Our FNR differential is rated for 5-8 higher horsepower than we put in our sandrail. We were one of the first companies to engineer our entire drivetrain to get the perfect ratio for the sandrails we manufactured in China.

Isnt that cutting it pretty close?? Add a header etc and you are past the rated HP for the diff.

Dear EBT531

Sorry, I meant 5 to 8 times the horsepower than we are using.

Sean

I think testing the entire vehicle for durability is a great thing and it's about darn time. The lowly 150cc scooter engines used in our small buggies are also in millions of vehicles and have operated millions of miles (in China) and they DO run well and last nearly forever. But put it in a 700 pound buggy and go beat the dirty diaper out of it off-road or in mud and water and you'll be lucky to make it through your first outing. Most of the failures happen quick, are cheap to remedy, and would be revealed in a durability test. This is good for the consumer. (Some) manufacturers won't like it because it drives costs up and makes changes slow to implement--both things that impact your ability to compete in this VERY cut-throat market. That's a shame, but it's still a win for the consumer. And ALL manufacturers will be held to the same standards. If you can't compete on a level playing field then curl up and die (quietly).

Dear "guy48065",

I think most reputable manufacturers test their vehicle for durability without the EPA or CARB telling them to do so. We tested our first model for almost a year before we ever sold one. We are not and will never be in a hurry to rush a sandrail to market the expense of safety or durability. It is not feasible to test every engine that is currently used with every model that every manufacturer makes in this country. The frames of the American built sandrails have already had the durability of the frames tested in most cases a long time ago. Most manufacturers want to simply test an engine on an engine stand and then put that engine in any sandrail they build. We know that the original 800cc need some items addressed. More power with the 1.0 solves the power issue that the 800cc had. The physical stop we have incorporated in the frame will help eliminate the CV joint and axles failures we have seen. U-Joint and slip joints is the long term solution. We have also now have the low ratio four speed transmission so this will allow these sandrails to be driven in the dunes. We use DOM 1020 in the frame construction in our American and Chinese Sandrail. All of these modifications make our sandrails more durable. Our engines passed a longer durability standard under the old LSI certification so there is no issue with any of our engines regarding durability. We have never had an engine failure that I am aware of in any of our sandrails. We simply want the choice to test the engine on the engine stand or in the sandrail. I agree with you and I have always said that these 150cc and 250cc engines are not up snuff when it comes to putting them in go-karts. These engines were never intended for this application but for some reason (maybe money) many people on this forum buy them any way and then get upset when they do not perform well. We have never used less that a 650cc in any of the mini-sandrails that we have sold.

Sean

I was in a bit of a rush in my last post and didn't get my point across well. The 150 engines perform amazingly well in the heavier buggy frame. It's the bolt-on suspension components that are giving the most trouble. Most threads about dead engines usually end up finding a loose electrical connection or plugged jet. My point about the 150cc in a 700 pound buggy is that it's asking alot of a 10HP engine to move that weight and it shows in our posts on this forum: MORE POWER! The 150cc & 250cc have lots of potential and are tough little buggers. It's the buggy that surrounds it that needs to be proven.

Dear Guy48065.

I am not a fan of using 150cc or 250cc engines in anything that an adult drives. Anything less than a 650cc for two seat sandrail and it will not go everywhere were we drive. The 450cc ATR is 450cc and with 43hp and lower gearing it will go anywhere you point it. I personally do not like anything less than 35hp.

Sean

I agree up to a point. And that point is trail width. At 54" my Dune 150 will barely fit thru the obstacles on the trails where I ride. 35 HP in a 2-seat buggy of that width and you have my complete interest.
But then we're getting off topic again...

Yes, we need someone to produce a true trail buggy with some balls. Simply stated. Something at 50 inches (or less) in width that can haul rear end.


-Steve

I agree Hopster

Most trails have a width maxium that will not allow bigger buggies and that restricts ALOT of us from getting a bigger one and in WV we have alot of hills so the power and width are very important here.

Just got back from Hatfield/Mccoy trails on Sunday...We had a group of pilot riders get together for a ride...We had to get special permission and stay in the little coal river area...I am 60in wide, and had no problems at all getting through any of the trails there...There was a Drakart there as well, and he was around 65in....He had no problems either...Great trail system...Wish it was closer....
Hoodlum