear says how great it is. But, if there are no downsides to a lighter primary, why did Kawasaki build-in such a heavily weighted crankshaft component to begin with?
This is a single-cylinder engine (and one with a pressed together crankshaft). My bike stalls fairly frequently at red lights. I suspect that if I put in a lighter primary gear, the reduced crankshaft mass would make idle-speed and stalling even more of a problem.
I was just today reading an article by Cycle World's esteemed Kevin Cameron about crankshaft torsion loads. Although a pressed-together crankshaft is obviously cheaper to make than a solid part, it's far, far more complex of an engineering problem to tame. Personally, I'd like to understand Kawasaki's engineering decisions regarding engine design before I make a change like radically lightening my bike's crankshaft mass.
looks like im ordering one today thenIf you don't like it, we'll buy it back, and give you an extra $2, but you won't disappointed....