Dale E O's 09 570

2009 FE 570:
Akro slip on.
Fan Kit.
Frame rail guards.
Husaberg Skid Plate.
Trip Master Switch.
Map Switch.
Motor Chain Guard.
Wheel sticker set.
Wash set (air box cover, and fuel connection covers).
Husaberg Tall Seat.
Acerbis Rally II Hand guards.
Scott’s shark fin disc guard.
Scott’s steering damper sub mount.
Scott’s stainless oil filter.

I purchased my bike from Bike Barn in Medford Oregon. A big kudos to them for their excellent customer service and getting my bike set up for me.

First Ride:
I had made a bit of a road trip of buying my bike, and was visiting relatives as I made my way home over the Christmas Holiday. My first stop was in Benbow, CA, to see some friends of mine who live there. They own a fair amount of property there and gave me the keys to a 700 acre parcel to go and try my bike out on. The riding on this parcel was composed of twisty old logging roads that had a fair amount of over growth, and it was cold and rainy when I did my ride.

Since the weather was bad I had been traveling with the air box cover on for obvious reasons. I popped on the air filter and hit the button and the bike started right up. I let it idle until the radiators were hot and took off up the unfamiliar road to try out the new bike and explore. The ground was pretty muddy, and had a fair amount of stones in it. The bike never spun the rear tire as I tooled around with the map switch set on standard, the stock Bridgestone’s worked really good in these conditions. Mainly I was just cruising around on these old roads just putting the first hour on the motor for the initial break in. Early on it was obvious that this bike was very flickable from side to side, in that regard it feels like a 125. I did get it up to speed a few times and it tracked straight with no trace of head shake.

After the first hour I came back to the truck for a cup of coffee and raised the bars up a ways to suit my preference. I went out again for another half hour and the new bar position was much more comfortable.

My initial observations on the bike were as follows: It’s wider through the pegs than my 04, you don’t notice this at all until you stand up. The clutch pull is a bit stiffer than my 04 or 01, the action was smooth but a little grabby, probably b/c I’m just not used to it. The tall seat is as hard as a rock, but, wider than my 04 seat. The fuel injection is spot on, no flat spots, hiccups, bogs or other funny business, and power delivery was very smooth. The rear fender, without the tail light piece that they take off when they come into the country (see stupid federal laws), is too short, and I had a nice stripe of mud up my back when I finished.

I pulled the air cleaner and put the wash cover back on and headed to my friends house, gave the bike a good rinsing to get the mud off and called it a day. I was very anxious to get out to my usual sand box at Lucerne Valley to give it a proper ride.
I spent the next couple of days at my friends place and enjoyed touring around the area. I had never seen a giant Redwood before, so they took me over to see the Founders tree which is 347 feet tall, pretty darn impressive, then, had an excellent lunch at Gills by the sea. The next day I was off to visit my Aunt in Diamond Springs CA. I used to spend a lot of time in this area and Placerville when I was young, so it was cool to cruise around town and see how things had changed. Then it was off to San Pablo for Christmas with my cousins, then home on the 26th. All in all, a good road trip of 1500+ miles.

After I got back home I changed the oil and installed the Scott’s stainless oil filter. There was very little debris on the magnet, however there was some junk on the oil pump pick up screen, don’t know what it was, but it was not metal. There was also just one tiny piece of metal on the scavenging oil screen on the head. Otherwise the oil came out clean.

Then I dropped my bike off at Scott’s for them to use as a mule to make the damper tower mount. While they had it apart I had them install the sub mount, since I would run that in the future anyway, and I wanted the bars raised too. With the sub mount you are relegated to position 3 or 4 on the bars and currently the bars are set at position 3.

I also picked up a shark fin for the rear disc, and 4 bottles of Motul 3000 10W-40 oil to use during the rest of the break in period.

After I got the bike back I set about taking the slack out of the throttle cables, which meant I had to take the fuel tank off to get to the throttle body. It was at this point that I realized that with the fan kit installed I couldn’t get the fuel tank off with out taking off the Akro slip on, and removing the bolts for the subframe so I could lay the fuel tank back to get the fuel tank off. This was easy so no worries there.

While I had the tank I off, and after I adjusted the throttle cables, I checked all the nuts and bolts, clamps, screws etc.. underneath and found none loose.

After I put the tank back on and set about torquing the sub frame truss bolts I found that the center bolts could not be torqued properly as there is an aluminum bar embedded in the fuel tank that these center bolts go into, and it would spin slightly as I brought the opposing sides’ bolt up to torque. So, I had to go the parts store and buy another T45 torx bit to back up the other side as I torqued the bolts. The bolts were loctited from the factory, but, on the center bolts, I decided I didn’t want to have them loctited as some members were unable to remove these bolts, so I cleaned up the threads with a tap and die and gave them a liberal coat of anti seize on the threads and on the angled portion of the pan head screw as well. The other pan head bolts I loctited before tightening.

After I got everything back together I filled the fuel tank and checked the static sag, it was at 40mm’s so I reset that to 34mm’s. I did follow the manual and checked the spring preload on the shock first and it was set at 10mm, so I added 2mm of preload to the shock and that gave 34mm of static sag, which was close enough for me at this point. I didn’t have anyone around to help me check the rider sag, so I’ll have to get that to you later. (I’m pretty sure I’ll be going to stiffer springs in the future anyway) I also set about setting the compression and rebound clickers, and high speed compression adjuster to the “standardâ€Â

Ride Report #2 1-18-09:
Cuddeback Dry Lake Area
Temps in the High 50’s

I joined some new friends out at Cuddeback this weekend, an area that I have only ridden in once about 5 years ago. This used to be one of the main desert racing area’s back in the day, but has long been closed to competition use and is now only open to recreational off roading.

In addition to the rather large Cuddeback Dry Lake, there are some very large open valleys with meandering trails through the creosote bushes that are not too badly whooped out. Lot’s of fun on these trails as you are either turning or getting ready to turn. The creosotes are pretty widely spaced as well, so you can go bush to bush making it as twisty as you want-way cool.

In the mountains of Freemont peak, the trails carve up and down the hills and mountains over rocky hard packed ridges and sandy washes in the valleys. The trails here range from moderate to pretty hard. My new friends, Jean, Ty, Rich, Matt and I headed out for a nice 30 mile ride around Freemont peak, taking a trail through the mountains over ridges and sand washes. Ty and Rich, mounted on 2009 FE450, and 2009 KTM 450 XCW test bikes headed off down a canyon and I followed them on my 570. It soon became evident that Ty, who was leading on the 09 Berg, was making a new trail through the boulders and waterfalls, and was throwing it around a like a trials bike.

This was the first time I had really put the 570 through its paces in the tight and technical stuff, and I was very impressed with its manners. The stock suspension, set on the standard settings, handled the large rocks and drop offs well with no deflection, and was very compliant over the abrupt large rocks. The clutch was getting a real work out here, and I had come to terms with the stiffer pull and the action stayed consistent and smooth even though I knew it was getting very hot, along with the motor. The added accessory fan came on and turned off every few minutes to keep the bike from boiling over, no continuous running like the fan on my 04 550.

I had the mapping switch set to aggressive, and the EFI’s closed loop mapping really came into play here keeping the motor running the same in spite of the increased operating temp’s. On a carbureted bike you would have felt the throttle response loose its crispness and get kind of spongy. A couple of times I had a very short distance to a good sized boulder that required me to loft the front end over, and the throttle response was immediate when I whacked it open, easily raising the front end smoothly and predictably. Through all of this rock crawling I think I only managed to stall the bike twice, and a stab of the button brought the motor back to life instantly. I haven’t had good ride like this in years! Great stuff!!!

On the way back to camp I was invited to lead and chose to go in between the creosote bushes for quite a ways. Once again the turning agility of the new bike really shone through. Going from full left or right lean to full lean the opposite direction is so easy and the bike just lays into the corners and never hints at wanting to stand up and high side you. By now the brakes had seated well and had become even more powerful than on the previous rides yet retained their progressiveness, I really noticed this with the rear brake, as on my 04 550, once it got a bit of heat in it, it was either on or off.

After a few miles of bush to bush riding I picked up a trail that while relatively flat, was quite twisty, had some whoops in it and was pretty fast. I worked up to carrying a good deal of speed, at least for me, to see how the bike was going to handle the whoops, and especially turning through the whoops. The bike handled this quite well, although I did bottom both ends a couple of times pretty solidly through some of the whoops, but, it did not twitch or swap when it did so. Of all the bikes I have ridden, I would have to say this is the best stock suspension I have experienced, a great compromise. The only down side I could comment on is the forks. Their slow speed action is good as I mentioned before, and as you start to speed up the forks seem to stay up in the travel, and the action seems to firm up nicely, it only does so to a point. Once you have gone beyond the mid stroke spike, they kind blow through the travel, and do not continue to get firmer as one would like. Once I finish the break in hours on the bike I will be off to see my suspension tuner, Steve Searcy at Clean Racing and I will post the changes he makes on the bike. I feel like there is a lot of potential here, but, at this point I just feel suspension needs a little work to give me the confidence to push harder.

One thing has become pretty clear about this bike, while you can slide the rear around, it is not the type of bike that wants you to steer with the rear end under power, it steers very well with both wheels in line under power.

I had the extreme privilege of riding the 09 450 while on this ride as well. Although my time on the 450 was short, everything else is about the same as far as handling, suspension action, clutch action, brakes etc… However, the difference in the power between the bikes is marked. The 450 makes good torque, and seems to spin up just a bit faster than my 570. The 570 on the other hand makes way more torque and horsepower, and pulls accordingly. I am very thankful for my opportunity to ride the 450, as it confirmed that I had made the right choice in buying the 570.

bergdude said:

Thanks Dale, As usual all good info, sounds like a great day in the Dez. Did I miss pics of your new mount? If so where do I look. If not ,I would like to see your Add-ons especially the Scotts goodies. If and when you have time Mate.

Thank you, Mike

Click to expand...

Hi Mike,

No you didn't miss any photo's, have to get one of my buddies to help me figure out how to post them in the posts, have to use photo bucket or something like that. The bike is currently at the Machinist that Scott's uses getting the tower pin bracket made. Once that's done I have a few more bolt on items that just arrived via UPS yesterday. I'll do a good photo shoot after that and post them.

Desert MC National Hare & Hound 1-25-09:
Temp: Mid 50's.

Well got some new bits to add to add to the 09 before this race, radiator braces, the counter shaft/clutch slave guard, and the original rear fender brace/rear light holder. First the rear fender brace is a must have item, not only will it keep mud from painting a strip up your back, it gives a much needed hand hold in the rear. The radiator brace needs a bit of grinding on the right side to clear the throttle cable guide and its bolt, nothing more that 5 minutes with a bench grinder and it looks like it was made that way.

On to the race……….. Cold and very windy for the race, maybe 40 during the day with a 30 mph wind gusting to 45mph, up side to this is that for the most part dust would not be a problem. I was a little concerned about fuel mileage so I put a liter of fuel in my camelback just in case.

I lined up on the left side of the line, or the up wind side. We were about 3 rows deep there for what should have been a single line, but, everyone there was willing to start behind their competitors in order to be up wind. I really didn’t care as my intent was just to get some more hours on the new bike to finish the break in. At the banner drop the guys in front of me had drama’s as well as those on the left and right as the 570 fired right up and off I went at ¾ throttle. Before long I was in the top ten on the bomb run and up wind of everyone. But it wasn’t long before some folks started to pass me on the down wind side as I was taking it easy and not revving the bike very hard, I had the stock gearing and was doing about 55 or so and that is about all the harder I wanted to rev it. Plus, I was wanting to save my energy for later as I knew this race was going to be an a*s kicker as it always is, and Desert MC did not disappoint!

Not long after the bomb, about 2 miles, I saw someone stopped and they looked back at me and took off. Then I noticed a lump on the ground next to where the stopped rider was and saw that it was rider who had taken a pretty good spill. I stopped and parked my bike in front of him sideways to provide a better silhouette for the oncoming riders to see. The guy on the ground was conscious and was laying on his stomach. I asked him if he was alright, dumb question but you have to ask, to which he replied his ankle hurt. I then asked who the president was and he answered incorrectly. Another rider came up from the Vikings and asked if we needed assistance and I motioned for a few more minutes. I chatted with the guy for a bit and then asked him again who the president was, this time he realized that he had answered incorrectly the first time and then gave the correct answer, so I sent the Vikings rider on his way.

After determining that the guy could stand and probably ride back to the start, I got his bike up and noticed quickly that there was no electric start button on the bars…..damn. It was a CRF450R and it probably took about 40 or 50 kicks to get it started, even using the hot start button. Once running I got the guy on his bike and showed him where to go and wait for the next three lines to pass before attempting to ride back to the start.

So I’m off again, this time with no one around clear skies and a strong cross wind but, glad to be there at the race.

The 570 was running great, even with just ¾ throttle during acceleration I was really moving right along, and cruising at a small throttle opening, and what’s that?, a guy in front of me that I was catching, head down and a bit more throttle! Pretty soon I was catching people in groups of 2 and 3 and moving right along. The front end was moving around a bit, but, not too bad. The recently added steering stabilizer was helping with the no see um’s and the higher speed stuff. It was about this time, riding quickly through the open, with soft sand over a firm base that the front was giving the most movement that I realized that the nervousness I was feeling wasn’t a frame geometry twitch, it was a suspension twitch, the front was hanging a bit low in the travel, and was causing the front to deflect some of the time. No worries a trip to the suspension doctor was in the plans anyway!

I kept catching people in either one by one, or sometimes in groups of 3 or more, with the great handling of the bike I was able to cut off of the course and go around them with ease and then drop back on the marked course. As usual, Desert MC had marked the course fantastically, and laid out a fun course with a great rhythm, and soon it dropped into one of the many sand washes of the day for the first time. This wasn’t a flat out type of sand wash though, this one was about 3 bike lengths wide, with rocks and boulders strewn in along the way, and he occasional waterfall. I came to one of these water falls and several riders had climbed up out of the wash, while others were in the process of trying to climb up the side of the wash, there must have been about 15 or 20 guys sitting up there looking around as I approached. I looked down past the waterfall and could see a piece of ribbon about a ¼ mile down, so I dropped off the water fall and let loose with all ¾ throttle and was quickly up to 55mph or so and speeding away from my competitors.

It was about this time I could see a rider parked on the side of the wash and off of his bike. As I approached I could see it was my club mate Jack, his KTM 525’s clutch had given up the ghost at the 20 mile mark. While I was stopped figuring out if he needed help or not about 40 people that I had passed all rode by, what a drag! Oh well, I was just out to put on hours anyway. Jack assured me he would be fine, and I would relay the info to our club where he was located and someone would be out to get him. As it turned out, he would be back at camp before my race day was done!!

Off again and 22 miles to go before the end of the first loop. It wasn’t long and I was catching and passing people again. This time in more open terrain, that was faster, but had a good flow. The creosote bushes were spaced pretty far apart and making my own trail to get around people, or following the tracks made by others as they passed people was fun and easy. Just using the torque of the 570 set on the aggressive map and small throttle openings had me breezing my way around competitors and through the bushes, just some of the best desert racing has to offer!!

Pretty soon we were in some small dunes, I think I passed 5 people here as well as they were having dramas with the really soft sand. Over the top and heading out for a big valley crossing, now about 5 miles or so from the pits the bike suddenly started to handle weird, ah! a front flat!! Well that’s what I get for running those stock moto cross tires and tubes out in the desert. 5 miles of slow going followed getting back to the pits. First off, I didn’t want to dent up my pretty blue rims, and second the bridgestone moto cross tire that came on the bike, that when filled with air worked pretty darn good, but, without air acted like a warm marshmallow!!!

I got back to the pit, found my club and topped off with fuel, then headed back to my truck which was 3 miles away to fix my flat front tire. I have a Mike’s Racing Products tire changer that mounts in my trailer hitch on my truck, so that sure makes it easier changing a tire.

It took me about 20 minutes or so to ride back to the truck, fix the flat and get back to the pits where I topped off with gas again and headed out onto the much tougher 37 mile second loop. By now the wind had come up even more, and heading out of the pits in a silt bed, a gust of wind hit me broadside and made me cross rut!!

Desert MC always has a good second loop on their Nationals and this one was no different. The obstacles are not stupid hard, but, they are just relentless. If you are not going up a big hill covered with loose volcanic rock, riding a ridge covered with rocks, you are going down one. And in between there might be a sand wash that is tight, slippery and filled with rocks. You have to hand it to them, there are not too many whoops on their loops.

As with the first loop, I started catching and passing quite a few riders. However, unlike the first loops more open terrain, the riders I was catching on the second loop were on tight trails, and if you wanted to pass you had to do so by making your own line through the rocks. Most of the people I passed on the second loop were on down hills. The kind where just about everyone has their motor off, unless they are trying to get back up to the trail. The new 570’s handling was really shinning in this tight and twisty terrain, and made passing in the rough, while not easy, a lot less stressful.



As I have said before, the EFI is spot on, and this definitely helped to have a motor that was running the same all the time, even when the going got really tight and I had to slip the clutch a lot, you could never feel the motor getting hot like you can with the throttle on a carbbed bike, the throttle response was consistently crisp and as progressive as you wanted it to be. I heard the fan come on just briefly once or twice in the nastiest of bits where I was having to slip the clutch a lot in the really loose rocks. Yes, I did manage to throw my $12,000 dirt bike down in the rocks several times, the side panels looking like they had string cheese hanging off of them by races end where the volcanic rock had gouged nice groves in them. Too bad they don’t stay new forever!!!

I only got hung up on a couple of hills where I fell over, and on one downhill where I was passing someone at less than walking speed the front washed out on some loose rocks and it went down. The only real damage that I found the next day, was part of one of the carbon fiber Akro muffler brackets had taken a direct hit from a sharp rock and broken, but, the other half of the mount was still in tact. The new mount will cover up the dent in the can!

Riding on the many ridges during the second loop was challenging to say the least! With 45 mph cross wind gust, it was pretty tough at times just to keep your balance, let alone keep it on the trail!!

Finally, onto to the valley crossing that I could see was taking us back to the finish the terrain started to open up a bit and the trail began to flow a bit quicker for the final run into the finish. Pretty soon I could see the glint of the windshields of the vehicles at the finish, and then could make out the larger vehicles, and then, awwwwwwwww, you sadistic *&%$#’s, the trail made a 90 degree turn to the west and up into the rocky hills with large embedded rocks! A quick check of the odometer and I realized that it would be another 10 miles of punishment. Woooo Hoooo!

The rest of the way in was familiar trail to me, albeit tough. But, at least it wasn’t one Desert MC’s infamous finishes where you come down some ridiculous downhill in front of god and everybody! The 10 miles went by quickly and before I knew it I was at the finish and greeted by a couple of old timers who where handing out the finisher pins, and pulling tank cards. I ended up finishing 14th out of 17 finishers in class, out of 35 in class who started the event.

All in all it was a great day of sport in the Desert on my new 570, and Desert MC put on another fantastic National Hare and Hound.

February 12th 2009.
Location: Red Moutain
Temp: High 40's.

My friend John Shoemaker and I headed out on Honest Abe's birthday to the Teagle wash area of what is known as the Red Mountain riding area. On our way out the winds were fierce in Mojave where we stopped for breakfast with temps in the high 30's. By the time we got out to our riding area the winds were not as strong, and by 11:00 am they had died down to almost nothing. The soil was still wet underneath from the recent rains, combined with the weather, made for excellent riding conditions.

Today was a test day as I had got my suspension back from Clean Racing, I had also put on a 14 tooth counter shaft sprocket in place of the stock 13, and a fresh set of Pirelli heavy duty off road tires, the ones that replaced the MT 18's, SCMHX ?. The rear 120/100s' side wall is significantly taller than the stock Bridgestone 110/100, as well, the knobs on the Pirelli are much taller.

Steve Searcy at Clean racing installed .46KG fork springs to replace the stock .44Nm fork springs, and a PDS 7 (76-95NmX260) shock spring, along with re-valving both ends. The difference was night and day in comparison with the stock set up. The forks now rode much higher in the travel, and all of the high speed nervousness was gone. Of course, you don't get something for nothing, the super quick turning that was present at higher speeds with the stock set up was gone, but, I'm glad to trade that for the overwhelming increase in stability. This I think confirms my original thought that nervousness, people feel on the new bike, is not so much a frame geometry problem as it is a suspension problem. Also, when I put the forks back on the bike, I set the top of the tubes flush with the top clamp. So, I will be raising the tubes up to the middle mark on the tubes to put a bit more weight on the front and see how that works out.

The fork action over the smaller chop and square edges, compared with the stock forks' firmness-bordering on harsh, is now much more plush, but there is still plenty of feed back so it doesn't feel mushy. The forks are also compliant over the rocks, and do not exhibit the deflection that was present with the stock set up.

When it comes to the larger G outs, big hits, slap downs, and the large hard packed deep whoops that are a feature of the Red Mountain area, the forks soak it up with ease and control. The rebound is spot on, so that when the forks take a big hit and compress far into the travel, the front end does not come up on you, yet they don't pack up either. As with Clean racings usual set up, the front end stays planted all the time. I only lightly bottomed the forks twice throughout the days 65 miles, where on the stock set up the bottoming in these same conditions would have been severe.

The shock action was also much improved with the new spring and valving. Gone was the worst of the stock set up, which was that it was harsh, and had the tendency to blow through the final part of the travel on big hits. Now the action, is, a lot like the forks, plush over the smaller chop, compliant over the rocks, yet is still able to take the big hit in stride. I did not notice that I bottomed the rear yesterday while I was riding, although I can see that it did come up against the bumper, but I never felt a solid bottom like I did before. And I was trying to find the limit of the suspension to see where it would bottom. Overall I would say the bike handled fantastically, and my friend John who was watching me ride said the bike looked like it was handling great too.

As I mentioned earlier I had changed the counter shaft sprocket to a 14 from the stock 13. Man, what difference that made! Along with the change to a tire that is quite a bit taller, and has much taller knobs and hooks up better, the bike pulled much longer through each gear and was not so prone to spin up unexpectedly. It now has the overall speed for the desert racing that I do here in District 37, and first gear is still low enough for some pretty serious rock crawling. Although if I knew that I was going to be doing a lot of rock crawling and slow speed stuff, like where I ride in the mountains in the summer, I'd go back to the 13.

If you are interested in having your 2009 handle as good as it can, drop me a pm and I'll set you up with Clean Racing, you won't be disappointed.

Club Race Weekend 03-07-09:
low's in the mid 20's highs in the mid 50's.

I made another gearing change before coming out this weekend, as I had decided after the last ride that I posted about, and another that I didn't, the the 14/52 combo with the 120/100 pirelli just didn't have the snap that I wanted.

I did find that with the 14/52 gearing that the bike will do well in excess of 100mph.

So before heading out for the race weekend I changed the 14 counter back to a 13, and dropped the rear to a 50 tooth, effectively splitting the difference. The snap was back, and there was still plenty of speed on tap for the fastest sand washes. I also ditched the stock Regina chain for a top of the line RK. The stock Regina kept stretching every time I rode the bike. The RK that I put on, I have been running for a few years now, didn't stretch in the 45 miles that I put on this weekend, and that's why I changed it out, they're great chains.

I didn't get to ride very much as I was at a cheater check most of the weekend, but the 45 or so that I did ride was great even though the wind was blowing very hard. Hard enough to have blowing sand in the face, ouch!

A lot of our race course could have substituted for the Dakar in Moritania, lot's of deep sand with deep whoops and large flat rocks. The course also had a few technical sections to it that were hard packed and rocky, giving some riders grief. The weather on both race days was fantastic and my friend Jeff and I had a great view of the 9.6 mile European Scrambles course. Paul Krause won 5 of the 5 races he entered, with 3 of them being on our "A" course and the other two on the "B" course.

Here's a video clip of the start and the section just after the start: http://www.youtube.com/watch?v=x-v2qNGkx60 You can see Krause, #3, taking the lead going over the hill on the right, the guy was just flat blazing!!! My friend and I were at a check on the far side of the dry lake bed, and up to the right.

Whoasberg: Thanks!

Gazza:

I'm running the akro slip on, with a stock header and mid pipe.

I have the map switch set at aggressive. No other changes.

I'll try and get a max speed for you with the 13/50 gearing. My guess is somewhere around 90-95 mph. With the 14/52 I was going across and unfamiliar dry lake bed and was not sitting, but not fully standing, wot in 6th and it was still pulling and plenty of revs left, as the edge of the dry lake approached, I chopped the throttle, made sure I had time to look down, a second or so maybe, and then got a quick look at the speed which was rapidly decreasing. As I looked down it was passing through 85mph, so it's my best guess the bike is good for at least 105 with the 14/52.

I'm still getting right around 30-32 mpg.

I have an Enduro this weekend, first loop 39.4 miles, second loop 41.4 miles. I'll try and make a good measurement of gas mileage this weekend. The speed averages on the first loop are relatively slow, with the second there is a lot in the 36 to 40 range.