Honda CBR 250R Malaysian Community Blog

Yoshimura Exhaust - The History of Yoshimura and Why You Should Buy One

2015-08-18T23:10:00.004-07:00

How Yoshimura Began

Hideo "Pops" Yoshimura founded "Yoshimura", in 1955 in Japan. Pops was trained as an airplane mechanic during WWII. Pops Yoshimura was a genius with modifying planes, cars, and all manner of other combustion engine powered vehicles, but motorcycles were his true love.

While working as an aircraft mechanic Pops Yoshimura developed a large and well-earned reputation for building power for motorcycles. Customers flocked to Yoshimura looking for a competitive edge and Yoshimura delivered it. The company was a great success, but Pops was much more ambitious.

Yoshimura was Heavily Involved in Racing from the Beginning

Pops Yoshimura had a goal of racing at the Daytona 200. In 1971 Pops augmented to Yoshimura Japan by opening Yoshimura Research and Development of America, Inc. in Los Angeles, CA.

Yoshimura began building engines, but selling exhaust pipes quickly became the primary focus of the business. An engine's ability to make horsepower is largely determined by how quickly it can exhaust spent gasses. From the beginning, the first piece to be modified was the motorcycle's exhaust.

In 1976, the first official AMA Superbike series was established and the first race was Daytona. The Daytona 200 was reserved for two-stroke 500cc engine motorcycles and this was a great chance for Pops to showcase his magic.

Yoshimura initially focused its efforts with Kawasaki motorcycles and a racer named Wes Cooley. Wes had an unorthodox style of racing. The 1976 KZ 1000 didn't handle very well, but with Yoshimura's modifications it had more than enough power, so Wes Cooley employed a technique of a two wheel power slide and muscled his way out of turns. The Yoshimura team finished 4th place that year.

Yoshimura Switches from Kawasaki to Suzuki and Finally has Racing Success

In 1977, Yoshimura moved one step closer to victory with a third place finish. In 1978, Yoshimura switched from Kawasaki to Suzuki and had positive results. The new Suzukis made much more power and handling was much greater than the Kawasakis. Steve McLaughlin won the Daytona Superbike race on a Yoshimura built Suzuki GS1000.

In 1979, Team Yoshimura racers Ron Pierce, Wes Cooley and Dave Emde finished in 1st, 2nd, and 3rd at Daytona. This unbelievable victory was the first time an entire race team swept the podium in an AMA Superbike race. From 1978 through 1981, Yoshimura and Suzuki won four straight Daytona Superbike races. This had never been done before and the legend continued growing. Wes was successful in the series and won the 1979 and 1980 AMA Superbike titles.

Yoshimura's ground-breaking engine building methods and racing success quickly built a larger following. All of this was going on while the top Japanese manufacturers created lighter, high-powered sportbikes. Yoshimura was in the right place at the right time and was growing at a rapid pace.

Yoshimura uses Advanced Racing Technology to Make Some of the Finest Exhausts in the Market Today

Yoshimura has invested millions of dollars to keep up with advancing exhaust technology. CNC cut-off saws cut pipe-work to precise lengths while multi-level CNC tube benders shape pipes to exact specifications. Yoshimura also uses computer-controlled robot welding machines for accuracy.

GotoMoto [http://www.gotomoto.com] sells all brands of motorcycle exhausts including Yoshimura Exhaust [http://www.gotomoto.com/Sportbike/yoshimura_exhaust.htm].

Article Source: http://EzineArticles.com/?expert=William_R._Thompson

website url: http://www.cbr250rmalaysia.com

Sport Bike Cornering Technique

2012-05-25T23:45:00.003-07:00

Unless you’re a drag racer, corners are what bikes are all about. They’re the holy grail and the bread and butter of biking, but few riders really understand them in depth. You can tell the ones who do - they’re faster, safer and have more fun than the unenlightened.

Every corner has its own unique nuances and subtleties, but every corner in the world can be broken down into three main parts - Entry, Apex and Exit. How you deal with each one is important, but how you put them together is crucial - you’re looking for a smooth transition between each part of the bend.

1. Entry
This can be subdivided further into Approach and Turn-in. The Approach is where you get down to a speed and gear that seems about right, and position yourself in the best place to tackle the bend. That means giving yourself the best visibililty, so for a left hand bend you’ll be as far over to the right as is practical, and for a righthander you’ll be as far over to the left. On a racetrack you can use the whole width of the tarmac but real roads have oncoming traffic, potholes, gutters and white lines which will mean you have to modify your line to suit.

The closer you get to the turn, the more you’re looking for your turn-in point. This is the point at which you really make the bike steer, rather than just following the road - on a very long or tight curve you might get three-quarters of the way round the bend before you actually turn in.
The way to spot the turn-in point is to know where the exit is, then draw the shortest practical line between where you are and that apex point. On a racetrack you know where the exit is because you have as many laps as you like to learn it, so you can work out a turn-in point in advance. On the road, you have to actually see the exit before you can identify the apex, which means you end up going deeper into the corner before you turn in.

2. Apex
This is the heart of the bend, where you’ll be leant over further than anywhere else in the bend it’s the balance point between the way in and the way out. You hear racers talk about hitting an apex, and they’ll mean hitting it consistently within an inch or so, lap after lap. On the road accuracy is still important, otherwise you’re wasting time. On a left hand bend the apex will be as far over to the right as it’s practical and safe to go, on the right it’ll be as far over to the left.

3. Exit
From the moment you hit the exit, you should be concentrating on the exit, and concentrating on getting there as fast as possible. That means getting the power down, which means balancing available tyre grip with increasing throttle. That’s a balance that changes from corner to corner and from bike to bike, but the crucial thing is to feed the throttle in firmly and gently, not just crack it on full in one go. The further you’re leant over, the less throttle you can apply, but as you gradually ease the bike upright you can apply correspondingly more throttle, until by the time you’re halfway back up to upright again you’ll probably be close to full throttle, powering out of the bend and on towards the next one.

for more info you can visit this thread at http://www.cbr250rmalaysia.com/Thread-Sport-Bike-Cornering-Technique

How to reset an ECU unit on CBR250r

2012-05-25T23:43:00.003-07:00

Follow step below
remove ecu by removing righ side fairing.
unplug ecu and wait 5 minutes.
plug ecu back in and turn engine on for 5 minutes. rev engine to redline a few times
locate wire loom running to tail light
with a piece of wire jump the connection between the blue and green wires
with the wires still jumped turn on the ingnition. wait 5 seconds then remove the wire you used to jump the connection
your check engine light should nowbe on (solid)
turn ingnition off
locate and remove coolant sensor. located above engine under the seat
jump the blue/yellow and green/white wire
with the wires still jumped turn the ignition on for 10 seconds. the check engine light should now be flashing
with the ignition still on plug the coolant sensor back in
turn igniton off
turn ignition back on and start engine. check engine light should come on then go off as it normally does. rev engine to red line a few times.
turn engine off.the ecu is now reset.

P/s: for the best result,reset your ECU before you start a long journey on the highway.

here is the another step to reset your ecu

http://www.cbr250rmalaysia.com/showthread.php?tid=57

GT250 vs Ninja 250 vs CBR250 Torque and HP Comparison.

2012-05-25T23:22:00.003-07:00

As expected, inline buat lebih kuasa kuda, Ninja 250 24.9hp vs GT250 24hp. CBR250, single cylinder buat the least hp, just 22.6hp. Yang menarik, In real speed, GT250 dan CBR250 akan tinggalkan ninja up until 7500RPM, masa ni GT250 akan mula tinggalkan CBR250, somewhere along the line of 9000RPM, Ninja 250 akan mula pickup speed dan bila gT250 dah peaked dekat 10 000 RPM, Ninja 250 akan slow slow mai, using it's extra 1hp. tapi let's get real, untuk real cruising speed, CBR250 dan GT250 will do just fine dekat 7-8K RPM, while Ninja needs to be 9K above to be as efficient as these two.

Torque figure dia yang interesting. Macam stated in old skool books, bila sebut pasal torque, the less cylinder the better, dan V is always superior than any inline. Delivery wise, CBR250, sebagai single, conquer mid-range, dan buat peak torque dia in the mid ranges dengan 15.1 lb-ft, GT250 comes second, tapi still dengan character V-Twin, GT250 pun buat peak torque dalam mid range, all 14.8lb-ft of it. Ninja 250, typical inline character, tak ada oomph dekat both low and mid range, not untill 9000rpm, dan peak torque dia is just 13.3lb-ft.

Yang menariknya, bandwidth torque ke tiga tiga motor ni. GT250 dah mula buat lebih dari 12 lb-ft torque dari 3000rpm sampai ke redline, since torque ialah kayu pengukur real world performance, GT250 ada torque curve yang lagi flat dan usable dari serendah 3000RPM sampai ke redline (flat torque jugak akan buat motor rasa tak ada pick up since tak ada stepping)

CBR250, walaupun raja torque dari 3 motor ni, tapi torque dia stays sub 12 lb-ft until 4700rpm. In a static roll off, gt250 akan tinggalkan CBR250 1-2 meters dan real competition will only start between 5K ke 7K RPM antara GT250 dan CBR250, tapi seriously, kalau naik awana or layan corner2 bukit, 5-7k rpm ni is where you will be, next time naik awana intai la RPM meter kalau tak cayer hehehe. CBR250 will fair well dekat corner-corner bukit, since 5-7K RPM ni is just natural bila dekat kawasan2 macam tu. But in super tight sub 5000rpm turn (macam dekat kuil tu) GT250 have an edge.. a whole extra 3lb-ft of torque. Senang cerita, kalau chase down a CBR250, kena tunggu corner kuil tu to untuk fight exit at low RPM. Unless rider CBR250 boleh gantung rpm at 5K (or Ninja at 9K rpm) at almost 180 degree turn, chances are, GT250 akan exit dulu dan buat gap dekat situ.

Ninja 250 pulak, in the other hands, got no advantage over torque against dua dua motor ni. nature inline, revvy, bermakna, Ninja 250 perlu rely banyak pada gearbox dia untuk get the most of its 13.3, kalau nak main short corner bukit, rider Ninja kena keep above 9k untuk best performance dan never drop below 6k rpm, no lazy corners for the ninja.

In other words, being a typical V, engine malas, GT250 tak ada hp figure setinggi Ninja, or torque setinggi CBR, tapi GT250 ada advantage in both.

Dia kalah HP dengan ninja by 0.9, tapi dia menang by 1 pound of torque by 9000RPM earlier.
Dia kalah torque dengan CBR250, tapi dia menang torque curve by 3000RPM earlier dan menang by 2hp over the CBR once dapat jalan kosong to rev over 7.5K RPM.

Kalau lepaskan serentak naik awana lalu karak dari Tol melati, Ninja leads dekat karak, CBR entah ke mana, GT250 tangkap balik Ninja dekat uphill route (since ninja dengan gt250 top speed lebih kurang je 160kmh) masa ni CBR makin mendekat, using all its extra torque, dekat corner temple tu, GT250 lead, dan sampai atas kat starbuck tu, in order, GT250, Ninja 250, CBR250...

Tapi tu make all this real, GT250 kena tayar lagi best, dan suspension belakang up-rated. BTW, berat Ninja 250 dan GT250 sama, CBR wins in weight department by 10-15kg lighter.

Masa turun pulak, most probably CBR yang turun dulu since dia ada ABS dan dia lagi ringan. Ninja 250 struggle untuk guna high rpm torque n hp dia kat downhill while gt250 struggle dengan mono lembut dan brake kayu dia, miahahahahaha, tapi kalau rider ninja dengan cbr pakat minum kopi cepat2 sebab sampai dulu, kena lak cbr.. apapun, in the end kalau test Gombak - Genting - Gombak, Ninja akan sampai Gombak dulu.. just because of the extra hp, better suspension dan brake, dan jalan karak yang luas. Unless GT250 tu dah uprate suspension dan braking, fighting chance tipis walaupun dia boleh order kopi dulu kat Genting.

[img]http://r11.imgfast.net/users/1111/25/26/73/avatars/8-27.gif[/img]
[i]Credit to: Alantris
Link: [url=http://ggb-bikers.forumms.net/t55-gt250-vs-ninja-250-vs-cbr250-torque-and-hp-comparison?highlight=cbr250]GGB Forum[/url][/i]

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