This bike I prepared in the days when getting dressed as a mechanic in the SS. Almost all of the components comes from the bike that we used to race in the world.Preparing relates, cycling changes aimed at lightening the vehicle, then titanium and ergal screws, installation of Marvic penta, 320 mm Braking Wave discs, Brembo radial pump from 19 and kevlar brake hoses, including replacement fork Springs change, oil pumping and the Ohlins Remaking of slider bushings, mono installation, Ohlins steering damper WP sidebar, applied by inserting a threaded bushing in the frame. These shock absorbers I believe that today are the best under the functional aspect, in fact enjoy a favourable lever that stress in a manner less than hydraulics course to those more recently placed above the Steering plate, against the side often sacrifices during the falls ... Continuing with the preparation we find a completely carbon fairing, as well as the front subframe and paratelai gas Domino, croissants, quick SS Yec, soft pouches made from solid ergal clutch spring kit distribution SS Yec with washers and screws in ergal titanium, prepared with a lowered head gasket and compression ratio increased to 12.8, equalizing weight pistons and connecting rods, resurfacing all pairs and balancing of the crankshaft, spring pins and installation of Yec, full titanium exhaust jets Arrow and also removal of alternator and starter of saving approximately 4 kg ... dry battery by 5 amp, reload each session for a range of about 50 minutes.


Such motion, to my great happiness, it's over the journal to which they are far away from the subscriber 94, ie Mototecnica, exactly on the September 2008 issue.
The frame is original, one of the few remaining things such ... habit only a couple of guards carbonkevlar of Plastic Bike frame. At first sight, leaps to the eye specialist, the lack of buffers salvacarena ... in this regard by virtue of the use of purely pistaiole half, specifically the assembly of ritiengo salvacarena very dangerous because when the bike slid inexorably, sooner or later impact on the curb with the consequences of the event ... therefore be welded frames and heads ... In the end it is better to sacrifice a hull, although in this case carbon sigh ... rather than a frame ...
Wanting to change the swingarm I swapped mine, healthy and perfect, with that of my friend who had suffered an injury on one side, it presented a large dent and appeared to be even slightly off the jig.
I then released into the template, sanded, and finally I made two large hand-kerchiefs, one on each side, anti-corrosion which I then did the TIG welding which results in stiffening of the chain tensioner are complesso.Anche sleds were milled, with the intent to facilitate the exchange peso.Per lose rear wheel, I maintain, with un'ingenioso and simple system (two 4 mm screws ...) the caliper bracket, the tensioner slide, all to avoid the media , during the insertion of the wheel, go to the right and left .... complicates the operation and the operator ... getting nervous.
The shock absorber is the top of the range Ohlins TTX 36 ie, from the world of SS.
The wheels are Marvic Penta magnesium, Kawasaki from the front, the latter taken from a Ducati Monster. The adaptation has required several hours of work, especially for the rear axle as the original Italian bike was 16 mm, while the R6 I rode a 28mm. So I had to bore the seat in the circle to allow the housing of the new bearings code 61906, with measures 47x30x9 mm.
Mount bearings track lowered (using 6 instead of 3 original Marvic) was an obvious choice since the small margin of existing material on the circle, just outside of the bearing housing in the area right.
I have also been modified support Marvic crown, replacing iron columns with similar internally threaded Alu 7075 10x1, 25.Così have made the dual role of working with silent blocks and the flexible coupling, with the help of screws titanium, fixed the corona.L 'original provided the prisoners with their nuts.
While the earlier work was less strenuous, it is enough to replace the bearings (which have gone from an inner diameter of 22 mm mm.a 25.) And spacers to create two disks in addition to those for the housing of the pin wheel that has been machined from solid bar of a diameter of 35 mm C40 .. Inside was duly downloaded always with a view to contain the weight.
The handlebars are a work of art Gifrap, are made from solid Alu 7075. Even the rod is machined to 22.2 mm. (Original Japanese share of the clip-ons) from a bar 25 mm. Always the same material.
Usually the other manufacturers for convenience and economy, the auction obtained by a bar 22 mm ... is for this reason that if you do not rotate the blocks you put the tape ... ...
The WP fork is a fork with 43 mm Rome treaties to the TIN, comes from a Yamaha TZ250GP, to which I have recalibrated hydraulics and also replaced the springs with a couple having a higher load, the response of the suspension to adapt to the different weight of new bike. The feet are the S & P billet radially mounted 108 mm, that mount in place of the original axial.
The Brembo calipers are obviously biblocco wheelbase 108 mm, machined from solid titanium pistons with Alu.
The front brake is a Brembo radial billet from 19x20, complete with remote control on the left handlebar. He has over 15 years and rode my Suzuki Gamma.La pump despite the years has never been overhauled and it still works extremely well and impeccable, Brembo is a ...
His bill is so high that offers maximum performance in braking even with the likes of supersport motorcycles 600 today. The carbon fiber front fender belonged to a GSXR K2. To fix, I created Media Alu. dedicated.
The front brake discs are the Braking the extent of 310 mm semi-floating version and use it to fix a hardware kit titanium discs dedicated to Kawasaki. Bracket on the circles and make up for the greater distance between the stems due to the new plates, I Billet Aluminum 7075 of spacers.
The rear brake consists of a Brembo Racing with titanium screws, shifted down by using a medium that I Billet Alu 7075. Braking The brake disk manufacturing to the extent of 220 mm, comes from the Yamaha R6 Belgarda team led by Casoli in the world of SS 2002.
The triple clamps are CNC machined from solid 7075 and come from an R1, and are equipped with variable offset of two eccentric positions. The new plates have a greater interaction of 230 mm. against 210 mm. the original R1.
To accommodate the new fork sliders, I had to bore of 50 mm. to 53.6 mm. the top and the bottom has increased from 54 mm. to 56 mm.
As for the headstock, I reused the original R6 modified by turning the bottom to 30 mm., Instead of 31 mm. original, all in order to accommodate a conical bearing code 32006 XQ, bearing the same is also found in the same superiore.Nella upper tube is now used as a female thread 16x1, 5 mm. which can hold the billet CNC headwork, that shuts the whole thing.
The dashboard is the AIM MXL version, connected to a wiring EFI and EFI 6 with integrated data acquisition features two sensors: strain gauge for the fork, while the rear there is a potentiometer, bound with cord to the bottom of the shock. The bike is also equipped with GPS always used in Optical Data acquisition times are usually measured with an infrared sensor mounted on the frame or through the front GPS.Sopra the dashboard we find the convenient flash that indicates the right time of the block cambiata.Sul the left are the controls for changing the current cut of "assisted" manual, the pit lane speed limits and the ability to select three mappings: wet automappante standard (used in the new circuits).
Alternator, starter motor gear attached, badminton and cabling were removed to save about 4 kg. It goes without saying that the only push the bike, I add with relative ease, and also imposes an obligation on each end of the session, a battery charger to restore the correct battery voltage.
For the engine I used the SS YEC kit that is: head gasket, valve springs, cams, spark plugs, clutch plates, clutch springs and gears race type B.
For the sector as well as the clutch discs and springs kit YEC, I Billet Aluminum 7075 and the spring plates fixed with screws in them titanio.I discs were conducted are finely sanded to increase the coefficient of friction.
The exhaust pipes were polished to a mirror, the valve guides were machined flush with the duct to obtain a more aerodynamically efficient. For suction, has worked in the direction to optimize the geometry of the ducts, with the elimination of steps and other imperfections, also works at the end, these pipes are finely sanded been to improve the efficiency fluidodinamica.La combustion chamber has been polished and are small imperfections were removed from the merger, all to have a wider area squish.Ho Billet Aluminum 7075 iin The valve plates, which then I did deal with hard anodizing. The compression ratio is equal to 13.1.
The AIS was occluded by two caps Alu production Diapason Racing.
The limiter has been moved to 16,400 rpm, although this value can go up with this much, it goes without saying that the reliability could be affected by it .... As a result of preparations thrusts, the first series of these engines, suffered the slippage of valve guides ...
The electronic shift actuator is of the EFI with Racing Tuning fork rebound, and then in changing the traditional version.
The filter is a BMC with the flow deflector removed, also the screws that hold it have been linked to avoid that could be unscrewed and then finish in the intake ducts (what already happened before ... sigh). The gas quickly YEC billet comes from TZ 250 GP.I three crankcase are protected by a triple of paracarter in carbonkevlar.
The exhaust system is a complete dell'Akrapovic full titanium version weighing 3400 gr.completo Lambda probe, as the test engine are not yet completed ...
To dispose of the hot spirits of the engine so prepared, I installed a heater must be increased by the MB Motorsport, with the help of silicone tubes produced by the SFS.
The platforms are of the Diapason Racing, on a whim, I made anodized silver and nere.Per regard to the saddle, I proceeded to loot the desk of my employees, a couple of mats of "mouse" on which I then glued a layer of grain cowhide, provenance "wedding album" not my ... but of a friend who makes them!
The hulls, the front frame, the duct air-box, wings, cover-boxes, are carbon coming from a Slovenian company. The fuel cap is also made of carbon fiber and aluminum.
The bike uses Alu and titanium fasteners, always with a view to limit the weight.
Nuts and ferrules are machined from solid 7075-CNC milling by a clever, my friend. The bike CODEST configuration, no gasoline, but all fluids, weighs 149.6 kg. for about 140 horses, although in truth, the test bench has not yet been made after the latest improvements.
To further reduce the weight, I have in mind a new addition to the replacement of the rear frame with a pair of BST Marvic carbon fiber, but for now it can be assumed, however, satisfied with the work done, so the bike for 2008 will remain unchanged at the installation of the steering Wp cushioning.


This is my first creature with the Cr 500 Honda engine, while the frame belonged to a Honda Cre 250 of 2005. changes for transplantation concerned mainly the lower part of the chassis, which once was sand blasted and powder coated.The cradle has been changed and the Y has been raised by about 70 mm.The Y has been open and dissaldata, risaldata. With regard to the attacks, the engine and swingarm are identical to the lower 250, while the front has been redone.The water pump of 500 protrudes far from the engine so the dx is necessarily changed.Also upstairs is still the engine head, has remained almost identical to 250, the bushes were created in addition to the two triangolature with new thrust.Lower attacks been repositioned radiators, as result of Y. About radiators, which remain those of 250, the only change is to move a radiator water attack dx, specifically goes closed exit on the inside lower vertical and you have to create a new output in the lower part, the rest will remain unchanged at 250 also unloading of 500, that is artisanal, fits perfectly with the chassis of the 250, the only change relates to the installation of the Terminal and on the attack in the middle of the vehicle. Other changes strongly desired by myself, is to install a nice circle in the rear channel from 5.5 "and its gommona from 180-55-17. Here I had to enlarge the original swingarm before cutting him open it outside to inside, then close it.The subsequent welding required the construction of a steel template in order to restore the same initial geometry.After such processing the swingarm has earned about 30 mm in width than the original and a slight accorciormento to the advantage of the vehicle's agility.To resolve the problem of the shot I had to create a chain sprocket, I welded the two together, because otherwise having to move outwards the pinion, his original shrink fit would be insufficient secondary result tree.I also had to create a flange machined from solid to put under the tree, always with a view to move outward pull chain, in order to avoid interference with the gommona ...The last work has involved the removal of 3 mm chassis in the area immediately behind the sprocket to facilitate the installation of a polyethylene shoe scroll chain. Another interesting change has involved the installation of a brake caliper rear machined from solid production ISR that bites a Braking wave disc diameter original, in this case I created a dedicated support from billet ergal,.Instead we find a front Braking by 320 mm wave on which works a Brembo caliper was equipped with titanium screws, assisted by a pump Brembo from R Series 16, which is the one used by the 125 gp. This pump is machined from solid and uses titanium components in addition to articulated lever. As regards the front suspension I opted for a powerful WP from 49 from a Ktm 125 Six Days 2007, where I had to shorten the ride of about 20 mm, as well as replace oil and slat Springs, both in return for extending that adapt it to use motard.Given that the fork was already open I also proceeded to treat the stems to the TIN.Last edit to was to replace with two legs made from solid ergal by Extreme Riders. At the rear, instead I installed a duly Ohlins mono changed in the race (at least 15 mm) and I added 2 slat extension, while those agents were replaced on the compression.The spring remains the original cross, however, shortening the stroke motion progression mono makes it more rigid. The wheels are two DID, with the rear tubeless, that is strongly desired by the undersigned choice saw various changes which rubber is subject the bike ... tier gumming I opted for a rain front 120-70-17 while the rear pirelli supercorsa monto of 1 or similar compound.In contrast to the cold period rear monto a rain to hold off the pair of exorbitant cinquone. The handlebar is an oversized Renthal anchored to two plates obtained from full to wheelbase increased to 205 mm provenance Vor barenate appropriately to accommodate the powerful WP forks. The clutch lever is a Domino with titanium axle, that much sensitivity lever improves on that component. The drive ratio of the bike now is 14-38, a nose could potentially launch such a speed close to 200 kmh ....Despite this the drive ratio "of cinquone is anything but tempered .... Engine level I installed a unit with alternator rotor aleggeriti PVL, and feeding the carburetor has gone from a Keihin PJ original 41.5 PWK 38, unloading is done on my specifications from a local craftsman. The cylinder has undergone a thorough review with changing the timing diagram, the same fate has befallen the head I made from solid, varying from the original, both the squish that the compression ratio. The crankshaft I put it to zero as bravo's manual mechanical ..., this intervention has required the creation of a special mask to work on flyers without ruining them, covered with sheet metal ...The zero of the crankshaft on these engines is in when they have a scary trend to vibrate ... The two carter ignition and clutch are of Dutch origin and are derived from full, a real gem!


These are being prepared, more or less advanced, I'll keep you updated.


Also on this specimen would perform some chore to make it special, so I would install a Showa fork of 90, or a WP or perhaps leave the original, I'll see, besides an FMF Gnarly associated with the original silencer that results be well-made.Graphics inspired by the American versions.

HONDA CR 500 1987 BY FIX

Splendid specimen version 87, in my opinion the most beautiful ever of all 500 ever produced. In this case I will ad a restoration with added goodies racing, I intend to use it. ..Then I mounted on the front a WP from 54 at the time, with a brembo braking system always at the time, everything was fitted on a Swedish 4t ... the wheel is the same bike, the circle is an Excel.The rear mono has been overhauled and mounted a spring with a greater load, but soon will install an Ohlins units. The paradisco as other protections are Acerbis, all of the time.The exhaust is a Gnarly FMF, as also the silencer.Renthal handlebar mounted on plates of 500 1989 class, in order to accommodate the WP by 54. engine covers are too beautiful facotry HRC, and mystics! The carburettor is a PWK, in place of the original PJ. Also the bike walking will receive a nice style swingarm and rear subframe HRC and aluminium tank.


Functioning and registered motorcycle, a rarity!This would make us a special .... that mania eh ... I yellow, which is the American version, but the magazine at my way .... for Christmas I donated a splendid forged wiseco's piston.  I have also installed a range of source wp 4054 ktm 1991 and triple clamps of origin Husqvarna 1988.



After selling to my friend Maurizio,the first 87 model year, I am going to create another fine example of this vintage which happens to be my view one of the finest ever.

Thanks to the collaboration with my friend Boris, who build me with a wonderful style swingarm factory, I am proceeding to build this bike, starting from the frame only ....only the frame... Of course, all of the swingarm bearings like those of wheels and steering are change.The foot pegs are valuable Alu-worked CNC.Come front end I'm going to install the triple clamps of the 1992-94 version combining traditional 49mm forks Showa brand, originally mounted on Suzuki 96 to  00.

The fork I completely overhauled, from the bushes to the various organs of the estate, a really nice fork as a whole, well crafted and cared for, has already closed cartridge.T he rear wheel hub of the versions after 89, much lighter than the 87 , I also installed a 19-inch rim in place of the original 18.

In terms of engine I put a Wiseco piston and the bore appears to be 89.50 mm which is rare given the age of the motore.Come I opted for a PWK carburetor, CDI unit is that of the post 94 version.

Foto gallery https://photos.google.com/share/AF1QipPFjvLl4AxnabMWtBooE1Wn0iUU4v6iEmaqxx9TIVr5DXXEREXI5WY2sO7imKG-sw?key=Y09SV1h6MUdPUkJ5cG5MY0tpb0xqQjBDM2lGNlBB