Steven
09-22-2002, 11:11 AM
This is a review of a 440EX. Enjoy!
Before I begin, let me set the stage by telling you about my 400EX's state of tune prior to the conversion, so that you may have a familiar comparison.
I brought my bike to honda already equiped with K&N's Power Up Kit (filter, jets, no air box lid), and White Brothers' R4 Pro Meg Complete Exhaust System. Pure Sport Bandit tires are on all four corners.
My local honda dealer added the White Brothers 440EX kit which included a Wiseco 11:1 piston, White Brothes Race Cam, and White Brothers Rev Box.
I took delivery of the rebuilt bike yesterday and went straight to a local riding spot.
After reading rumors of excesive vibration assosiated with various 440 kits, vibration was a primary concern I had. To my delight, this was not the case with my rebuild. On the contrary, my bike ran with far less vibration and clatter that ever before. I can only speculate that this is a result of tighter clearances assosiated with the rebuild. Very smooth from idle on through the rev range.
Now... everyones question is; how much stronger is it? Before I answer, understand I am in break in now and I was told by the Honda tech to vary the rev range, avoid full throttle and excessive load for more than a few seconds at a time for the first two tank fulls.
The powerband is very flat, predictable, and progressive. It is devoid of any pipe hitting spikes, or midrange power bursts like I have felt on other makes of AVT's. Strong power comes on right at the bottom of the power range (guessing 2000rpm or so), where as before my 400 didn't feel strong untill the midrange (say 4000 rpm). I am now able to lug the bike around in 3rd and 4th gears and accelerate fast without ever needing more than 1/2 throttle. Here is an example we can all relate to;
On sugar sand, I am now able to do a SLOW 2nd gear donut, powering out with a huge wheelie which requires no handle bar tugging and only 3/8 throttle input. (note: i'm only 145 lbs and 5' 5" so i normaly have to tug pretty good to get the front end up without a clutch pop)
The bottom of third and fourh are equally strong, pulling much harder than before. For example;
I was spinning the rear tires in fourth gear at 25 mph with 1/2 throttle inputs on the thumb lever. Third gear wheelies are a snap now and the front end comes up with little more than a slight rearward weight transfer and 1/2 throttle input.
The midrange and top end pulls VERY VERY VERY hard now. Enough so where I got butterflys from 5/8 throttle blasts to 7000 rpms or so. The difference between machines is night and day. Really... it feels like an entirely different machine. I would call the bottom end Raptor like and the top end 250R like. Combined, this bike has a very powerful and tractible powerband making it a huge pleasure and ease to ride. Considering I have not ridden the bike hard yet, I am very pleased with its power delivery.
My riding buddy drives a Bombardier DS650 with a K&N stage II jet kit and full Big Gun exhaust. To his disgust yesterday, he had NOTHNG on me. Granted, we were riding sand circuts... not exactly the DS's cup of tea but he couldn't touch me and I was not running past 5/8 throttle. To say the least, we were both suprised at the machines change in personality. I know the 400EX was designed with a different purpose but the real test of overal speed comparison will be when we can ride at Ocala and do some 4th and 5th gear blasts. Here a true comparison of straight line performance can be measured.
Stock gearing feels about good if not a little short. I have to wait and see how 4th and 5th rev out in deep flat sand before I decide but I am leaning toward going up a tooth on the front sprocket. I'll know in a couple of weeks.
The K&N 170 main jet, OEM pilot, and needle clip at 3rd from top seem about good. The bike runs without a hickup on 100 octane race gas. I'll experiment with jets a little once I get the bike broken in. I'm at sea level for those of you taking notes.
I'll report again later once I get the bike broken in and am able to run it hard against other bikes. I'll test its top speed with my GPS and report that as well. Its top speed as a 400 was anywhere from 66 to 70 mph depending on the weather and cleanliness of the filter.
Reliablity is still a concern of mine... we'll just have to wait on that one.
Enjoy the info and feel free to ask any questions.
Steve
Before I begin, let me set the stage by telling you about my 400EX's state of tune prior to the conversion, so that you may have a familiar comparison.
I brought my bike to honda already equiped with K&N's Power Up Kit (filter, jets, no air box lid), and White Brothers' R4 Pro Meg Complete Exhaust System. Pure Sport Bandit tires are on all four corners.
My local honda dealer added the White Brothers 440EX kit which included a Wiseco 11:1 piston, White Brothes Race Cam, and White Brothers Rev Box.
I took delivery of the rebuilt bike yesterday and went straight to a local riding spot.
After reading rumors of excesive vibration assosiated with various 440 kits, vibration was a primary concern I had. To my delight, this was not the case with my rebuild. On the contrary, my bike ran with far less vibration and clatter that ever before. I can only speculate that this is a result of tighter clearances assosiated with the rebuild. Very smooth from idle on through the rev range.
Now... everyones question is; how much stronger is it? Before I answer, understand I am in break in now and I was told by the Honda tech to vary the rev range, avoid full throttle and excessive load for more than a few seconds at a time for the first two tank fulls.
The powerband is very flat, predictable, and progressive. It is devoid of any pipe hitting spikes, or midrange power bursts like I have felt on other makes of AVT's. Strong power comes on right at the bottom of the power range (guessing 2000rpm or so), where as before my 400 didn't feel strong untill the midrange (say 4000 rpm). I am now able to lug the bike around in 3rd and 4th gears and accelerate fast without ever needing more than 1/2 throttle. Here is an example we can all relate to;
On sugar sand, I am now able to do a SLOW 2nd gear donut, powering out with a huge wheelie which requires no handle bar tugging and only 3/8 throttle input. (note: i'm only 145 lbs and 5' 5" so i normaly have to tug pretty good to get the front end up without a clutch pop)
The bottom of third and fourh are equally strong, pulling much harder than before. For example;
I was spinning the rear tires in fourth gear at 25 mph with 1/2 throttle inputs on the thumb lever. Third gear wheelies are a snap now and the front end comes up with little more than a slight rearward weight transfer and 1/2 throttle input.
The midrange and top end pulls VERY VERY VERY hard now. Enough so where I got butterflys from 5/8 throttle blasts to 7000 rpms or so. The difference between machines is night and day. Really... it feels like an entirely different machine. I would call the bottom end Raptor like and the top end 250R like. Combined, this bike has a very powerful and tractible powerband making it a huge pleasure and ease to ride. Considering I have not ridden the bike hard yet, I am very pleased with its power delivery.
My riding buddy drives a Bombardier DS650 with a K&N stage II jet kit and full Big Gun exhaust. To his disgust yesterday, he had NOTHNG on me. Granted, we were riding sand circuts... not exactly the DS's cup of tea but he couldn't touch me and I was not running past 5/8 throttle. To say the least, we were both suprised at the machines change in personality. I know the 400EX was designed with a different purpose but the real test of overal speed comparison will be when we can ride at Ocala and do some 4th and 5th gear blasts. Here a true comparison of straight line performance can be measured.
Stock gearing feels about good if not a little short. I have to wait and see how 4th and 5th rev out in deep flat sand before I decide but I am leaning toward going up a tooth on the front sprocket. I'll know in a couple of weeks.
The K&N 170 main jet, OEM pilot, and needle clip at 3rd from top seem about good. The bike runs without a hickup on 100 octane race gas. I'll experiment with jets a little once I get the bike broken in. I'm at sea level for those of you taking notes.
I'll report again later once I get the bike broken in and am able to run it hard against other bikes. I'll test its top speed with my GPS and report that as well. Its top speed as a 400 was anywhere from 66 to 70 mph depending on the weather and cleanliness of the filter.
Reliablity is still a concern of mine... we'll just have to wait on that one.
Enjoy the info and feel free to ask any questions.
Steve