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Old 09-20-2012, 12:28 PM   #21
Chicken Strips
Swanny's Avatar
 
Joined: Aug 2009
From: Renton, WA

I Ride: '10 S1000RR, '73 R75/5, '07 NINJA 250
Inbred Honda!
That is so f*ckin' bad ass....
Props to the Honda 'wing luvin' Hooligan that spawned that illegitimate, inbred Goldwing/CBR offspring.
Seriously....I f*ckin' love it.

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Old 09-20-2012, 01:16 PM   #22
Endorsed
bryawn's Avatar
 
Joined: Jun 2011
From: Portland, Oregon

I Ride: GPz 1100, TE610 dual sport, YZ250, KX200
“ Quote:
Originally Posted by CoastRun View Post
It's ok. I'm a bigger fan of the old wings that have been repurposed. When the model first came out it wasn't the touring monstrosity it is today. In fact there was no factory fairing package for the first 6 years or so. It was originally just Honda doing bigger and badder. At the time it was the 2nd fastest bike available.

75 supercharged wing from Randakk



I'm not sure I get the point of the CBR1800. It's different, but ultimately will be much worse than a lot of bikes on the market. I've always thought the point of hybrids was to make something better in some way, such as a CR500 two-stroke motor in a modern 250 four-stroke frame.

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Old 09-20-2012, 01:36 PM   #23
Moderator
PeteN95's Avatar
 
Joined: Jan 2008
From: Muk, WA
Blog Entries: 4

I Ride: fast, except on the road.
“ Quote:
Originally Posted by bryawn View Post
I'm not sure I get the point of the CBR1800. It's different, but ultimately will be much worse than a lot of bikes on the market.
Worse in what way? Than what bike?? Like a Goldwing is worse at Motocross or an R1 is worse at touring?!? It's a custom, it's not meant to be a great riding bike!

“ Quote:
Originally Posted by bryawn View Post
I've always thought the point of hybrids was to make something better in some way, such as a CR500 two-stroke motor in a modern 250 four-stroke frame.
In what way is a CR500 motor in a 250 4 stroke frame better than anything, except maybe the original CR500 or at the dunes?! A 450 4 stroke is better at most everything compared to a CR500.

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Old 09-20-2012, 02:10 PM   #24
Endorsed
rashmaster13's Avatar
 
Joined: Jul 2009
From: Myrtle Point, Oregon

I Ride: 04 R1, 05 ZX10 track, 06 KTM 950SM
Isnt it better than a stock GL, hell it mustve at least dropped 200lbs. I think its cool.

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Old 09-20-2012, 02:42 PM   #25
DGA
Moderator
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Joined: Jun 2007
From: Portland, Oregon

I Ride: naked
Pretty awesome. I bet it handles better than any stretched sport bike you've seen around.

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Old 09-20-2012, 03:49 PM   #26
Post Whore (In Training)
Dragon Rider's Avatar
 
Joined: Jul 2006
From: Portland OR

I Ride: wee-strom, klx250s
the best thing honda has done with the 1800 engine


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Old 09-20-2012, 07:07 PM   #27
Chicken Strips
barry.mccockener's Avatar
 
Joined: May 2008
From: Shelton, WA (little Arkansas)

I Ride: like a boss.
Does anyone have Cedric's contact information?

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Old 09-20-2012, 07:19 PM   #28
Novice Racer
ZXWUT?'s Avatar
 
Joined: Sep 2007
From: Kent, WA

I Ride: 05 KTM 625 SMC
“ Quote:
Originally Posted by Dragon Rider View Post
the best thing honda has done with the 1800 engine

That thing was hideous!

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Old 09-20-2012, 07:59 PM   #29
Shredder
nsrg500's Avatar
 
Joined: May 2011
From: Everett. WA

I Ride: GS1150 Rat bike, NSR(G)500cc two stroke,CBR 900rr,98 Super chicken
I saw it at the Backfire.
I thought it was a nice clean job. I didn't get it, but still like the effort.
If the swing are were shorter then it would be a great handling super light Gold Wing.
As it is, it's a very clean odd ball bike of passion.

The forks/front wheel and brakes are TLR. That's my guess anyway.
Unless he didn't have the GSXR wheel and rotors because they are from a TLR or possibly a Bandit?

Never the less it's a neat project.
Can't please every one.

Who would I be to judge? Look at some of the crap I've built over the years?
RGV with Banshee motor or RGV with a DRZ 400 and 636 front end? Gee whiz.

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Old 09-20-2012, 08:04 PM   #30
Railer
KNanthrup's Avatar
 
Joined: Jul 2008
From: Issaquah, WA

I Ride: '09 Honda CBR1000RR, '95 BMW R1100GS, '98 KTM EXC 380SM
fucking awesome

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Old 09-21-2012, 10:11 AM   #31
Chicken Strips
Swanny's Avatar
 
Joined: Aug 2009
From: Renton, WA

I Ride: '10 S1000RR, '73 R75/5, '07 NINJA 250
http://img6.imageshack.us/img6/1105/moddefokker.jpg

Goldwing Scrambler anyone?

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Old 09-21-2012, 10:19 AM   #32
Retired
sunofnun's Avatar
 
Joined: Feb 2005
From: s. greenlake bitch

I Ride: KTM 625 smc | TL1000S/R | wr450 | CB350 | xr100 | CRF50/88 | TTR50 | razz50 | your mom
“ Quote:
Originally Posted by West Seattle Cager View Post

It makes as much sense as building a Porsche 911 out of a 1976 Buick
Little did you know...









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Old 09-21-2012, 10:30 AM   #33
Retired
sunofnun's Avatar
 
Joined: Feb 2005
From: s. greenlake bitch

I Ride: KTM 625 smc | TL1000S/R | wr450 | CB350 | xr100 | CRF50/88 | TTR50 | razz50 | your mom
“ Quote:
Originally Posted by PeteN95 View Post
I think it's kind of cool. Cedric does amazing work and can ride just as well. I raced against him on his GSXR500 (GS500 with 1/2 a GSXR1100 cylinder head) which was amazingly fast. He has also built a big bored GSXR1100 powered GSXR600 and a CRF450 powered RS125 racebike.
I've known cedric for years.. I helped him get some TL parts for the street tracker he built...


I'm sure if he built it, it turns ok..



“ Quote:
Originally Posted by sunofnun View Post
Cedric built a fucking amazing gs500 based (and I use that base lightly) twin racer. I was lucky enought to work on a couple TL based projects with him a few years ago.. (ha ha like 10-12 I guess?) Anyway he's an amazing mechanic/builder, and is about a nice a guy as they come.


As everything he does it ended up being written up in sport rider.
He started w/a g500.. but ended up with this:















The write up:
“ Quote:
Originally Posted by Sport Rider Magazine
Racers are a funny breed that usually fall into one of two categories. The first only care about the act of riding. On or off the track, their thoughts are focused on themselves and what they can do to be better riders. The second kind of racers derive as much fun out of crafting the machinery they race as they do from riding. For them, construction and creativity are as important as the physical activity. Cedric Smith, whose Hayabusa-powered GSX-R750 appeared in the June 2001 issue of Sport Rider, falls into the latter classification.

After racing a Gixxer 750 for a couple years, Smith tried racing a stock GS500 in 1991 and discovered he liked how light and flickable the bike was. In fact, Smith liked the GS so much, he stopped racing his 750 to concentrate on the Lightweight Twins class. Being an incessant tinkerer, Smith happened to have his GS apart at the same time he was working on a GSX-R750 at the shop where he was employed. He didn't see any harm in laying the 750's head gasket on the GS's block-just to see. Well, what do you know? Everything matched up almost perfectly. The journey had begun.


Off-the-shelf parts...well, sorta

Not surprisingly, Smith had friends in the 750 class. So, when a buddy fragged his superbike, Smith took the damaged, but nicely ported, polished, big-valved 1989 GSX-R head (modified by Kelly Roberts at Racing Engine Components in Texas), cut off the two outside cylinders and mounted the remainder onto his GS. Next, he bolted some plates on the end of the engine and was ready to rock. But Smith didn't stop there. The fancy head needed some hefty displacement to feed. To that end he ordered a set of Cosworth 85mm pistons which would normally find their way into a GSX-R1340 kit. Carillo rods made the connection to the OE GS crank. Smith said he chose all these standard parts so that when something failed, he wouldn't have to wait for custom replacements. Still, he had to delve into some specialized items, like Megacycle cams with custom lobes.

Just because Smith wanted to use readily available parts doesn't mean he wasn't thinking outside of the box. A quick look at the bottom of the engine reveals the finned housing for a secondary oil pump, which is driven off the output shaft on the countershaft sprocket side of the engine. Yep, he made sure the expensive head got plenty of lubricant at speed. Said Smith, "There's tons of room in the bottom end for the pump." To handle the extra oil flowing down from the head, he fabricated drain back tubes on either side of the engine to move the oil to the bottom end.

Don't think that this GS650 project was a slam dunk. It suffered quite a few growing pains. The most prevalent was a propensity to break crankshafts. The OE crank simply wasn't designed for the forces the big pistons were putting out. About three times per year, Smith had to replace the motor's shattered backbone. In desperation, he mounted a fluid damper to control the crank's harmonic vibrations. Although the time between failures lengthened, Smith "got tired of throwing cranks at the thing." Not to mention the cases previous crank failures occasionally took with them. Smith turned to Moldex for a billet steel crank with bigger diameter journals. Since the fluid damper was paid for, he mounted it to the monster crank. Now, he's managed more than four seasons without a failure.

The rest of the equation

The remainder of the power output comes courtesy of a pair of Keihin 39mm CRs and ram air. Since Smith didn't want to go through all the R&D required to pressurize both the airbox and float bowls, he simply put the entire carburetor assembly inside the airbox. The manly powerplant exhales through a handmade titanium exhaust system that weighs in at a mere three pounds-including the canisters and packing! This phenomenal weight savings was achieved through the judicious use of some ultra-thin Boeing surplus Ti tubing. The system's cost was only $18-plus 50 hours of labor.

The stock ignition powers a set of Dyna coils. The OE GS500 clutch basket holds a set of Barnett Kevlar plates that last half a season, even with the beefed up power delivery. The constant-loss electrical system is powered by a small battery tucked under the countershaft. Although the GS500's frame is fairly stout, the rest of the stock rolling gear reveals the bike's bargain roots. Not wanting the increased power to turn this bike into a flexing, wobbling beast, Smith grafted a 1991 GSX-R750 front end to the frame and an RGV250 swingarm with a Fox shock in the rear. To these stiffer pieces, a set of Performance Machine Chicane aluminum wheels took up residence. Dunlop slicks keep the shiny side up.

The bodywork is all carbon-fiber, consisting of an RF900 fairing and a TZ tailsection. The fiberglass tank tips the scales seven pounds less than stock. Smith says the whole shebang weighs just 320 pounds with enough gas to start the engine.

Smith's efforts in constructing the GS650 paid off for several years by allowing him to dominate the Lightweight Twins class in Washington Motorcycle Roadracers Association's events. That is until the SV650 made its debut. Although the newer Suzukis may have taken the crown, we're certain none of the competition display the creativity and technical expertise Smith has wrapped up in his CSXR. Now, you need to figure out what those letters stand for.
This story was originally published in the October, 2001 issue of Sport Rider.

http://www.sportrider.com/bikes/146_...500/index.html

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