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Monday 28 August 2017

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.











Tuesday 15 August 2017

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

Had another decent weekend this past two days at Round 4. A bit of a mixed bag of a weekend, with fewer practice sessions, but I joined an endurance team in the late afternoon on Saturday to compete. The overview:
My main goal this weekend was to try to lap the track within the 1:05 bracket. I had been somewhat close last round, with a 1:06:3 -- but as we know from racing, those fractional seconds are hard to find, and then the trick is to do them consistently so you get consistently faster. I had switched a few things for the first part of Saturday's practices. With my 42 tooth rear sprocket, I had some great drive coming out of corners, but there were 2 places on the track where I was tapped in 5th gear, bouncing off the limiter -- it made no sense to upshift or short-shift, and the thought of doing that lap after lap on the during my endurance stint had me concerned. I had ordered a 41 rear awhile ago, but its been back-ordered. A rare size that no one stocks, so I put the 40 on the rear for the first practice. As expected, it didn't hit the limiter, but there were trade-offs everywhere else. I decided to go back to the 42 after the first practice. I did do a high 1:06 with the taller gearing, but I didn't like how the bike ran elsewhere on the track. Practice 2 was better, but again the lap times weren't where I wanted them to be. A pity, as for once the wind wasn't blowing very hard which would be a help for a bike with no fairing. Race 1 was a bit of a disappointment. Didn't get a great start and diced with Wilson's Ducati for a few laps. When I got by, Jason was gone, having put in a few 1:05s himself. I crossed the line in 2nd, but a distance behind the leader. The grid was a bit fuller this weekend as well, and a few of us came around on some novice riders, so the issue of lapped traffic might play in my favour (or not) in the future.
The endurance race was neat. I was teamed up with a few other guys from my end of the province; one on a zx10, and the other on a zx6. It was a short 90 minute endurance race just to test the concept with some new facility rules (regarding track ingress and egress), and the plans worked out well. There was a handicap system based on bike displacement, so having a wee 690 on the team wasn't going to be a huge liability. In the end, we placed 4th. My 30 minute stint was the last one, and I got off the bike not too tired. So no money, but we won some beer (!) for our troubles. Good fun all around!
Sunday was going to be our typical schedule with 2 practice sessions and 3 sprint races. Frustratingly, my lap timer seemed to give out on me. Its a cheap Chinese GPS system (go figure) but has been working fairly well up to now. So I had no feedback on my lap times during practice, and I must admit I peek on occasion during races as well. A check of the lap times after the session revealed no elusive 1:05s.
Races 2, 3, and 4 all ended up with similar results. I placed 2nd in each. I did get agonizingly close to my lap time goal -- a 1:06:193 in race 2, but at least a consistent string of 1:06 lap times. The winner did do a few 1:05s. They were all very close races -- the winning margin in race 2 was 4.5 seconds; race 3 was 0.233 seconds, and race 4 -- 0.132 seconds! I actually turned the fastest lap of the race in races 3 and 4... but like they say on MotoGP on TV, its one thing to catch someone, its another to pass. I'm going to post some videos, and if they turn out I think you will see how defensive a line the Jason takes into turn 3 -- that's just smart racing -- that's my favorite (only?) place to pass on a less powerful bike, so he's going to take that option away. I tried some moves on the outside, but the track is bumpy out there, and while you can keep it upright, I don't have the cojones to get on the throttle soon enough to beat him to turn 4.
Anyway, some fun, close racing! Unfortunately it might be my last weekend out this year and work responsibilities might get in the way of me attending the final round. Championship-wise, I am realistically out of the running for the overall -- not surprising, as while I've gotten faster, I've been beaten into 2nd or lower far more times than I've won. It has been a real blast on the 690, however! Even in standard spec suspension-wise, once you get your head around the handling, they make great race bikes, which can really embarrass bigger machines.

Thursday 3 August 2017

So I bought back my old ex650 racebike and all the spares.  Not sure why, exactly, although the price was too good to pass up.  My contacts in the UK were still solid from when I built the bike back in 2011-2013, so luckily when I brought the stuff home, I was able to sell some things.  The caveat:  the engine in the bike was toast.  I knew it wasn't running when I bought it (it had quit at the racetrack), so when I took it apart, the problem was revealed -- a broken valve had embedded itself on the top of the piston!  As well the rod was bent on that side, the head was destroyed, the cylinder wall scored deeply, and I suspect the crank may have been affected as well.  So, junk, basically.
The plan was to do something unique and maybe put a dual shock rear end on it -- however that looks to be more hassle than it will be worth, especially considering I have no bites on the trick JRI rear shock.  I don't want to give things away, so plan be is to keep some of the nice stuff and come up with a KISS bike -- as in Keep It Simple Stupid!
Having sold the fancy wheels, some rearset parts, and the Falicon crank already, I've recouped 90% of my outlay to buy the bike ("included" is what came with what I purchased):


  • Stock 2007 frame with title bought from Quebec.  I'm hiding the hacksaw so I leave it alone.  Yes the rear subframe is heavy, but I want to leave it unmolested.  Unfortunately its the horrible burgundy color!  At least it can be registered on the street when finished.
  • Replacement engine -- they are plentiful on ebay -- depending on the year, a new loom and ECU might also be required, but that still needs to be confirmed.
  • Versys swingarm -- what I have is rough, and might be cosmetically revived with a powdercoat.
  • Stock wheels -- included.
  • Galfer front rotors -- included
  • Woodcraft rearsets -- included
  • 636 forks with G20 cartridges -- included
  • Exhaust system -- my Muzzy/Moto2 creation from way back -- included
  • Tail section -- Catalyst Composites -- works with the stock subframe (need to purchase)
  • Controls -- zx14 calipers and radial master -- included
  • Triple clamps -- leaning towards a z1000 triple with renthal bars -- the upright position seems to suit me better, based on the KTM Duke experience!
  • Tach and water temp  -- already have a KOSO tach and the temp guage was included.
  • Fuel tank -- got 2 with the purchase


Other:
Translogic quickshifter is included, but I am trying to sell it (but I'm not going to give it away)
RLR cylinder head -- I am sure it could be used with any ex650 engine up to 2016, but I'm not 100% sure.  Hoping that a Supertwins racer across the pond wants it, but again I'm not going to give it away.  Its a 0 mile unit, and if I end up with an earlier engine I might just keep it as, for some reason, the ex650 likes to drop valves.

Stay tuned.