Monowork

On to seat #3.  All of the previous designs did not fit quite well, nor did they have the proper provisions for a licence plate, turn signals, or a rear fender.  Hopefully 3rd time is the charm with this "Universal Bimota Seat" from Airtech-Streamlining.

It does look a tad "big" compared to the rest of the bike, but at least it will cover off all the street-legal requirements.

As you can see the twin rear tail lights, turn signals, and a licence plate bracket have been installed.  Hidden under the installed plate will be a small button head bolt that will be used for further steady the tail.

After a quick facebook poll, I've decided to paint the tail section a "hammered" silver, hopefully to somewhat match the distressed nature of the fuel tank.  Still need to repaint that spring -- the orange stands out from miles away.

for sale!

Progress... keeping it simple.

Included in the pile of parts I got with the racebike was a Muzzy/Scorpion system I had cobbled together.  Made 72 hp on a dyno, so not bad for a stock engine.  Not sure how much hp it will make on the 2014 engine -- perhaps I should dyno it again, as you can see that a PCIII was part of the sale.  I think it includes the custom map that was made for this pipe, but all engines are different.  You can see the main exhaust mount under the frame, with the outrigger bracket bolted to the rearset.  Its a dogbone from a zx9R I had lying around.  Sounds pretty mean.

I had played with an aluminum undertray, as I thought I might be running a race tail.  However hotbodies no longer makes a race fairing, and Catalyst Composites has been bought by another company which relocated to Florida during Hurricane season.  The plan is to now run a stock seat and sidepanels, with some superbiker-style numberplates on the side.  The full retro look!  Note quickshifter -- that is another nice treat that came with the bike.  Also using a stock (heavy) battery for now.

I knew from experience that woodcraft rearsets and a versys swingarm do not play along well together, so after selling a pile of other fancy bits that I didn't need, I bought a thumbrake and mount.  It is an italian one (no, not Brembo), and needed some modification to fit on the bars properly and clear the tank.

Side view -- bought a new 520 mx chain.  Torsional strength is sufficient, and no O- or X-rings to mess with, collect grime or impact on the fluidity of the chain.  I bought some rivet links as well to replace the clip link that usually comes with these things.

Front view, flipped on the side for some reason.  LHS of numberplate (while looking at it) for tech stickers.  A nice cf fender came with the bike, and I'll install that once I do some work on the forks.

Idiot lights -- red (oil) on top, green (neutral) below.  Tach goes to 10,000 rpm, and I've set the shift light at 9500 -- still more room past that, but that is the hp peak for a stock ex650 engine, so no sense revving it past that point.

You can see the fork preload backed all the way out.  Even at this setting, I'm only getting 30mm of sag.  For my preference, I also think the fork oil weight is too thick.  Racing the Duke 690 this past season on soft stock settings (and no adjustability) showed me that softer is better for me at the bumpy Gimli track.  I think I have some stock springs, so those and some 5w oil is where I will start.  I've treated myself to some proper fork tools (a spring compressor and rod to assist in bleeding the fork) so that will be a winter project as well.  Running the higher bars (vs clipons) puts far less weight over the front which also contributes to the amount of static sag I am getting.

Ninja 650, take 2

Began the build of the ex650.  My plan is to make it a KISS bike -- as in Keep It Simple, Stupid!  No fairings from other models, no hacking up the subframe, and use as many of the spares I can in the build to keep costs down.
I sold the fancy Falicon crank and Carrozzeria wheels, and netted the purchase price of the entire bike.  I also wanted to get a titled frame in case I do ever want to put it on the street.  I found one in Montreal for $150, but of course I needed an engine as well.  I came across a 2014 that looked to be in excellent shape (save the scratched alternator cover).  Bought that for $400, with another $200 in shipping costs (to North Dakota, not across the border).
When those arrived, I started to assemble the bike and inspect some things...

To confirm, a later model ex engine fits into an older frame.  I got back my Muzzy/scorpion exhaust system, and figured out another mounting system that did not result in the frame getting hacked up.
The engine sidecovers went back on, as did the JRI shock and the zx6r forks.

I decided I liked the upright "superbiker" riding position of the Duke, so I replicated that on the ex with z1000 triple clamps, Renthal risers, and Pro Taper fatbars.  I added a carbon dirt track numberplate I hd lying around.

I wired in the Koso dash (which I have to set up for the ex engine spec), oil temp light (neutral light to be installed later), and water temp gauge.  Inline water temp sender is on its way (along with a stock radiator).  Ignition tumbler and mount have been removed (saving a couple of pounds), and replaced with a woodcraft ignition delete.  Awesome idea for $50.  The RHS switch (from a zx6r) is now the on/off and iginition switch.  I rigged up my own version of this years ago, but this is plug and play and doesn't require cutting up the loom.

Again, the rear subframe (as heavy as it is) remains unharmed.  As I plan to fit a catalyst rear seat fairing, I needed a simple mount for the power commander and quickshift module.  Some aluminum sheet did the trick, again using the stock holes and brackets already on the frame.

There are a bunch more parts inbound, so I'll keep things updated as I can.  Still haven't heard the engine run, but having removed the clutch and alternator cover for inspection, the engine looks very clean inside, and turns over OK.

 A couple of pics from the weekend, courtesy of Carey Lee.