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I had no idea what I was buying, bought a Dirt bike Yamaha WR 450 F cheap, such a huge bike, dangerously fast, I spent some money on it and turned it into this …..
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주제에 대한 기사 평가 yamaha wr 450 f 2005
- Author: Million Dollar Bogan
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- Date Published: 2018. 3. 11.
- Video Url link: https://www.youtube.com/watch?v=1RX_TSlO420
2005 Yamaha WR450F
Yamaha WR 450F . Make Model Yamaha WR 450F Year 2005 – 06 Engine Four stroke, single cylinder, DOHC, 5 titanium valve per cylinder. Capacity 449 cc / 27.4 in Bore x Stroke 95 x 63.4 mm Cooling System Liquid cooled Compression Ratio 12.5:1 Lubrication Wet Sump Induction 39mm Keihin FCR flat-slide throttle position sensor Ignition Digital CDI Starting Electric / Kick-starter Max Power 58 hp / 42.3 kW @ 9000 rpm Max Torque 49 Nm / 33.1 lb-ft @ 7000 rpm Clutch Wet, multiple discs, cable operated Transmission 5 Speed Final Drive “O” ring Chain Frame Steel, Single cradle frame Front Suspension 46mm Kayaba inverted telescopic fork, compression and rebound damping adjustable Front Wheel Travel 300 mm / 11.8 in Rear Suspension Fully adjustable Kayaba single shock, 315mm wheel travel, separate speed compression adjustment Rear Wheel Travel 318 mm / 12.4 in Front Brakes Single 250mm disc 4 piston caliper Rear Brakes Single 245mm disc 2-piston caliper Front Tyre 80/100-21 Rear Tyre 110/100-18 Dimensions Length 2175 mm / 85.6 in
Width 825 mm / 32.5 in
Height 1300 mm / 51.2 in Wheelbase 1485 mm / 58.5 in Ground Clearance 365 mm / 14.3 in Seat Height 998 mm / 39.3 in Dry Weight 112.5 kg / 248 lbs Wet Weight 122 kg / 268 lbs Fuel Capacity 8 Liters / 2.1 US gal The WR450F was already a proven leader in the big-bore off-road world, but for 2006, we decided to bump up the Nasty-Meter. A lower overall frame and seat height means that it’s easier to get down and dirty on your favourite trail. Slimmer rad shrouds, seat and fuel tank mean that you’ve got more room to manouver – if you can catch your breath. Larger, fully-adjustable 48mm fork and lighter Renthal aluminum handlebars give you precise control of this trail taming beast. Once you fire up the 5-valve 4-stroke with the touch of the reliable electric starter, you’ll notice that we’ve also added carb and ignition settings. The perfect bike just upped the ante. Engine:
Liquid-cooled, 449cc, 5-valve, DOHC, 4-stroke powerplant with super light titanium valves. The long-stroke engine design delivers broad, flat power characteristics with crisp, linear throttle response tuned specially for serious off-road use. Ultra-convenient electric starting means fast, sure starts. The electric starter is also backed up by a manual kickstarter. Automatic decompression system ensures fast restarts in any gear. Convenient, handlebar-mounted hot start lever for easy restarts when the engine is hot. Compact cylinder head design and magnesium cylinder head cover help reduce weight. Optimized combustion chamber design provides the most efficient intake and exhaust flow for maximum engine performance Titanium valves and load-reduced springs decrease weight by more than 40% over a conventional valve train and reduce reciprocating mass for faster-revving, smoother-hitting power delivery across the rev range. Special cylinder design features cutaways that allow the air trapped under the piston to enter a side chamber (or cutaway) to reduce horsepower-robbing “pumping losses.” Lightweight crankcase also utilizes cutaways to reduce “pumping losses.” The crankcase cutaways match the cutaways in the cylinder. Lightweight crankshaft decreases inertial mass for fast, low-rpm throttle response. Lightweight, short-skirt, forged piston for great durability Compact design automatic cam chain tensioner reduces maintenance and mechanical engine noise. 39mm, Keihin FCR, flat-slide carburetor with throttle position sensor (TPS) ensures ultra-precise fuel/air mixing and lightning-quick throttle response. The fuel spigot is a moveable joint for easy serviceability. CD ignition system delivers a more precise spark and monitors engine speed to ensure optimal timing for strong, fast engine response. Lightweight direct ignition coil is integrated into the plug cap to reduce weight and complexity Slick-shifting, wide-ratio, 5-speed transmission is geared specially for smooth-hitting power in the woods and hard-pulling top-end on open trails. Heavy-duty clutch matches engine output and offers a light, progressive clutch feel with less lever effort for smoother shifting. Quick-access, lightweight magnesium outer clutch cover allows fast, easy access to the clutch. Larger-capacity, dual radiators with special air directing louvers ensure maximum cooling efficiency. Washable, dual-stage, foam air filter features tools-free to access to the airbox and filter. Revised header pipe features a specially shaped header angle maximizes engine power and allows hassle-free replacement of the oil filter. The header pipe is made of stainless steel and features a heat shield. This system maximizes engine power and allows hassle-free replacement of the oil filter. Lightweight aluminum wrapped muffler optimizes both power delivery and appearance. This muffler design features a “serviceable”, screen-type spark arrestor which prevents sparks from exiting the exhaust. Its repackable design means you can maintain optimal engine performance and reduce noise levels. Trick, works-style clutch lever features an oversize “barrel adjuster” for easy, on-the-fly adjustability of lever/cable play. There is a new, larger boot covering the adjuster that provides more grip for easier operation. SUSPENSION: Super-strong, semi-double-cradle frame reduces weight and provides great lateral rigidity for minimal flex and razor-sharp handling. Removable, aluminum, rear sub frame constructed of square-section pipe reduces weight and provides easy rear suspension access. For 2005, new conventional hex head bolts have replaced the Allen-style bolts that secure the sub frame to the main frame for easier, faster servicing. New, lightweight, tapered, aluminum swingarm is produced using “hydro forming”, a special forming method that uses high pressure water to form shapes. The new swingarm provides improved overall chassis balance thanks to the addition of re-enforcing ribs in the cast aluminum around the pivot area. The result is a 2% increase in torsional rigidity for improved handling. Revised 48mm, adjustable, inverted Kayaba cartridge fork provide excellent suspension performance. The outer (male) tube is changed to optimize rigidity and is Kashima coated to reduce friction.(changed from Alumite) . The center rod size has been reduced form 8mm to 6mm while the cylinder diameter has been increased from 25 to 28mm. This new fork no only offers excellent suspension function but also reduces weight too. A new oil lock system in the new fork is now utilized. This new oil lock system enhances suspension performance and improves rider comfort. The 48mm fork utilizes a Transfer Control Valve (TCV) which enhances the damping force from mid stroke to full stroke and improves bottoming characteristics. The benefit of TCV is more precise control throughout the full stroke range. Front wheel travel is 300mm (11.8″). Front fork adjustments include: 20-way compression damping and 20-way rebound damping. Optional fork springs are available through Genuine Yamaha parts. New larger plastic fork protectors wrap further around the fork tubes for increased protection. They are self-supporting design to reduce friction for smoother fork operation. The routing of the wiring for the new electric speed sensor (no longer a traditional cable) now passes on the inside of the fork leg protector for added protection. Revised upper and lower triple clamp feature a new painted mat titanium finish for an improved appearance. New adjustable handlebar mounts on the top triple clamp allow the handlebars to be moved 10mm rearward if desired. Lightweight, Renthal aluminum handlebar with reinforcing crossbar and foam pad Monocross rear suspension system features a revised, fully adjustable, Kayaba shock. This new shock now features a dark gold coloured shock body and new revised settings for improved rider comfort and handling. Shock adjustments include; spring preload, 20 clicks of low speed compression damping, 2 turns of high-speed compression damping and 20 clicks of rebound damping. Rear wheel travel is 305mm (12″). 250mm, fully floating front disc brake with twin piston caliper fitted with lightweight aluminum pistons provides excellent braking performance. Revised shorty style adjustable front brake lever offers improved hand comfort and grip. Revised 245mm rear disc brake utilizes a new single piston caliper. The caliper is mounted lower on the swingarm to add additional clearance for the exhaust pipe. The rear master cylinder is integrated with the fluid reservoir to reduce weight. This revised set-up delivers strong, progressive stopping power with excellent control and feel. All new multifunction digital meter assembly. This compact meter features 2 modes. The first is the “basic” mode and features: speedometer, odometer, resettable dual tripmeters, and a clock. The second is the race mode and it features speed, an automatic start timer, and the ability to edit the tripmeters and an odometer. New, lightweight, rugged Excel 21″ front and 18″ rear rims provide exceptional durability and help reduce unsprung weight for optimal suspension performance. New design front fender and seat. The seat base and foam has been revised for more cushioning effect and improved rider comfort. Sun Star specially designed rear sprocket increases the contact area between the sprocket and chain rollers, thereby reducing the load on the chain and increasing service life of both chain and sprocket. The regulator has been re-located to the steering head area. Features: Premium Dunlop knobbies offer great traction and excellent wear. “Slim line” bodywork is very similar to the YZ bodywork. The fuel tank capacity is 8 liters . The “slim line” body allows fast, easy rider movements and a lighter overall machine feel. Enduro-style lighting front and rear increase versatility by maximizing nighttime and low-light visibility. On-off-reserve fuel petcock provides peace of mind. Wide, serrated, folding, cast alloy footpegs provide excellent grip. Serrated rear brake lever and folding shift lever tip offer superb grip and excellent durability. Specially designed, detachable, lightweight, aluminum kickstand folds well out of the way and allows lots of Ground Clearance. Inner clutch cable is stainless steel for longer life. Rugged engine and water pump protector plates All new lighter plastic, lower rear disc protector Newly designed rear caliper protector Low-maintenance, sealed, gel-type battery Waterproof starter button and engine kill switch are handlebar-mounted Handy lifting holes in the side covers Yamaha bunged on a great ride in Australia’s alpine country to introduce its new electric-start duo – the WR450F and WR250F. Barry Ashenhurst was there to take it all in. Everything Yamaha does these days seems to push it another notch above the opposition. It seems to advertise more than anyone else. It has a PR machine that actually functions – a miracle in an industry in which the discipline is largely ignored – and in some states, Queensland for example, it seems to be involved one way or another in everything but soup kitchens. Yamaha has a very public face. It’s a face all dirt riders recognise, and that’s what you call good marketing. The company also knows how to get that face in the press. Anyone who rides a dirt bike, Yamaha or otherwise, has watched with interest as the evolution of the WR-F and YZ-F series four-strokes unfolded. Much of the sustained interest was due to Yamaha’s strategy of teasing us with tidbits of information long before the new bikes arrived – and then coming up with a winner. Honda made us wait years for an electric-start four-stroke and then gave us a school bus called the XR650L. Yamaha built expectations with tantalising delicacy, then treated us to the WR400F, a bike you could race or trail ride without major modifications and that, unlike the XR650L, actually weighed less than a fully optioned armoured car. We were mesmerised by the YZ400F and WR400F, and thought they were some sort of miracle when they were released in 1998, though in truth, Yamaha was building on short-stroke, high-revving engine characteristics pioneered by manufacturers like Husaberg. What Yamaha did that marques like Husaberg didn’t do was put its engine in a much better engineered, and dare we say a much more reliable package. That made it a much better bike. The WR400F enduro model went on to become a best seller before turning into the WR426F. Now that beast has turned into the $11,599 WR450F – the first electric-start WR – introduced to the motorcycling press alongside the WR250F (also with an electric leg) at a press function in the New South Wales high country recently. As an introduction to a new model, it couldn’t have been better. It became obvious right away that a great deal of effort has been expended in making these new bikes lighter: the word “lightweight” pops up frequently in Yamaha’s press material. So does the word “new”. In raising the engine displacement of the biggest WR to 449cc, Yamaha has also taken the opportunity to refine some of the bike’s characteristics and make improvements where they were needed, to the extent that the 450 is actually a new bike. In changing or updating virtually everything, Yamaha also revamped the power delivery, and frankly, we think that’s good news. The WR426F had an aggressive engine and a slab of midrange-hit that some riders, me included, just couldn’t handle. Like the motocrosser, the WR426 was a bike you could either ride or you couldn’t. It was as if Yamaha had said: “Yeah, we can make a four-stroke behave like a two-stroke, watch this”, and built the 426 to prove it. ANYONE CAN RIDE IT
You could say the same thing about the WR450 versus the WR426 and have few riders disagree with you. For all the improvements to the new bike, and the increased power, the first thing I noticed about the WR450F was how unintimidating it is. The bike is fast enough for most of us, but it’s not scary. Anyone can ride this bike and enjoy it, and it seems to me that that’s a deliberate move on Yamaha’s part. Having proven it can build a four-stroke that behaves like a two-stroke – a considerable achievement – it’s now offering us a 450cc four-stroke that’s easier to ride than its 250cc four-stroke; an accomplishment even more worthy of our admiration. The 450 engine is very strong, but there’s no vicious power snap to freeze your sperm into a million quivering shards. The energy is delivered in what bike scribblers like to call a “linear” fashion – in other words, proceeding in a straight line with no bumps or sphincter-spasms in the power curve. The WR450F is an easy, fast, bike to ride: it’s greatest virtue. In my opinion, enduro riders will want a performance pipe to encourage faster throttle response, stiffer suspension at both ends if they’re big blokes, and more aggressive knobbies than the street-legal Michelins that are on there now, but for most trail riders this bike is set-up very well. The ride is plush; the suspension is more progressive than it was on the earlier WR400 or the WR426; there’s plenty of power on tap; the bike exhibits neutral handling at trail speeds; it steers well; it doesn’t pull any dirty tricks on you; and has very nice brakes. I had some difficulty finding neutral on both bikes. That may be a gremlin that inhabits only pre-production models; then again, maybe it isn’t. You don’t have to be an expert to ride the 450; most blokes will ride it all day and get home without the distraction of liquefied kidneys and permanent sphincter pucker. Having so much power available, in a bike that seems to get so much of that power to the ground without wheelspin, is a big advantage, and we reckon the 14-50 gearing is damn near perfect for trail riding. I don’t know how many dirt riders would consider both these bikes before buying one of them, but I have to say that I thought the 450 was easier to ride than the 250, and to be honest, was a lot more fun. I thought the 250 was set-up slightly firmer than the 450, but you don’t have to rev the bigger bike as hard, and there’s more margin for error in gear selection. Frankly, while saluting the masterful engineering that produces so much power in such a small engine, the 250 is just too much hard work for me. On the other hand, the smaller bike would certainly have an advantage in terrain where you have to change direction quickly and constantly. If I had to choose between the 450 and the 250 ($10,999), I’d buy the bigger bike, simply because offers more power in the same-size package, and therefore requires less physical effort for the same result. Source Bike Point
2005 Yamaha WR 450 F
Discussions for every bike Bikez has discussion forums for every bike. View comments, questions and answers at the 2005 Yamaha WR 450 F discussion group. You can sign up for e-mail notifications when other riders answer you. If you have extensive experience with the MC, please send us a review. If you consider buying this bike, you should view the list of related motorbikes Look at photos. Compare technical specs. And check out the rating of the bike’s engine performance, reliability, repair costs, etc. You can compare the rating with other bikes.
Yamaha WR450F
Type of motorcycle
The Yamaha WR450F is an off-road motorcycle made by Yamaha Motor Company. It currently has a 450 cc (27 cu in) liquid-cooled single-cylinder engine. First offered in 1998 at 400cc, it shared many components and design concepts with the YZ400F motocross model. It is basically the racing YZ450F detuned slightly for more controllable power, with a headlight and lighting coil, softer suspension, a kickstand, lower noise specifications, larger radiators and lower emissions. The WR in the name indicates a wide-ratio gear box common to most enduro or trail bikes and stands in contrast to the close-ratio gearbox essential to a motocross racer. Over the years the WR has benefited from the advances made in the YZ motocross version gaining displacement and advancements such as an aluminum frame and improved suspension. Over much of its life the weight of the WR450F has remained fairly constant ranging from 244 to 249 pounds dry weight.[1]
2000 426cc displacement, updated clutch basket 2003 450cc displacement, automatic decompression exhaust cam and electric starting, side access airbox 2006 Digital display, revised CDI map 2007 Aluminium frame, new headlight, LED taillight, revised dry-sump engine & camshafts (less lift and duration) 2012 Fuel injection, YZ250F chassis, KYB SSS-type forks, revised engine position. 2016 Reverse slant, 4-valve engine 2019 Kickstart removed
Type of motorcycle
First Generation WR400F Manufacturer Yamaha Production 1998-1999 Successor WR426F Engine Five-valve, 400 cc Wheelbase 1998-1999: 1,495 mm (59 in) 2000: 1,490 mm (59 in) Dimensions L : 1998-1999: 2,191 mm (86 in) 2000: 2,171 mm (85 in)
W : 827 mm (33 in)
H : 1,303 mm (51 in)
Seat height 991 mm (39 in) Weight 271 lb (123 kg) (wet) Fuel capacity 3.2 US gal (12 l; 2.7 imp gal)
First generation: WR400F – 1998-2000 [ edit ]
Yamaha introduced the WR 400F in 1998. The 400F is a 400 cc (24 cu in) four-stroke off-road motorcycle produced for three years, beginning in 1998 and ending in 2000 (only the YZ was upgraded to 426 cc in 2000). The WR400F is related to the YZ400F, a motocross model. Like the YZ400, it was considered to be a groundbreaking model in motorcycle history, ushering in the four-stroke era which ended the dominance of two-stroke engines in motocross and offroad racing. While many modern performance four-stroke dirt bikes have been criticized for excessive rebuild costs and short motor lifespans, the Yamaha WR400F has an impressive record of reliability, often attributed to its steel valves and generous oil capacity.[citation needed]
Type of motorcycle
Second Generation WR426F [2][3] Production 2001-2003 Predecessor WR400F Successor WR450F Engine Titanium five-valve, 426 cc, 95mm x 60.1mm stroke, compression ratio 12.5:1 Brakes 250mm front, 245mm rear Wheelbase 1,490 mm (59 in) Dimensions L : 2,171 mm (85 in)
W : 827 mm (33 in)
H : 1,490 mm (59 in)
Seat height 1,303 mm (51.3 in) Weight 122 kg (269 lb) (wet) Fuel capacity 3.2 US gal (12 l; 2.7 imp gal)
Second generation: WR426F – 2001-2002 [ edit ]
In 2001 the WR400F’s engine was uprated and it became the WR426F increasing the displacement to 426 cc (26.0 cu in) for greater power and throttle response.[citation needed] A beefier YZ style clutch basket and plates than those on the WR400 improved clutch performance. Frame geometry was identical to the 2002 YZ250 and YZ426F with a 58.7 inch wheelbase and 14.7 inches of ground clearance. This was the last WR to make use of a manual compression release for starting.
Third generation: Yamaha WR450F – 2003-2006 [ edit ]
Type of motorcycle
Third Generation WR450F Production 2003 through 2006 Predecessor WR426F Engine Titanium five-valve, 449 cc, 95mm x 63.4mm stroke, compression ratio 12.3:1 Frame type Steel Suspension Front: 11.8 in (300 mm) travel
Rear: 11.6-in travel Brakes Front: 250 mm disc
Rear: 245 mm disc Tires Front: 80/100-21 51M
Rear: 110/100-18 64M Wheelbase 58.5 in (1,486 mm) Dimensions L : 85.6 in (2,174 mm)
W : 32.5 in (826 mm)
H : 51 in (1,295 mm)
Seat height 38.6 in (980 mm) Weight 244 lb (111 kg) (dry)
273 lb (124 kg) (wet) Fuel capacity 2.6 US gal (9.8 l; 2.2 imp gal) 2003-2005, 2.1 US gal (7.9 L) 2006 Related YZ450F, WR250F
For 2003, the engine displacement was increased to 449 cc (27.4 cu in), the fuel tank was reduced to 2.6 gallons [1] and the bike came with an electric starter as standard equipment. The 2005 WR weighed in at 244 pounds dry, the seat height was reduced to 38 inches and the fuel tank was decreased to 2.1 gallons.[1][4] The 2006 WR weighed in at 249 pounds dry[1] and produced 42 horsepower.[5]
A limited production version of the WR450F was the WR450F 2-Trac, which featured 2-wheel drive. The gearbox output sprocket drove a short, fully enclosed chain to a pump, which in turn pushed the oil to the front hub via the pipe and back via the parallel pipe.[6] A maximum of 15% of the power was transmitted to the front wheel at any time.[6] Yamaha planned on building 250 2-Tracs in 2004, but only a few were built, which were used for enduro racing.[6] 2006 was the last year of the steel frames.
The 2003 and 2004 models were red sticker bikes in California.
Fourth generation: Yamaha WR450F – 2007-2011 [ edit ]
Type of motorcycle
For 2007, the WR gained an aluminum frame dropping the weight from 249 to 246 pounds.[8] In addition to the aluminum frame, the 2007 WR450F saw a revised dry-sump engine, with a new balancer, cylinder head, and camshafts with less lift and duration than previous generations and restyled plastics. 2009 saw new graphics, and 2010 was not sold in the US.[clarification needed]
Fifth generation: Yamaha WR450F – 2012-2015 [ edit ]
Type of motorcycle
After 3 years of design, the all-new 2012 WR450F was released and featured a 2012 YZ250F frame, KYB SSS forks, fuel injection, and an altered motor position.[10] Per Yamaha’s designers, the only modifications required to the YZ250F chassis were updated motor mounts.[10] The engine was rotated back to move the center of gravity and improve handling[10]
Sixth generation: Yamaha WR450F – 2016-2018 [ edit ]
Type of motorcycle
Sixth Generation WR450F [11] Production 2016-2018 Predecessor WR450F Engine Fuel-injected, Titanium four-valve, 97.0 mm x 60.8 mm stroke, compression ratio 12.5:1 Suspension Front: 12.2 in (310 mm) travel
Rear: 12.5 in (318 mm) travel Brakes Front: 270 mm disc
Rear: 245 mm disc Tires Front: 80/100-21 51M
Rear: 120/90-18 64M Wheelbase 57.7 in (1,466 mm) Dimensions L : 85.2 in (2,164 mm)
W : 32.5 in (826 mm)
H : 50.4 in (1,280 mm)
Seat height 38.0 in (965 mm) Weight 249 lb (113 kg) (dry)
271 lb (123 kg) (wet) Fuel capacity 2.0 US gal (7.6 l; 1.7 imp gal) Related Yamaha YZ450FX
For 2016, the WR was given the reverse slant, 4-valve, fuel injected motor previously available in the YZ450F since 2010. Yamaha also introduced a new model, the YZ450FX, a more Enduro competition oriented version of the off-road 450 utilizing more design elements of the motocross model such as stiffer suspension while maintaining electric start and the 18″ rear wheel.
For 2017, the WR450F largely remained the same, except for modifications to the air box cover as well as a change from silver to black rims.
For 2018, the WR450F remained similar to the 2016-2017 models, with a large distinction being that the bike was no longer available to register as green sticker in the state of California. 2018 also saw the removal of the kick starter.[12]
https://www.yamahamotorsports.com/off-road/models/2016/wr450f
Seventh generation: Yamaha WR450F – 2019-2020 [ edit ]
Type of motorcycle
Seventh Generation WR450F [13] Production 2019-2020 Predecessor WR450F Engine Fuel-injected, Titanium four-valve, 97.0 mm x 60.9 mm stroke, compression ratio 12.8:1[13] Suspension Front: 12.2 in (310 mm) travel
Rear: 12.5 in (318 mm) travel[13] Brakes Front: 270 mm disc
Rear: 245 mm disc[13] Tires Front: 80/100-21
Rear: 120/90-18[13] Wheelbase 58.3 in (1,481 mm)[13] Dimensions L : 85.6 in (2,174 mm)[13]
W : 32.5 in (826 mm)[13]
H : 50.0 in (1,270 mm)[13]
Seat height 37.6 in (955 mm)[13] Weight 265 lb (120 kg) [13] (wet) Fuel capacity 2.2 US gal (8.3 l; 1.8 imp gal)[13] Related Yamaha YZ250FX
The 2019 WR450F saw a more powerful motor & updated frame.[13] This generation no longer supports a kick starter. Other changes include a revised, more compact frame, new speed sensor, bigger fuel tank and one fastener airbox access.[14]
Seventh generation: Yamaha WR450F – 2021-Present [ edit ]
The 2021 WR450F saw new cylinder head, camshafts, piston and connecting rods.[15] The 2021 also saw a revised chassis as well.[15]
See also [ edit ]
YAMAHA WR 450 F 2005
The motorcycle Yamaha wr 450 f of 2005 was launched by the company Yamaha and enters into the series of Yamaha wr that includes motorcycle models of different displacements.
This bike corresponds to the category of enduro / offroad and the first model of the Yamaha wr generation began to be sold in the year 1997, that’s why we are talking about a a motorcycle generation that already has 25 years.
To sum up the characteristics of this bike, it has an engine displacement of 27.40 ci with an single-cylinder engine, 4-stroke.
You can take a look at the technical data sheet of this awesome motorcycle.
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