Sprocket carrier spacer finished

I've finished the sprocket carrier spacer.  I decided to machine down one of the old spacers and make it captive, it's only 2mm thick, so would be a nightmare to use in a rushed wheel swap.  I had to machine down the spacer on the other side of the bearing too.

Pressed into the bearing

Bodywork has arrived and replaced the wheel bearings

The CBR1000RR 08 bodywork turned up and i couldn't resist sitting it on the bike to see what it looked like and to gauge the amount of work.  The fairing doesn't look too bad, but the seat will need a lot of work, the whole subframe has to be removed.

Got the slicks fitted to the rims and replaced all the bearings.

The gas torch took too long to heat up the wheels/carrier so I found the heat gun after this pic and used that.

 It's tight, but there is enough clearance between the chain and the 180 tyre

Machining work to fit Fireblade rear wheel to CRB600F2

Uses a 2mm spacer between the sprocket carrier bearing and the swingarm.  Had to take 11.7mm off of the carrier where the sprocket sits. 

F3 Ram air continued

If you have the carbs properly seated, the F3 ram air system does not bolt onto the F2 as is often touted on the internet. Look how low the ram air tube is, and how far away it is from bolting up to the bracket. I'm fitting Fireblade fairings so will completely re-design the ram air tube feeds.

F2/F3 Ram air conversion

An F3 airbox does not bolt onto an F2. The carbs are now seated properly on the motor. I had to mod the coil mounts, to lower the coils so the airbox would fit properly and allow the carb boots to seat properly against the head. As you can see the ram air scoop is now way too low

Gear shift

Modified gear-shift arm, now it'll take standard replaceable rose joints. You can also see the fireblade sprocket cover/speedo which is needed by the quickshifter.  It allows the quick shifter to figure out which gear i'm in.

Trial fit of my Akrapovic system.

I'd just drilled the sump and sump bolt for lock wiring so thought i'd check it fits while i was on the floor. Engine bolts should not be tightened to 65NM as per the honda manual! Need new ones again :(

Swaped the CA spec cams for standard UK ones

Timing cams and measuring the valve shims. After i finished rebuilding the motor i managed to get hold of a pair of full race spec (HON14) race cams. I'll see how it goes on the dyno with the standard cams before i crack the motor open again. Beside, timing up race cams with adjustable gears looks VERY time consuming.

Should i machine replacement aluminium engine spacers?

I've seen on several differnt CBR forums posts where it is claimed to be worth making engine spacers out of aluminium as you can save about 2kg.... erm yeah..... moved right to the bottom of my todo list..

shiny head.jpg

New race shock

Nitron race shock :)

Basic porting work

Right set finished, left to be started

Fitting 673cc Big bore kit

One of the pistons was missing the sparkplug cutout. I had to get the 2nd piston from the top machined (too scared to risk doing it myself)

missing the spark plug cut out

GSXR 750 K5 front end

Originally this was going to be fitted to my Supermono. It's quite an easy swap, I just needed a suitable stem to press into the GSXR yokes. Many honda ones will fit (i just looked for bikes with the same headstock bearings), i settled on a CBR900RR ebay jobbie... it was the cheapest i could find.

The callipers are from a ZX10R, with individual pads per piston.

How it all started

£625 from ebay.  It ran fine, but had low compression and a cam chain rattle... which is how i got drawn into the total rebuild.

After cracking the motor open i discovered it was only the valve shims that needed doing, but it had CA spec restricted cams which needed replacing.  The clutch was as new apart from a burnt outer plate.  Overall the motor was in really good condition.  The only suspect part is the 3rd gear, fingers crossed....