[MOTO] Modenas Dinamik 125

file G_Dinamik an i xoana anebaze 1 ippo tha ebazan oloi!!!! sto mixanaki den niotheis kamia diafora. apla oi pio polloi tin bazoun gia emfanisi alla kai na min pitsilaei to karmpirater benzini kai ta kanei ola xalia!! akoma se merikous aresei o thoribos tou roufigmatos pou kanei. auto to ssssssssssssssssssssss pou akougetai otan anoigeis to gazi.

apla i xoani einai gia na trabaei perissotero aera,gia mpasso ixo.Auto.

I xoani tis malossi kanei etsi ?

nmk thelo mia xari.to dinamik poy ebapse xrisafi htan ble boris na to xanabaleis opos htAN?xoris to xrisafi.????pls!!!

Auto ? (mono xrises zantes exei, ego to exo kanei,peirazei ??? )

http://img183.imageshack.us/img183/5898/modenasgolfrims5tf.jpg

Moderator's Review :

 

.Exo odhghsei kai Z 125 alla to Dinamik einai akoma grigorotero !!!(flyingbullsuit)

re flyingbullsuit min sigrineis tin mera me tin nihta.ta z apo tote poy vgikan den ehoyn kai oyte tha ahoyn antipalo.min sigrineis yamaha me modenas.otan ta piasei ti modenas ta 170 meta tha valei ftera gia na petaxei.

sakis mc xorese i xoana i exeis vgalei tin podia ? Tin diafora tin niotheis ? prepei na soy anevase 1 ippo sosta? :confused: :confused:

ΣΑΣ ΕΧΩ ΝΕΑ :

 

ΚΟΝΤΡΕΣ-ΑΠΟΤΕΛΕΣΜΑΤΑ (Ζακυνθος)

Σας μιλαω παντα για εργοστασιακο Dinamik απειραχτο...125cc 18hp

 

Dinamik VS Yamaha Z 2t 140cc (wiseco κυλ.πιστονα,εξατμιση χειροποιητη,καρμπιρατερ 26mm): ΝΙΚΗΤΗΣ: Dinamik

ΔΙΑΦΟΡΑ: 2 μηχανακια

 

Dinamik VS Gilera 2t 180cc (malossi κυλ.πιστονα) : ΝΙΚΗΤΗΣ: Dinamik

ΔΙΑΦΟΡΑ: 3 μηχανακια

 

Dinamik VS Gilera 2t 180cc (malossiκυλ.πιστονα,μπιλακια τελικης,ιμαντας malossi,καρμπιρατερ 28mm Del'orto,στροφαλομπιελες malossi,εξατμιση γυριστη malossi) : ΝΙΚΗΤΗΣ:Gilera

ΔΙΑΦΟΡΑ:1 μηχανακι

 

Dinamik VS Gilera 4t 200cc (εξατμιση απο CBR): ΝΙΚΗΤΗΣ: Dinamik

ΔΙΑΦΟΡΑ: 3 μηχανακια

 

 

 

Συντομα και αλλες κοντρες....

 

 

Φιλικα Nmk

gia na hasei z apo modenas prepei na i einai poly vlakas o odigos i to modenas na einai teras i to z gamim.no.stin kavalas ta z ta anoigoyn me wr kai ta wr vlepoyn ta z mono stin ekkinisi kai ston termatismo.min sigrineis tin peira tis yamaha me tin modenas poy ehei vgalei ola ki ola dyi kala montela

ενα που βγηκε ρε παιδες κ ειναι ιδιο με το Yamaha z125 αλλα τετραχρονο ποιο ειναι?φυσικα δεν ειναι επανεκδοση του z125 σε 4Τ... αλλα ειμαι περιεργος γιατι το ειδα κανα δυο φορες αλλα δεν καταφερα να δω μαρκα, μοντελο κτλ.

lifan.makria apo ayta.

Bre min tsakoneste.Kai ta dyo kala mixanakia einai. Kai z kai modenas.

Kathe ena exei thetika kai arnitika.Kai ta dyo den einai teleia.Oti thelei o kathenas pairnei.

Prospathiste na kratithei to forum se ipio epipedo

Magkes kserete ti Dixrona montela mixanon yparxoun san tin Aprilia RS 250,Suzuki RGV 250,Honda NSR 250 klp. ???

Bgazoun kai alles etairies dixrona 250aria ?

file DiM3NSiON otan phra to fanari gia pisw htane tuligmeno.apokleietai omws na htane moufa.apo trikala eimai kai o gorgolis edw exei edra.Isws den thumasai kai esu poso to eixes parei.apokleietai 50 eurw.

epatha lastixo xthes.katw sto sasman kapou xanei ladia.kati eida.isws na exei truphsei kanena lastixaki sth trompa..

kapoios rwthse gia tis xeirolabes an bgainoune.Ennoeitai oti bgainoune egw tis exw bgalei kai exw balei alles.

to reed ti einai re mages?

christos_125 αν τα λάδια που βλέπεις είναι στη δεξία μεριά και πίσω τότε ίσως είναι από την αλυσίδα και δεν είναι πρόβλημα..

Οι χειρολαβές δε βγαίνουν ρε παιδια μη τρελαθούμε...μόνο άμα τις κόψεις γιατί είναι κολημένες..

Den exei bides kato apo ta plastika gia na bgoun ?

Einai poly xalia autes oi labes

reed ειναι κατι φαντασου σαν φυλλα που βρισκονται στην εισαγωγη της 2Τ μηχανης.nmk τα 2T 250 δεν βγαινουν πια.το modenas εχει διαφορετικη ρυθμιση απο το Ζ και για αυτο ειναι ειτε πιο γρηγορο ειτε πιο αργο.διαβαστε το παρακατω δινωντας προσοχη κυριως στις ρυθμισεις για high rpm:

"By making changes in engine components,

engine can be tuned for midrange and high-rpm power or for low-end and midrange power. The midrange and high-rpm bike will have little or no low-end, hit explosively in the midrange, and have an abundance of top-end power that can be over-revved. This kind of power can put you out front in the straits, but it is harder to control and will tire out the rider more quickly. Expert outdoor riders tend to use engines tuned for high-rpm power.

An engine can also be tuned for low-end and midrange. Such an engine will have plenty of power down low, a beefy midrange, and a flat top-end. Supercross and enduro riders favor this kind of power. It is easy to use, and gives the rider confidence.

Tuning for Specific Powerbands

Component: Cylinder Head

Low To Midrange: 9.5:1 compression ratio, squish band 60% of bore area

Midrange and High-Rpm: 8:1 compression ratio, 40% squish

Component: Cylinder Ports

Low To Midrange: Exhaust port 90 ATDC, transfer ports 118 ATDC

Midrange and High-Rpm: Exhaust port 84 ATDC, transfer ports 116 ATDC

Component: Reeds

Low To Midrange: Dual-stage or .4mm fiberglass petals.

Compromise: Thick carbon fiber petals

Midrange and High-Rpm: Large area 30-degree valve

Component: Carburetor

Low To Midrange: Smaller diameter or sleeved down carb (26mm for 80cc, 34mm for 125cc, 36mm 250cc)

Midrange and High-Rpm: Larger carb (28mm for 80cc, 38mm for 125cc, 39.5mm 250cc)

Component: Pipe

Low To Midrange: Fatty or Torque

Midrange and High-Rpm: Desert or Rpm

Component: Ignition Timing Advance timing

Low To Midrange: Stock timing

Midrange and High-Rpm: Retard timing

Component: Flywheel

Low To Midrange: Add weight

Compromise: Stock flywheel

Midrange and High-Rpm: PVL internal flywheel

Component: Fuel

Low To Midrange: Super unleaded 93 octane

Midrange and High-Rpm: Racing fuel 105 octane

Tuning Guide to Performance Modifications

Cylinder Porting

The cylinder ports are designed to produce a certain power characteristic over a fairly narrow rpm band. Porting or tuning is a metal-machining process performed to the cylinder ports (exhaust and transfers) that alters the timing, area size, and angles of the ports to adjust the powerband to better suit the rider's demands. For example, a veteran trail rider riding an RM250 in the Rocky Mountain region of the U.S. will need to adjust the powerband for more low-end power because of the steep hill climbs and the lower air density of higher altitudes. The only way to determine what changes will be needed to the engine is by measuring and calculating the stock engine's specifications. The most critical measurement is the port's time-area. A port's time-area is a calculation of a port opening's area and timing in relation to the displacement of the engine and the rpm. Experienced tuners know what exhaust and transfer port time-area values work best for different purposes (motocross vs. enduro, for example). In general, if a tuner wants to adjust the engine's powerband for more low to midrange, he would do the following two things:

1. Turn down the cylinder base on a lathe to increase the effective stroke (distance from TDC to exhaust-port opening). This also retards the exhaust-port timing, shortens the exhaust-port duration, and increases the compression ratio.

2. Narrow the transfer ports and re-angle them with epoxy to reduce the port's time-area for an rpm peak of 7,000. The rear transfer ports need to be re-angled so they oppose each other rather than pointing forward to the exhaust port. This changes the flow pattern of the transfer ports to improve scavenging efficiency at 2,000 to 5,000 rpm.

For both of these types of cylinder porting changes to be effective, other engine components would need to be changed as well.

Cylinder Head Modification

Cylinder-head shape also affects the powerband. Generally speaking, a cylinder head with a small-diameter, deep combustion chamber and a wide squish band combined with a high compression ratio is suited for low-end and midrange power. A cylinder head with a wide, shallow chamber and a narrow squish band and a lower compression ratio is suited for high-rpm power.

Cylinder heads with wide squish bands and high compression ratios will generate high turbulence in the combustion chamber. This turbulence is termed maximum squish velocity (MSV) and is rated in meters per second (m/s). A cylinder head designed for Supercross should have an MSV rating of 35m/s, whereas a head designed for motocross should have an MSV rating of 25m/s. The only way to accurately determine the MSV rating of a head is by measuring some basic engine dimensions and inputting the numbers into a TSR computer program called SQUISH.

In the model-tuning-tips sections of this book, the SQUISH program was used to calculate the modified head dimensions. Aftermarket companies like Cool Head also offer cylinder heads, which have different cartridges to give different cylinder head shapes. The various head cartridges have different combustion bowl shapes, compression ratios, and MSV ratings. The head cartridges are incrementally different, corresponding from powerbands ranging from extreme low-end to high rpm.

Carburetor Modification

In general, a small-diameter carburetor will provide high air-mass velocity and good flow characteristics for a low- to mid-rpm powerband. A large diameter carburetor works better for high-rpm powerbands. For 125cc engines, a 34mm carburetor works well for Supercross and enduro and a 36- or 38mm carburetor works best for fast motocross tracks. For 250cc engines, a 36mm carburetor works best for low- to mid-rpm powerbands, and a 39.5mm carburetor works best for high-rpm powerbands. Recently, there has been a trend in the use of airfoils and rifle boring for carbs. These innovations are designed to improve airflow at low throttle openings.

Aftermarket Reed Valves

Like large-bore carburetors, bigger reed valves with large flow area work best for high-rpm powerbands. In general, reed valves with six or more petals are used for high-rpm engines. Reed valves with four petals are used for dirt bikes that need strong low-end and midrange power. Three other factors must be considered when choosing a reed valve: the angle of the reed valve, the type of reed material, and the petal thickness. The two common reed valve angles are 30 and 45 degrees. The 30-degree valve is designed for low-end to midrange power and the 45-degree valve is designed for high-rpm power. Two types of reed-petal materials are commonly used, carbon fiber and fiberglass. Carbon fiber reeds are lightweight but relatively stiff (spring tension) and are designed to resist fluttering at high rpm. Fiberglass reeds have relatively low spring tension so they instantly respond to pressure changes in the crankcase; however, the low spring tension makes them flutter at high rpm, thereby limiting the amount of power. Fiberglass reed petals are good for low-end to midrange powerbands, and carbon fiber reeds are better for high-rpm engines. Regarding longevity, the fiberglass reeds tend to split whereas the carbon fiber reeds tend to chip.

Some aftermarket reeds, such as the Boyesen dual-stage reeds, have a large thick base reed with a smaller thinner reed mounted on top. This setup widens the rpm range where the reed valve flows best. The thin reeds respond to low rpm and low-frequency pressure pulses. The thick reeds respond to higher-pressure pulses and resist fluttering at high rpm. By making changes in engine components

Some aftermarket reeds, such as the Boyesen dual-stage reeds, have a large thick base reed with a smaller thinner reed mounted on top. This setup widens the rpm range where the reed valve flows best. The thin reeds respond to low rpm and low-frequency pressure pulses. The thick reeds respond to higher-

pressure pulses and resist fluttering at high rpm

pipes

The exhaust pipes of high-performance two-stroke engines are designed to harness the energy of the pressure waves from combustion. The diameter and length of the five main sections of the pipe—head pipe, diffuser cone, dwell, baffle cone, and stinger—are critical to producing the desired powerband. In general, aftermarket exhaust pipes shift the powerband up the rpm scale.

It is possible to determine how the shape of the pipe will affect the performance of your bike. The pipe manufacturers label their pipes with terms that describe the pipe's affect on the powerband. Terms like "Fatty, Supercross, and Torque" are associated with enhancements in the low to midrange of the powerband. Terms like "Desert, motocross, or RPM" are associated with enhancements in the upper midrange and top end of the powerband. Generally speaking, pipes with designations such as this work well with cylinders and heads tuned for the same type of powerband. It is unusual for a "RPM" pipe to work well with a "torque" cylinder.

Ignition Timing

The ignition timing has a minimal affect on the powerband. Retarding the timing has the affect of reducing the hit of the powerband in the midrange and extending the top end overrev. Overrev is a slang term that describes the useable length of the powerband at high rpm.

The scientific reason for the shift of the powerband to extremely high rpm is because the temperature in the pipe increases with the retarded timing. That is because the burn cycle takes about 55 degrees of crankshaft rotation. When the timing is retarded the burn cycle starts later and continues into the pipe. Raising the exhaust gas temperature raises the velocity of the waves to be more synchronous with the piston speed and port timing of the cylinder.

Advancing the timing has the affect of increasing the midrange hit of the powerband, but makes the power flatten-out at high rpm. The reason is that the relatively long spark lead time enables for a greater pressure rise in the cylinder before the piston reaches TDC. This produces more torque in the midrange but the high pressure contributes to pumping losses at extremely high rpm.

o κινητηρας του dash:

http://www.myphone.gr/gallery/data/500/42209honda-novadash125-04-bikepics-219617-med.jpg

http://www.myphone.gr/gallery/data/500/42209honda-nsr500-04-bikepics-215801-med.jpg

Ε, που το προβλημα; Σιγα μωρε, θα το κρατας στο χερι :lol:. Καλοοοοο.

 

 

offtopic: Μηπως εχετε κανενα λινκ με τεχνικα χαρακτηριστικα, φωτογραφιες και τιμες του Lifan; Για 50αρι ενδιαφερομαι :O. Κατι ακουσα οτι στα 50 κυβικα δεν παει μια! Ισχυει; :worry:

Sorry για το offtopic

to lifan kanei 1000euro.an pareis tha soy proteina to 125 giati ta mona 50cc poy einai grigora einai ta 2t opws tdr kai pw kai 4t oi boboi poy ehoyn poly mikro varos.genika mono ta panalafra pane se aytin tin katigoria