Ok kiddies, grip your anuses, the RevolutionMX bike has finally arrived!!!!
Where do i start with this thing? i think it's safe to say nearly everyone on here knows about Russ's ambition to bring a high-end mini to ozzie pitbike riders, and to say the least, he's done it, and done it well...
Mine finally arrived today after a few issues with a certain courier company, and was definately worth the wait!!!
To say i am impressed with this thing, would be a vast understatement... so here we go...
First impression:
Unwrapping the box, i was impressed with the packaging... the bike is secured nicely, and doesnt take long to ''unwrap''... like xmas all over again..
Going over the bike, i am more than impressed with it, and surprised that it has turned out better than expected... Russ has managed to bring us a very well appointed bike, for very little money... A first glance over the bike you'll notice nice touches like a fuel tap that is actually mounted to the tank, and has a reserve on it... on-the-fly adjustable clutch.... Decent quality grips.... alloy quick-turn throttle... braided steel brake lines.... some very bright blue anodising... big brakes... the list goes on...
45 minutes saw my bike go from crated up, to unbolted, loctited, re-oiled, greased and running... so here are my thoughts so far...
Engine:
The 155z is supplied, oddly, with a 155z Gen II engine, running twin oil coolers. It features the updated 6-plate clutch, and some nice shiny brushed-alloy look engine cases... Induction is via an OKO26mm Flatslide, which, it's safe to say, is the new black as far as carbies go... and has set the benchmark in both carby standards for pitties, and performance upgrade numero Uno...
The engine installation in the frame is very tidy, and features some solid mounts, with rather chunky diameter bolts used, as opposed to what we're used to seeing. I changed the oil in mine for Castrol 4T before i even kicked mine over, and once fuelled up, fired after a few kicks... Those with OKO experience will know that it takes a little while to get fuel flowing through these carbs, but once in there, they start very easily....
I found starting the 155z very easy, but then i have a bit of experience booting over fourstrokes... given the capacity and compression of the motor, new owners may want to study the "decomp kick" starting method, but i had no issues, and have not experienced any kick back...
once warmed up, the 155z engine settled into a happy idle, and grabs revs VERY quickly with a flick of the throttle... The combination of the ORK, big bore exhaust, and OKO makes for one hell of a bark.. one thing owners will find, particularly those who have owned other pitties before, this thing is LOUD, and you will hear it coming...
The exhaust itself runs a 32mm header pipe, growing to a 38mm mid-pipe, exiting from a 41mm straight through muffler.. it breathes well, and sounds great..
The gearbox shifts very smoothly for a new one, and the clutch action of the new 6-plate clutch is smooth and progressive. The weight of pull offered by the On-the-fly quick adjust lever set-up is reasonably light, without any grabbiness in it's action. Feeding the clutch on from standing start produces a smooth take off, so the new clutch set up is a winner...
The Twin Oil Coolers are most definately a welcome addition, look great, and are relatively well protected behind the radiator shrouds. The increase in cooling capacity will be welcomed, and offer a longer life to the engine, and for those of us who will use the bike for racing, or want a long life out of it, the oil cooling capabilities will be an advantage. The extra quantity of oil held in the coolers will also aid in the longevity, and running temperature of the engine. Win all round really..
Frame:
The Frame used for the RevolutionMX bike is a double-downtube, double cradle set up, with removable subframe. The double-downtube is of tubular cross-braced construction, and is mated to a very sturdy box-section double cradle. The rear-subframe is also of tubular construction, and extends 95% percent of the way down the rear guard, so for those who get caught by the snappy 155z motor, can rest assured there is a bit of frame protection at the back of the bike..The subframe finishes level with the end cap of the muffler, so if you flip it, damage will be minimal..
it also makes for very easy picking up of the bike, which doesnt feature a side stand. Being a light bike, with a strong subframe, you'll appreciate the ease of picking it up..
The welding on the frame appears clean and strong, and the solid mounting of the pegs is a big step forwards, particularly for racers or bigger riders, and saggy pegs or bent peg mounts are a thing of the past... The pegs themselves are very chunky numbers, wide, and grippy...
Ancillary mounts for things like the seat, muffler, plastics, tank etc etc, appear to have the same quality of the rest of the bike, and i cant see too many of these mounts being broken anytime soon....
Triple clamps are 5-groove adjustable items for reach, which will suit a large range (and size!!!) of riders, and are a strong cast alloy set up, as opposed to the billet slab triples we are getting used to seeing..
The swingarm is a very clean looking unit, with a minimal chain guide, also nice to see, having dragged (and broken) several CRF-style chain guides through ruts over the years... The alloy box-section swingarm seems to be well constructed, has some very clean welds, accurate chain adjustment increments (finally!!!) and a reasonably large cross section, particularly around the shock and linkage mount..
Suspension:
The TTR-style 155z has some quality appointments front and rear. DNM shocks and fork grace the bouncy ends of the bike, M-200 forks with Gold anodised outer tubes, and a UD-UHL rear shock with 300lb spring do the job of keeping the wheels stuck to the ground. Compression and rebound adjustments are offered at both ends, giving a good range of adjustment. Sitting on the bike, the linkage-rear makes it feel like a Jap bike.... the suspension takes the weight of the rider, and sags like a bike should.. you get off, and it springs back up again.... the gap is closing...
I weigh around 85kg these days, and the suspension "feels" okay for my weight putting around the yard... straight out of the box the rear sags nicely, as do the forks. Playing around the driveway over a few little steps, the forks seem to be on the stiff side, so a little tuning of the clickers will be done when i ride it, but the shock tracks nicely, and doesnt kick like a rigid-mount pitbike usually does... hitting the steps on the bling40, which runs a revalved FastAce BS62-RC, usually kicks a little sideways.. the DNM rear in the TTR tracks true and straight. WHilst this isnt totally indicative of it's performance, it's a good start when a bike holds a straight line over a square edged bump..
My only complaint with the suspension, is the accessability of the adjusters on the shock, which is almost non-existent. Rebound adjustment will require a flat head tip, and socket to adjust it, and compression adjustment will most likely see owners cutting an access hole in the left hand side cover, to get a screw driver straight onto the adjuster knob..
I will however, provide a much better review of suspension performance after i've ridden the bike on something other than pavement and steps...
Ergos:
The TTR-style bikes coming out these days are offering a whole new feel to pitbikes.. they are bigger, without being ''too'' big... wheelbases are getting longer, but the height of the bikes remain at the ''monster'' or bigfoot size, yet retaining the 14/12'' wheel set-up. The TTR-YZF inspired plastics and bodywork are far more comfortable than most other pitbikes on the market, and sitting on the bike has a very "japanese-mini" feel to it. Handlebars, levers, pegs and seat all fall to place nicely, and for riders my height (5'11'') and taller, you will be very comfortable on this bike.
The seat/tank junction is very long and flat for a mini, and it's very easy to move around the bike. Width across the radiator shrouds is minimal without being too skinny, as is the bulge around the R/H side cover over the muffler... Both the seated and standing position have been well measured, and both positions are comfortable to be in. The distance across the pegs is narrow, and assists in making the bike feel very chuckable...
The actual styling of the bike, whilst not entirely new, thanks to bikes like the Ciniworx CZX, PitsterPro LXR and the other one, is a great look. Or not, if you're a dyed in the wool Homo, sorry, Honda rider... The YZF/TTR inspired bodywork is very smooth in it's fitment, and offers little in the way of snags when moving around the bike. Being based on ''shrunken" YZF plastics, it also opens up a massive choice of graphics kits, that dont have "Monster", "rockstar" or "metal Mulisha" written on it... Having owned yamahas for 25 years myself, i love the look of the bike, and have some pretty big plans in improving what is already a great looking bike. As the bikes become more common, we will see a greater choice of plastics colours, which will also give owners a bigger choice in graphics used... (JJC are you listening??? i want YELLOW plastics, to make another hurricane-kitted Mini!!!!)
For a china bike, the seat cover is also very well thought out... the top cover is kiiiinda grippy, but the sides of the seat cover are very grippy... this will enable the rider to hold the bike well with the knees, without one's ass being torn to shreds, as is common with most gripper seats.... no more monkey-butt for pittie riders with bigger engines...
Where do i start with this thing? i think it's safe to say nearly everyone on here knows about Russ's ambition to bring a high-end mini to ozzie pitbike riders, and to say the least, he's done it, and done it well...
Mine finally arrived today after a few issues with a certain courier company, and was definately worth the wait!!!To say i am impressed with this thing, would be a vast understatement... so here we go...
First impression:
Unwrapping the box, i was impressed with the packaging... the bike is secured nicely, and doesnt take long to ''unwrap''... like xmas all over again..
Going over the bike, i am more than impressed with it, and surprised that it has turned out better than expected... Russ has managed to bring us a very well appointed bike, for very little money... A first glance over the bike you'll notice nice touches like a fuel tap that is actually mounted to the tank, and has a reserve on it... on-the-fly adjustable clutch.... Decent quality grips.... alloy quick-turn throttle... braided steel brake lines.... some very bright blue anodising... big brakes... the list goes on...
45 minutes saw my bike go from crated up, to unbolted, loctited, re-oiled, greased and running... so here are my thoughts so far...
Engine:
The 155z is supplied, oddly, with a 155z Gen II engine, running twin oil coolers. It features the updated 6-plate clutch, and some nice shiny brushed-alloy look engine cases... Induction is via an OKO26mm Flatslide, which, it's safe to say, is the new black as far as carbies go... and has set the benchmark in both carby standards for pitties, and performance upgrade numero Uno...
The engine installation in the frame is very tidy, and features some solid mounts, with rather chunky diameter bolts used, as opposed to what we're used to seeing. I changed the oil in mine for Castrol 4T before i even kicked mine over, and once fuelled up, fired after a few kicks... Those with OKO experience will know that it takes a little while to get fuel flowing through these carbs, but once in there, they start very easily....
I found starting the 155z very easy, but then i have a bit of experience booting over fourstrokes... given the capacity and compression of the motor, new owners may want to study the "decomp kick" starting method, but i had no issues, and have not experienced any kick back...
once warmed up, the 155z engine settled into a happy idle, and grabs revs VERY quickly with a flick of the throttle... The combination of the ORK, big bore exhaust, and OKO makes for one hell of a bark.. one thing owners will find, particularly those who have owned other pitties before, this thing is LOUD, and you will hear it coming...
The exhaust itself runs a 32mm header pipe, growing to a 38mm mid-pipe, exiting from a 41mm straight through muffler.. it breathes well, and sounds great..
The gearbox shifts very smoothly for a new one, and the clutch action of the new 6-plate clutch is smooth and progressive. The weight of pull offered by the On-the-fly quick adjust lever set-up is reasonably light, without any grabbiness in it's action. Feeding the clutch on from standing start produces a smooth take off, so the new clutch set up is a winner...
The Twin Oil Coolers are most definately a welcome addition, look great, and are relatively well protected behind the radiator shrouds. The increase in cooling capacity will be welcomed, and offer a longer life to the engine, and for those of us who will use the bike for racing, or want a long life out of it, the oil cooling capabilities will be an advantage. The extra quantity of oil held in the coolers will also aid in the longevity, and running temperature of the engine. Win all round really..
Frame:
The Frame used for the RevolutionMX bike is a double-downtube, double cradle set up, with removable subframe. The double-downtube is of tubular cross-braced construction, and is mated to a very sturdy box-section double cradle. The rear-subframe is also of tubular construction, and extends 95% percent of the way down the rear guard, so for those who get caught by the snappy 155z motor, can rest assured there is a bit of frame protection at the back of the bike..The subframe finishes level with the end cap of the muffler, so if you flip it, damage will be minimal..
it also makes for very easy picking up of the bike, which doesnt feature a side stand. Being a light bike, with a strong subframe, you'll appreciate the ease of picking it up..
The welding on the frame appears clean and strong, and the solid mounting of the pegs is a big step forwards, particularly for racers or bigger riders, and saggy pegs or bent peg mounts are a thing of the past... The pegs themselves are very chunky numbers, wide, and grippy...
Ancillary mounts for things like the seat, muffler, plastics, tank etc etc, appear to have the same quality of the rest of the bike, and i cant see too many of these mounts being broken anytime soon....
Triple clamps are 5-groove adjustable items for reach, which will suit a large range (and size!!!) of riders, and are a strong cast alloy set up, as opposed to the billet slab triples we are getting used to seeing..
The swingarm is a very clean looking unit, with a minimal chain guide, also nice to see, having dragged (and broken) several CRF-style chain guides through ruts over the years... The alloy box-section swingarm seems to be well constructed, has some very clean welds, accurate chain adjustment increments (finally!!!) and a reasonably large cross section, particularly around the shock and linkage mount..
Suspension:
The TTR-style 155z has some quality appointments front and rear. DNM shocks and fork grace the bouncy ends of the bike, M-200 forks with Gold anodised outer tubes, and a UD-UHL rear shock with 300lb spring do the job of keeping the wheels stuck to the ground. Compression and rebound adjustments are offered at both ends, giving a good range of adjustment. Sitting on the bike, the linkage-rear makes it feel like a Jap bike.... the suspension takes the weight of the rider, and sags like a bike should.. you get off, and it springs back up again.... the gap is closing...
I weigh around 85kg these days, and the suspension "feels" okay for my weight putting around the yard... straight out of the box the rear sags nicely, as do the forks. Playing around the driveway over a few little steps, the forks seem to be on the stiff side, so a little tuning of the clickers will be done when i ride it, but the shock tracks nicely, and doesnt kick like a rigid-mount pitbike usually does... hitting the steps on the bling40, which runs a revalved FastAce BS62-RC, usually kicks a little sideways.. the DNM rear in the TTR tracks true and straight. WHilst this isnt totally indicative of it's performance, it's a good start when a bike holds a straight line over a square edged bump..
My only complaint with the suspension, is the accessability of the adjusters on the shock, which is almost non-existent. Rebound adjustment will require a flat head tip, and socket to adjust it, and compression adjustment will most likely see owners cutting an access hole in the left hand side cover, to get a screw driver straight onto the adjuster knob..
I will however, provide a much better review of suspension performance after i've ridden the bike on something other than pavement and steps...
Ergos:
The TTR-style bikes coming out these days are offering a whole new feel to pitbikes.. they are bigger, without being ''too'' big... wheelbases are getting longer, but the height of the bikes remain at the ''monster'' or bigfoot size, yet retaining the 14/12'' wheel set-up. The TTR-YZF inspired plastics and bodywork are far more comfortable than most other pitbikes on the market, and sitting on the bike has a very "japanese-mini" feel to it. Handlebars, levers, pegs and seat all fall to place nicely, and for riders my height (5'11'') and taller, you will be very comfortable on this bike.
The seat/tank junction is very long and flat for a mini, and it's very easy to move around the bike. Width across the radiator shrouds is minimal without being too skinny, as is the bulge around the R/H side cover over the muffler... Both the seated and standing position have been well measured, and both positions are comfortable to be in. The distance across the pegs is narrow, and assists in making the bike feel very chuckable...
The actual styling of the bike, whilst not entirely new, thanks to bikes like the Ciniworx CZX, PitsterPro LXR and the other one, is a great look. Or not, if you're a dyed in the wool Homo, sorry, Honda rider...
The YZF/TTR inspired bodywork is very smooth in it's fitment, and offers little in the way of snags when moving around the bike. Being based on ''shrunken" YZF plastics, it also opens up a massive choice of graphics kits, that dont have "Monster", "rockstar" or "metal Mulisha" written on it... Having owned yamahas for 25 years myself, i love the look of the bike, and have some pretty big plans in improving what is already a great looking bike. As the bikes become more common, we will see a greater choice of plastics colours, which will also give owners a bigger choice in graphics used... (JJC are you listening??? i want YELLOW plastics, to make another hurricane-kitted Mini!!!!)For a china bike, the seat cover is also very well thought out... the top cover is kiiiinda grippy, but the sides of the seat cover are very grippy... this will enable the rider to hold the bike well with the knees, without one's ass being torn to shreds, as is common with most gripper seats.... no more monkey-butt for pittie riders with bigger engines...
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