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2013 CRF450R supermoto conversion


kab-pro
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Update: some new curves have been generated.

- blue curve: OEM engine equipped with the CNC head

- black curve: CNC head + HGS exhaust system + modified camshaft of unknown origin (found in my engine as bought).

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Both cases provide an improvement, most noteworthy when modifying the other gas exchange components.

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As of now, we are moving closer and closer to the point where further increase of power demands additional engine capacity. Since doing that is out of the question for now, these two new curves represent the addition of a new, shorter exhaust header and a custom "webcams" camshaft, designed not only for brilliant top end power, but also very reasonable engine life, solid idle, and easy starting, without the necessity to run larger diameter followers.

Two new curves:

- Blue: CNC head + modified camshaft + shorter exhaust header

- Yellow - CNC head + custom "webcams" camshaft + shorter exhaust header

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Project header:

Unfortunatelly since the market does not offer a header with our desired length and taper, we shall build our own. There are of course guys like Ivan Lazzarini that somehow have the priviledge to order something that doesn't exist but that is another story.

First, and we are already used to it, lets scan the HGS product. The main idea is to fix the entrance and exit in space, so that the rest can be changed.

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The new header must be a uniform taper from the beginning to the end. That defines the necessity to fashion it from sheet metal. The biggest challange is to route it around the frame and under the left radiator while avoiding the coolant lines.

3D model in progress...

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Fashioning a paper model using 1:1 scale print of the flat-patterns and using a glue gun to stick it all together. The idea is to evaluate how well the above mentioned has been accomplished. And if...

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Obviously there had to be a better way...

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And so a paper model after a paper model...

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Eventually, a result is reached, but it took 8-9 paper models to finally route the middle section of the header around all the obstacles.

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And so step by step, we have finaly reached a satisfactory result. The length is about OK and radius bends are all going where they should be.

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Conclusion - to decrease the amount of paper modles necessary for this task, the whole surrounding area of the motorcycle should be scanned. We shall return to this later.

The materialization process of the piece of paper shall continue.

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The laser cutter has done it's job leaving only minor melt-spots which will be corrected manually.

Two sets have been cut so that one of them can be fed to the hogs right away without too much regret.

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Rolling the freshly cut flat-patterns.

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Every segment must be catch-welded and rolled twice in order to obtain a near-perfect round shape. Rolling them only once will provide an egg-shape but that is enough for the catch-weld operation.

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Grinding away the melt-spots of the laser cutter and checking for compatibility between individual segment couples.

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Scotchweld.

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HGS vs unwelded DIY.

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And a good morning here as well Dr. Hasenbein!

Very Nice job! It's not often that a tuner also thinks that much about the periphery of the engine.

Throttle_Jockey, the reason for this header was a bit different. That is why I posted those simulated dyno graphs, they show a great increase in horsepower levels if a shorter, tapered header is used in stead of the HGS. Periphery of the engine is also important, of course, otherwise I would have just built a header out of plumbing accessory..

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And so, before welding the thing together, one last thing thats left is the head flange. Cranking up the big old CNC for that.

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Operation welding. Though it was initially considered to provide the least amount of problems, turns out everything else was a whole lot easier. Except welding.

Initially we had our eyes on a true TIG master but to our disappointment, it was not possible to organize the process. Anyway, props to his test-seams. The best we have seen.

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We have to look elsewhere for an experienced TIG welder.

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Competition, competition... There are two candidates to weld this stuff together.

Candidate A:

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Candidate B:

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I guess we shall use option B.

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Taking thermal deformation into account, we had to deliver the bike at the workshop to fit together three segmented blocks.

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And finally, general view of a completed header.

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Big thanks to the guy who pulled it off - Igor.

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Some months ago i´d ask a Guy for help with aluminium WIG welding...

His Answer: Yes !!! I can do this for sure ! I´d did it very often in the past... me: OK, lets try... ...

The result of test-welding was :

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I can give you a contact if needed !? :confused:

Realy... no Joke !!! :bag:

Edited by dr.-hasenbein
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A sneak-peek into the treasure chest.

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Engine assembly:

The hour-meter was indicating 68 hrs before the great dismembering. Even though it was clear what we had the engine go through, we did not have the slightest idea if the previous owner had agreed with our opinion on correct usage and maintenance so we are better off installing everything new.

Buying the internals in both OEM and AEM definitions in USA.

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Guest Connader

Why don't you assemble from the left side? On the roller-bearing, the mainshaft just falls in, no need for heat. You'll have to have a look onto the Oilpump but it's no big deal.

When I see those Pics, I become horny to dissasemble mine again....just for the fun of it!! ;)

Keep on....

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