Yamaha Banshee Crankshaft

$1,399.99
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$1,399.99
Buy It Now



Review round-up: versatile solidbody electric guitars - MusicRadar

We guitarists each have our own individual gear needs, with some features essential to our playing.

But when shelling out £500 plus for a solid-bodied electric, in expectance of an instrument with heaps of pro-quality features, the mind wanders. We imagine, or rather, we remember all the different styles that we’d like to play, all the tonal options that might not be mission-critical but are, nonetheless, hugely desirable.

This round-up is for all those wracked with doubts: the metalhead who plays Talking Heads covers in a wedding band, the session players, the teachers - and those who haven’t really decided on what sort of guitarist they want to be. Perhaps that’s most of us.

These guitars are spec’d for versatility, with coil-splitting humbuckers offering a wide spectrum of tone, and all are eminently playable.

We have a Yamaha Pacifica 611 VFMX, a Charvel Pro Mod San Dimas Style 2 HH HT, Schecter Banshee-6 Extreme and a Fender Deluxe Stratocaster HSS.

The Pacifica and the Strat are ubiquitous standard bearers, thoughtfully retooled, while Charvel and Schecter prove that you can build a guitar to shred and retain a softer underbelly for blues, soul, funk... whatever. Sometimes the ‘whatever’ is what we wanted all along.

Wait, this is just a Strat, right? So what exactly makes it special?

The electronics, for starters. The H/S/S pickup configuration is hardly the acme of iconoclasm but via the S-1 Switch you can split the humbucker’s signal, giving you access to the sort of single-coil snap that the Stratocaster made its name on. Also, a set of locking tuners allows you to abuse the two-point vibrato unit.

What is the deal with S-1 switch?

It’s a coil-split, but instead of pulling the pot up you press this discreet little button that’s housed in the volume control.

Pretty cool, don’t you think?

Yes, we thought so too. It selects the rear coil of the bridge humbucker, wherein you’ll find rich reserves of American twang.

Does it sound authentic? As in, authentically Fender?

Of course it does. The Deluxe is the most vintage-voiced of this month’s group test, an alder-bodied beaut that’s an incredible option for blues, rock ’n’ roll, and classic rock - especially if you crank the gain up on that humbucker. The Deluxe will please fans of Buddy Guy and Def Leppard alike.

At a glance

Key features: Alder body, bolt-on maple neck, 647.7mm (25.5”) scale, maple fretboard, 22 frets, 1 x Twin Head Vintage humbucker (bridge) and 2 x Vintage Noiseless single-coil pickups, S-1 coil-split, locking tuners, two-Point synchronised tremolo with bent steel saddles

Finish: Blizzard Pearl [as reviewed], Candy Apple Red, Sunburst Maple

It’s named the Banshee Extreme. I can’t play Coldplay on that…

Of course you can. Setting aside the moody noir Charcoal Burst finish and sharp edges, this S-style electric has a hell of a tonal range. Think Al Di Meola jazz fusion, elastic funk, and blues. The Banshee is a screamer but it can tone it down for the gentle pianissimo moments when the occasion takes you.

Hey, we’ve visited Schecter’s site - it says: ‘designed and built to be played heavy and loud!’

Okay, you got us. We’ll admit that Schecter has tooled this for war, aiming primarily at the metal players out there. That Diamond Series bridge humbucker is hot and punchy, an all-round great pickup for hard rock and metal that’s not unlike a Seymour Duncan JB-1.

It looks flash with the quilted maple and the abalone, but does it play flash?

The Banshee-6 has an unfinished maple neck that’s cut thin in a C-profile and has 24 extra-jumbo frets that reward the lightest of...

Source: www.musicradar.com

Piston Slap: Flat Plane Crankshaft Design? - The Truth About Cars

When comparing modifications side-to-side, will a modified GT350 rev harder and make more horses than a similar GT? Probably.

Will it, in the process, lose valuable low-end torque needed on the street? Probably.

So go kick some GT350 ass with the Mustang GT’s phenomenal aftermarket support, of which many retain the factory warranty. Come on Son, were you expecting breathless PR boosting for Ford’s latest hot one from TTAC?

Send your queries to sajeev@thetruthaboutcars.

They should change the name of the Flat Plane to the Fart Plank, since 97% of its reason for being is the unique (unique at this point in mass production, economies of scale, history) farting & belching sounds it makes at particular points in the revolution counter.

It’s a hideous monstrosity and stark example of engineering anti-elegance with the MASSIVE counterbalancing weights hanging off the ends like massive abscess cysts.

Do you mean the cross plane crank? If so I somewhat agree, though the belching/farting noises are generally only at idle on engines with cams too wild for the street.

The huge counterweights are no less elegant of an engineering solution than the balance shaft(s) that are required for flat plane V8s (and inline 4s).

I am definitely for the flat plane. It will bring something unique to the segment.

Ford seems to be countering the loss of torque with increased displacement since the GT350 mill is 5.2 liters instead of 5.0.

The Coyote is a great engine but it’s Achilles heel is a lack of cubes. It’s to bad Ford didn’t work on that a coyote V8 that displaced around 6 liters or more would be down right awesome in the average power department.

In any event the slight bump and flat crank accomplishes one important caveat for the GT350 and that is an engine that is special to the car which is something every SVT ( err 999 or whatever crapping Ford has cookedone up ) should have.

I see you leaning on the Mark while bemoaning its lack of cubic inches. With a slight reflash, intake, injectors and exhaust, you can reasonably get 350+ from the 4.6. In our boulevardier car, why would you want more? I know you’ve seen the crazies who attain high 8’s and low 9’s with every last tweak applied, but I doubt they drive their cars on road trips or Sunday cruises. I like the FN especially because I can surprise more than a few hot shoes, and still feel like an adult while driving it. In Toronado Red.

Ultimate power isn’t what I think about when I’m talking large cubes. There is a lot of truth to the statement “no replacement for displacement” especially in the naturally aspirated world. Even with four valves and variable valve timing and variable runner intakes as well dual mode exhaust systems (all designed to broaden an engine’s torque curve).

Take two engines where the peak power is the same (in this case consider if Ford’s 5.2 in the GT350 makes 500 horsepower compared to say the z/28 and its LS7 with 500 horsepower) but arriving at that power with largely different displacements even if the car using the larger engine is slightly heavier and has gearing that is a bit taller typically the larger engine will have more average power allowing it to perform better despite its slight disadvantage in gearing and weight.

Its the average power or power under the curve or whatever people want to call it is what I’m thinking about when I look at Ford’s Coyote V8 and wishing it could be punched out to another liter or so.

Ford seems to be countering the loss of torque with increased displacement since the GT350 mill is 5.2 liters instead of 5.0.

The Coyote is a great engine but it’s Achilles heel is a lack of cubes. It’s to bad Ford didn’t work on that a coyote V8 that displaced around 6 liters or more would be down right awesome in the average power department.

In any event the...

Source: www.thetruthaboutcars.com

Adam Brayton's Banshee Legend MK2 | Pro Bike - Dirt Mountainbike

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