For those of you who would say, what’s the big deal? You’ve got more rubber, that will give you more traction. Well, it’s a lot more complicated than that. For a bike to be “in balance” (nothing vastly out of proportion to anything else), my Shiver should have come with a rear wheel closer in size to something of a comparable power and weight ratio, such as an SV650. Having owned an SV, I noted the rim/tire combo of preference was a 4.5” rim with 160/60 rubber (substantially smaller than what came on the Shiver).

Another factor to consider, is the fact that the added size/weight of the larger rear wheel puts added strain on the drive train, slows the accel/decel characteristic, is more work for the suspension, costs substantially more when the tire needs replacement and most importantly, makes the bike harder to turn. This resistance to lean is the result of the fact that as a motorcycle banks over, it‘s contact patch doesn’t just roll onto the side of the tire, but also moves further away from the bikes centerline adding torque forces to the chassis.

But it was the bizarre handling characteristic that prompted me to seek an alternative to the stock set-up. From the first day I owned the Shiver, I was not happy with it’s steering characteristic. It was easy enough to initiate a turn, but it became progressively harder to increase lean angle, and then suddenly, would get easier again as the lean angle neared it’s limit. This non-linearity made controlling directional changes substantially more difficult and unpredictable, especially on bumpy roads where the contact patch would be constantly moving laterally across the tread surface.

I noticed this less than confidence inspiring handling characteristic during my initial miles, but attributed it to a chassis and/or set-up issues. But when I finally got around to replacing the worn out rear tire, the feedback got even worse. Even though I used the same “stock” tire size, the fact that it was from another manufacturer, seemed to cause an even more exaggerated reaction to the wide rim.

This can be explained by a couple of factors. First, the proper tire for a 6’ rim is a 190/50 or 55 (not the 180/55 that came mounted from the factory). Secondly, tire manufacturers create tires with unique characteristics to work on specific models. If you ever try to purchase a new tire that is the exact replacement for your model, many times it will have a different part number from the “standard” version of the tire. I believe Aprilia had Dunlop make a “special” tire for the Shiver to compensate for the oversized rim.

After a very experienced riding buddy commented that he could detect the same strange steering characteristic, I decided it was time to look for an alternative! At first, I thought I’d try a different tire brand/size/profile, but decided I might have to go through a lot of tires to find the right one. Also, the chances for substantial improvement were minimal. Next, I tried to find an “aftermarket” wheel that would replace the stocker with a narrower rim width. No luck. In this era of “wider is better” thinking, no one makes a “narrower” rim for anything. Finally, I arrived at only one realistic alternative: have the stock wheel “narrowed”. This would allow fitment of a tire more in keeping with the bikes’ performance.

The "difference"

A different moto-friend, who spends a lot of time dealing the aftermarket industry, recommended a company called Kosman Specialties. Kosman specializes in “widening” stock wheels. I received a somewhat surprised response when I asked if a wheel could be “narrowed”, but they had done something similar for a race team that was required to use a spec tire (required by the racing series) so they agreed. The owner even confided in me, that he thought making the wheel narrower was a good idea. Most motorcyclists are under the false impression that wider is better, but at some point it becomes detrimental.

Just in case my little experiment didn’t work out (because maybe I was overlooking some factor blatantly obvious to someone more savvy about such matters), I purchased a stock Shiver wheel off eBay for about $200. Another significant advantage of this strategy, was that I could use a totally stock set-up eliminating alignment issues with things like brakes and sprockets and cush drives. Also, if I ever decide to sell the bike, I can return it to completely stock condition, preserving its’ value.

So, I sent the wheel to Kosman and asked them to give me a final width of 4.75”. I did this because I wanted the flexibility to go with either a 160/60 (4.5” rim) or a 170/60 (5.0” rim) just in case the 160 was too narrow. I was lucky that Kosman had enough extra material in the stock wheel to narrow it 1.25” (5/8thsof an inch off each side). Basically, what Kosman does is cut the existing bead off the stock wheel, then removes additional material to achieve the desired width, then re-welds the bead back on to what’s left.

Kosman Specialties Quality Work

It took about 4 weeks, but the wheel I received looked excellent, very clean/professional welds. I check the trueness on a stand, and it was as good as the stocker. So next, I mounted a properly sized tire (160/60) and let it sit overnight to detect any pressure loss…… none!

So time for the acid test, a ride. The hardest part of testing this change was taking it easy at the beginning while the new tire scrubbed in. My immediate impression was that the bike was much quicker steering. Of course any time you mount a new tire the bike steers better due to the new/optimal profile (no center flattening due to straight miles).

After the tire started to come in, I did notice a bit of harshness in the rear suspension, most likely due to less unsprung weight as well as potentially more tire stiffness because there is less rubber available to flex. But overall I was feeling improvement, although I couldn’t really quantify it. But once the tire broke in and I started getting ‘er leant reet o’er, it started feeling great! A return to the linearity I remembered from my SV as well as an overall quicker steering characteristic. Exactly what I was hoping/expecting!

My only concern at this point in time is running out of rubber at extreme lean angles, but I never had a problem on the SV, so I doubt it’ll be a problem on this bike either.

I really need to ride it through a complete tire life and maybe even try a 170/60 next time, but for now, I’m pleased! The results seem to justify the effort. I would recommend this mod to any Shiver owner who finds the steering characteristic of their bike questionable.

Rhino

The first modification I did to my V-Star 1100 was to add some front pegs. I am tall and needed a way to stretch out my legs on long rides. Someday I would like some

Researching front pegs I found I wanted some that folded up out of the way when not in use, rather than stationary. Online I found the Kuryakyn X-Tension Highway Peg Mounts at the Kuryakyn website. I looked there because several other accessories on my bike were from Kuryakyn. I can’t remember where I ordered them from, but I ordered them online from a store that had a good price. They arrived safely packed carefully in foam peanuts several days later.

The X-Tension Highway Peg Mounts are 4 ½” long and have a 1 ¼” offset allowing the reach adjustment to be set for the rider.  The metal is really strong and completely chromed. Another feature I liked is the actual foot landing pad is larger on these, not being just a simple post. That gives the foot more area to grip.  The pad also comes with floating rubber grip strips. The peg mounts allow for the pegs to be folded up out of the way when not using.

 Installing the pegs is straight forward and requires no special tools, just normal SAE sockets or wrenches most people have on hand in their garage. Why is it we are using SAE nuts and bolts on a metric bike? I mounted them onto the front frame down-tubes. They need to be mounted high enough up they do not interfere with the rear brake pedal on the right side and the shifter on the left. They have locking washers that help secure them tightly.

The hard part about installation is mounting them evenly on both sides. They also have a bolt at the pivoting point that has to be set at the right tension so that they will stay up when put up. I think it took less than an hour to install the pegs.

An extra place to put your feet on rides is worth the effort. Leaning back against the backrest on my Corbin seat with my feet up on the pegs, it feels like I’m riding a recliner on the freeway. You can use the pegs with either your toe or your heel. Another option is to rest the whole back of your foot up on top of the peg.  This gives you multiple choices on long rides.

I have not had any problems with the Kuryakyn X-Tension Highway Peg Mounts. I will warn the chrome is painstaking to clean especially the tops of the pegs between the rubber traction inserts. I have found the easiest way is to use the edge of a soft towel. You have to run the towel on edge back and forth between the rubber inserts.

Ride on,

Torch

Not long after that I found myself in the local Pep Boys Auto store looking at replacement horns. I saw the Fiamm Freeway Blasters and grabbed a Low Note Horn. I figured the low note would give a larger sound, which was definitely what I was looking for. I got home and read the simplistic directions. I also referenced the V-Star 1100 Riders Knowledge Base in the Horn section. It appeared that it was pretty much plug-n-play. Always remember, appearances can be deceiving, mileage may very.

I went to the garage and started the install. The first thing was to remove the pathetic OEM horn. It had only one bolt attaching it to the upper frame between the down tubes. Unbolted, I pulled the electrical connector off the OEM horn and it was now off the bike. That part was easy enough.

I then compared the two horns and spotted a couple differences. One was the Fiamm Freeway Blaster wiring connectors were a lot farther apart than the OEM horn connector. I thought about this dilemma and decided I could do one of two things. I could cut the OEM plastic connector in half down the middle, or fabricate a jumper harness using spade lugs and wire. I reached for my favorite knife clipped in my left front pocket and carefully cut the wiring connector in two.

The second difference is that the Freeway Blaster horn is larger that the OEM horn. I held the Fiamm supplied bracket up to the bike mounting spot and noted that the bracket was too short. Then I noticed the bracket on the OEM horn still attached to it. So, I removed the OEM bracket from the OEM horn and held it up with the Fiamm Horn to the V-Star. The bracket went the wrong way and the horn would not fit properly. I scratched my head, flipped the OEM bracket upside down and held the Fiamm horn back up to the bike and it looked like it would work.

I attached the OEM horn bracket upside down on the Freeway Blaster. Then I attached it to the bike, bending the bracket slightly to position it correctly. I hooked up the electrical connectors previously removed to the new horn. I turned the key on and hit the horn button. Now it sounded like a real horn with a much deeper sound. It was not supper loud, but was definitely louder than the OEM. You can hear a sound clip at the Fiamm website here.

I noticed that the Fiamm horn protrudes out farther than the OEM. I had read of people installing horns on motorcycles and not allowing for the fender travel. This would lead to the fender hitting the horn and damaging the paint or fender. So, as a precaution, I made one more modification to the Freeway Blaster. I took a hacksaw to the front plastic portion of the horn that sticks out and lopped it off. The installation was now complete.

As far as a review the Fiamm Freeway Blaster Low Note Horn works as advertised. I’ve had it on for a year now and it works when called upon. Eventually I will install an air horn on my bike.

Ride on,
Torch

 http://midlifemotorcyclemadness.blogspot.com/

During the “discovery” phase: I noticed pulsing when I used the front brake. I never felt this when the bike was new, but by around 2000 miles on the clock it started becoming noticable. At this moment, at about 5000 miles, it’s obvious and disconcerting, eroding all my faith in the brakes. The pulsing isn’t felt at the lever, only at the front wheel. And it’s definitely speed sensitive, reducing in frequency as the bike slows. The stock rotors are made by Brembo (usually considered near the top of the heap).

During the “analysis” phase: I every test I could think of to determine the problem. I measured run-out, I bled the system, I checked wear patterns, I cleaned the rotors, I changed pads, I disassembled and reassembled the front end, I loosened the buttons (recommended on www.guzzitech.com). I spent hours online and questioned many other knowledgable shadetree moto-mechanics, all to NO avail. I was convinced it was the rotors, but had no difinitive proof. At this point, the only way to know was to replace them (not cheap, to the tune of $500).

 During the “replacement” phase: I ordered the latest EBC replacement rotors and crossed my fingers. I’ve been a fan of EBC products for quite awhile, and the rotors listed in their catalog as proper fitment for my model, ‘06 Moto Guzzi Breva 1100, we’re MD636X. It was a pain to get these, as NO ONE had them in stock, so they had to be ordered from England (not enough Guzzis in the US, I guess). So after a month, I finally had my replacement rotors.

Before mounting them (because I’ve been burned many times before), I set the stock rotor and the EBC rotor on a flat surface next to each other. Surprise, Surprise, they were the wrong ones!!! All the measurements were right except one; there was an offset difference (that’s the distance between the mounting surface and the rotor) of 5mm. You might be able to get away with 1mm off, but at 5mm, you’d never be able to bolt the calipers back to the forks, and even if you could, they would drag so bad you wouldn’t be able to move the bike and probably cause quite a bit of damage in the process.

So I called EBC directly. I talked to their technical guy, Garry, who I’ve dealt with in the past. Garry was quite helpful and accomodating, and after several emails and phone calls and discussions about dimensions, we determined that the best option was to try another rotor used by several other manufacturers including Guzzi, MD2003X, that seemed to have the closest match to my stock measurements. EBC shipped this second set of rotors to me free of charge and asked that if they worked, to tell them and they’d issue a Call Tag (free shipping for me) to return the original set. If that didn’t work, Garry said they would build a set of custom rotors for me! Unexpected.

Fortunately, the MD2003X fit perfectly (yes, I measured them before I attempted a remount)! I also sent my stock rotors to EBC for analysis as to what may have been causing the problem. Since the stock rotors were the obvious problem, I’m still baffled, especially since the run-out was within tolerance. The only plausible theories I can come up with are: the rotor material itself developed some kind of wear or hardening that caused the coefficient of friction to vary around the perimeter of the rotor OR that some type of “coning” took place that wasn’t obvious when taking my run-out measurements. I do know that the rotor on the left side wasn’t centered very well in the caliper (nearly rubbing on one side) and this may have caused an asymetric stress that worsened over time. Who knows?

In the meantime, the Guzzi is back on the road and I have the confidence back in my brakes.

Rhino

Time to dig deeper. I tried connecting a separate battery to the starter to see if it was getting enough juice, no difference.  I pulled the starter off (very easy on the Guzzi) and pressed the button; the drive gear popped out and spun around, just like it’s supposed to. I pulled a cover on the front of the engine and turned the engine with a wrench; no seized cylinders. What the F?

I even tried bump-starting it. But by myself on a wet and level street, I couldn’t even get it to do 1 revolution.

I started asking some of my more mechanically inclined moto-buddies for advice. I also did a whole lot of searches on the internet and I called a couple Guzzi parts places hoping for some advice other than “buy a new starter” ($275). One friend joked that the Italians install a ” WTF are you thinking” switch, which deactivates the starter on days when it’s so cold you’re an idiot for riding …. hmmmmmm? While all these sources gave me some of good ideas, there was no definitive answer (like so many things in life).

So armed with some new ideas, I went out to the garage over the weekend to try to diagnose the problem a little more. Without doing anything else and just for grins, I hit the starter button. You guessed it, fired right up! GREAT, I love intermitent problems!

When I told my sister (a new motorcyclist), she said, “it’s fixed”. Typical woman! I told her the more realistic (male) point of view, that it’s only a matter of time before it strands me. I told her to re-read Zen and the Art of Motorcycle Maintenance. If you can’t take care of your problems, you’re at the mercy of the fates … or worse, other people.

My best guess is that the low temperature and a less than stellar battery are to blame. Big Twins are notorious hard starts anyway. And cold temps make for more friction (engine tightness) and less battery strength, especially if the battery has a few years on it and wasn’t charge properly the first time (likely). So I guess I’ll keep it on the tender for the rest of the winter and think about getting a new battery this Spring.

I installed a new K&N air filter and did the first valve adjustment. Both help the bike run a little more smoothly. The valve adjustment was easier than any bike I’ve ever owned; screw type adjusters on exposed cylinders …. SWEET! And they were pretty far out of tolerance.

 Rhino

Earlier this year, I had a chance to pick up a deal on a 2005 GSXR1000. The bike was basically bone stock, but the price was about half of what a similar bone stock bike was. Alas, as all things that are to good to be true, this one had some issues. After waiting two months, the paperwork of the bike never got cleared up. Soon the bike’s “Owner” had it up on eBay, looking for a home where someone did not care so much about the “Papers” the bike had.

I was kind of bummed that I did not get that bike. I had kind of put together a list of what I wanted to change on the bike and worked out that it would cost me about $13,000 to build a good race bike.

$13,000 to build a race bike, I mean that sounds way to high a cost. It should only cost $5,500 or $6,000 tops to build a bike. It can’t be that expensive… oh yes it can.

Lets look at the cost from a non factory racer, or guy who is not got a “Hookup” on parts and deals. In other words, Joe Average goes racing. In reality, this the guy who pays nearly full price for everything and supports the factory racers.

• $5000 – GSXR1000, ‘07 – Salvaged Title Type
• $1300 – Leo Vince, SBK Exhaust system (But the Dual Corsa’s at $2,200)
• $1200 – Penske Triple Clicker Rear Shock (8700 Series)
• $900 – Front fork setup with new springs, custom valving 20mm kit
• $500 – Hot Bodies Racing Bodywork
• $400 – Scott’s Steering Dampener
• $350 – Power Commander, PCIII USB
• $355 – Power Commander, Ignition Module
• $280 – Power Commander, “Push” Type Shift Rod (Pressure) Sensor w/ Shift Rod
• $350 – 2 Power Commander Maps (Both Pump Gas and Race Fuel)
• $360 – Engine Cover Kits from Woodcraft ( LH Engine Cover , Starter Idle Gear Cover & RHS Crank Cover Protector )
• $330 - Rearsets complete w/ pedals from Woodcraft
• $250 - D.I.D. 520ERV3 Chain and Alloy Sprocket Set (-1 Up front / +2 Rear)
• $175 - Fairing Bracket, GP Tech
• $175 – Replacement Woodcraft Clip-On Bars
• $150 – Vesrah Racing Brake Pads, SRJL-17
• $90 – Zero Gravity Double bubble
• $90 – Goodrich Front Brake Lines (Leave rear stock)
• $70 – Frame sliders from Woodcraft
• $35 – Tank Grip Pads
• $150 – Rear Swingarm Stand and spools for rear swingarm
• $250 – Misc Parts (Dzus bolts, Grips, Oil, Filter, Etc)
• $500 – Paint Job (2 color with no graphics)

————————————————

$13,260 – Grand Total ($8260 in parts)

For this we have not gotten into the motor and gotten any extra power. We are hoping our $5,000 doner bike has no broken bits that need replacing. While the bodywork is trashed, we are assuming the tank is perfect and not I need of repair. Also everything is straight, the brakes work, the forks don’t leak, the wheels are not bent, the radiator is not toast, etc. In other words, this assumes the doner bike is in good shape.

Now you have to consider all the work it is going to take to build up your race bike. The general rule of thumb is, 4 full weekends and 8 full evenings. You have to tear the old bike down, change fluids, install new bodywork, trim, fit everything, pull the key bolts to drill and safety wire them. Now you needs to run parts around, get on the Internet and buy stuff, wait for UPS and the FedEx Man, Pay shipping charges, make last minute parts runs, curse and be frustrated. Just thinking about it makes me tired.

Now If you want to get into the motor, a nice KWS SuperStock motor build is $2200, plus shipping. So lets just say $2,500 to build the motor with the parts above. You end up having over $15,760 invested into a 1K race bike. That is a bunch of coin to go fast.

The funny part is, if you are going to build a ‘07 R6 or ‘07 GSXR600 the cost is almost the same. The big savings will be in the Exhaust system of about $300. The doner bike will be about $1000 cheaper as well. Figure at Retail cost, building a 1 year old 600cc street bike into a race bike will set you back $14,460 for a built bike or $11,960 for a starter bike.

That is a ton of coin in anyone’s books.

Maybe that $12,500 - ‘07 KWS Superstock Bike is a good buy…. Maybe I should be getting that

]]> http://motorcyclebloggers.com/2008/07/24/time-for-an-upgrade/feed/ http://motorcyclebloggers.com/2007/02/26/yz426f-modifications/ http://motorcyclebloggers.com/2007/02/26/yz426f-modifications/#comments Mon, 26 Feb 2007 21:01:20 +0000 angrybob http://motorcyclebloggers.com/2007/02/26/yz426f-modifications/ The other night I got a good laugh when I was looking through this blog’s statistics.  See, I know how you got here, who you are, where you came from…but I digress.  Anyway, this little site was found via a google.com search with the entry “hate my yz426″.  Been there, done that.

I bought my 2000 YZ426f back in late 2001, only a couple of months after I moved to Arizona.  It was from a co-worker and the bike was geared for speed.  I am a trail guy and as time as passed, I have migrated to slower more technical trails versus the high-speed stuff.  Heh - we call them ‘goat trails’ out here.

Shortly after taking ownership of the bike, I hated it…so much that it was almost on cycletrader.com a couple of times.  Hated it, hated it, hated it for the following reasons:

• Wayyy to much fuel being delivered to the engine.  This caused the bike to stall the instant that he RPMs dropped to a lower range or if the throttle was chopped.  It even had difficulties using the hot start.
• The bike was an absolute bitch to start, especially if it had sat for a while.  I had several times where I had to abort riding because it simply wouldn’t start after about thirty minutes of trying.
• The clutch action was terrible and inprecise.
• Low end was minimal, and it could not lug at all.

A couple of the above items, I simply learned to live with, especially the last two.  The first two made me hate the bike rather quickly, and the fueling problem contributed to a low speed crash in which I stalled the bike where and broke my ankle and required surgery.   Ultimately, the crash was my fault, but I stalled the bike at the most inopportune time while climbing a mountain.

That crash bought me a three month vacation from riding.  My first thought was the easy way out - sell it.  Fortunately, I started reading up on the bike and stumbled across the forum Thumper Talk.  It has been the greatest source of information at how to make the YZ426 work.  It’s full of guys who race and need them to be right.  Anyway, all of the above problems were ably addressed by making mods that had well-detailed instructions - well enough that I even got it right.

Here are the mods I did to the bike.  Just login to TT and do the searching part yourself as there are many threads on each topic.

1. The easiest was the “blue wire mod”.  The claim at the time was that unhooking the light blue wire from the /cdi box gave full spark to the bike while in neutral (read: while starting the bike).  The discussion stated that there is a built-in safety mechanism to manage the spark if in neutral so that you could not over-rev the engine and cause damage.  There seems to be some skepticism as to if it really makes a difference.  I did it and have had no mechanical failures or problems.
2. The second easiest mod was the clutch upgrade.  This is only necessary for the 2000 models.  Apparently they got rid of the ball on the end of the pushrod which killed the feel of the clutch.  The 2001 and later models had the countermeasure parts.  You simply buy the 2001 pushrod, ball, and a clutch plate or two and all becomes well.
3. Next is the PowerNOW valve.  Actually, I went with a copy called the JamesNOW mod, and for $10 got a fitted plate from…well…a guy named James.  Its a flat piece of thin sheet metal that fits in your carb velocity stack to divide the intake area in half.  At small throttle openings, this mod will divide the area for the air to travel into the carb in half, therefore speeding it up.  Search for JamesNOW and you’ll get the full (and better) explanation.
4. Finally, there is the accelerator pump set screw mod.  I think this made the biggest contribution to the bike becoming fun to ride.  You drill and tap a hole in the carb body and insert a small, but long screw to control the accelerator pump fuel amount.  Some of the 426 veterans, through trial and error, figured out that the optimum ’squirt duration’ is 0.3 seconds.  My OE setup had a squirt duration of about 1.8 seconds.  You can figure that six times the amount of fuel would make starting the bike, riding the bike at lower rpm, and throttle management very difficult.  I got it to around 0.3 seconds and it was a whole new bike.

These mods have made the bike a keeper.  I have had it now for five years now and still enjoy riding it.  It sits for months at times :(, but always starts on the first kick.  I can lug along with proper fueling - granted I did change the gearing - and I can’t remember the last time I stalled the bike.  Heh - the last time I had an off, the bike stayed running, I picked it up, and off I went again.  I also think that dialing in the fueling gave the bike ‘hit’, like a two stroke, without any bogging.  Finally, the clutch is much better and more useable.  The grabbiness is gone and feathering the throttle to aid in technical trails is much easier.

Yeah, I used to hate my YZ426f just like the guy on google.  That said, I think this particular bike has the current record for length of time of ownership.  That says a lot given my motorcycle stable’s history.  Before you sell the bike out of anger and/or frustration, give the mods above a try.  It transformed my dirt bike and will likely transform yours too.

Just another public service provided free of charge from Motorcycle Bloggers!

What is Cryogenic treatment of rotors and why do it?

What is it? Deep cryogenic treatment of brake rotors involves a slow freezing of the rotors (to about -300F), in order to eliminate the internal stresses due to the casting and machining processes. It affects the whole rotor and is not simply a surface treatment. It changes the grain structure of the metal permanently and transforms soft austinite (bad) into a harder martensite (good).

What does it do? Eliminating the above defined stresses improves rotor warping, wear, and heat cracking in heavy uses such as racing. It also increases the strength without increasing the hardness.

I have been asked a few times if its worth it to either pay for new rotors with the cryogenic treated rotors or have the service performed separately on new rotors that do not come with the treatment. So I checked with some industry experts at a 3-day brake engineering conference I just attended. Because the conversation was off the record over a few adult beverages (exciting bar talk…I know), I’m not going to involve names and companies. I will leave it at this: If my other writings in the Brakes 101 section are not to be believed in your opinion, than this shouldn’t either. If you find them useful, this should be useful too.

“Is the cryogenic treatment for street rotors worth it?”

In his response, he stated that in one an only one case in his life was the answer yes. It was providing rotors to a factory sponsored race team to solve an initial difference in feel/fade during break-in. That’s it. We then had a discussion about how to get similar results from a proper break-in procedure.

Breaking in your BRAKES: Conditioning your pads and rotors can be done just as effectively by a proper break-in of BOTH the rotor and pad pair. Yes - a rotor needs break-in too. His recommendation is to do a 10-stop series of brake applies of high decel (0.8g) back to back until you get to 10 from a speed of 60 to 5-10mph. Allow for cooling then do the 10-stop fade one more time. Racers may want to kick up the speed to 80mph for the applies.

You will likely get some green fade during the first ten stops somewhere in the 5-7 stop area - this is good. The next series fade will almost surely be later in the ten stops if at all. A third time is not necessary.

NOTE: it is very important that you do not come to a stop, even for a moment. The pads will be sticky enough to leave an imprint of the pad shape on the rotor and an uneven transfer layer.

This does mainly two things: prepare the pads by de-gassing the phenolics out of the pad material (the fade effect by the gas actually pushing back on the pad as it escapes beteen the pad and rotor), and preparing the rotors with a transfer layer.

In this guy’s mind, this is by far the best thing you can do for your new pads and rotors…including saving your cash by not paying for your premium priced cryogenic rotors or the aftermarket treatment.

If you put new pads on current rotors (very common), you can lightly/evenly sand the rotor surfaces with fine grit sand-paper to remove the old transfer layer. Then proceed with the break-in above. This would apply to carbon-mets, ceramics, and any organic pads that rely on a transfer layer.

The result should be a dramatic reduction in fade and the likelihood for heat cracks.

In my quest for ever levels of greatness, I placed upon myself the task of replacing the drive system on my GSXR Race bike. Now don’t think this is an easy task, the process of chain replacement requires almost ZEN like dedication and focus. Before one can replace the chain, deep meditation on the replacement choice must be considered. Deep research on many racing message boards (WERA, AllStone, BSRacing, etc), it was decided that the DID 520ERV3 Gold chain was in order. There are many chains to pick from but the DID got the thumbs up from many on the WERA board. While a bit pricy at $140 for a 120link chain, in general the opinion is if you only replace the chain once a year it is the way to go.

When mediating over chains, the first question that you may ask is why a 520 chain. As everyone knows my GSXR750 came with a 525 Chain. Why would I go smaller? The answer is easy; the previous chain was a 520 from the last owner. In addition I already have two 520 sprockets (At $55 each) and I was not willing to give up on parts I already have. Finally it is helpful to run the same equipment that the majority of your fellow racers / track day nuts operate. My whole goal of using a GSXR750 was to be part of the group. It seems everyone knows how to work on the GSXR bike and has parts and tools sitting around that you can borrow or buy.

European Motorcycle Accessories helped fix me up with the new DID 520ERV3 Chain and two Sprocket Specialists front sprockets. The Stock GSXR750 came with a 17 tooth front sprocket and a 42 tooth rear sprocket. When I got my used race bike I had no idea what the front sprocket was, but the rear was a worn out 46 tooth sprocket. I tried going to a 42 tooth but found that was too big of a jump for the adjustment range. I ran the worn out 46 sprocket till a replacement arrived. On my first two outings the 46 just lifted the front wheel a bit more than my inexperience was comfortable with. Swapping out to a 44 tooth took a bit of the edge off the bike, but made it feel a bit nicer.

Fast forward to today and my selection of a 17/46 sprocket setup. I feel that the 17/46 should be a good setup for me, but many recommend a 16/44 or 16/46 setup for me, and a few brave few run a 15/42 but I think that is over kill. The 17/46 will keep some reasonable top speed and give me a bit of extra launch power. I will be at MMP (Miller Motorsports Park) in September and with the 3800foot straightway, there should be a chance to open her up a bit.

So Saturday was the big day for the chain swap. I got myself ready by getting rid of the POS 44 tooth Vortex Sprocket and replaced it with a 46 tooth Renthal Chainwheel (Sprocket to us in the US). I have higher hopes that the 7075 T6 sprocket material used by Renthal should be of better quality than the Vortex “Aerospace Quality” sprocket. Slapped everything together and haul everything down to Psykotic cycles in Peoria, AZ. Joe took care of the chain swap and swapped out the front sprocket for the parts that I brought him. The guys at Psykotic cycles are cool as they do a bunch of labor without being ticked that they don’t get the parts business. I am going to start offering to let them order me the parts and let them know what price I am being offered. They have been doing me a good job, and I should swing some extra $$$ there way.

So now I am in possession of a bike with a new chain with new sprockets front a rear. I have that new chain sound and smell and I should be good to go. I plan to continue to ride the hell out of the bike and I hope to make the swap down to the 16/46 setup when I feel it’s worth the effort.

Introduction: In total, I have probably parted out 5-6 complete bikes and a couple of parts bikes.  The reason is simple:  If you have the time, the sum-total of all the parts is worth more…sometimes much more…than the value of the bike itself.  Keep in mind that it takes a commitment and a good deal of time.  A little bit of planning and preparation up front goes a long way in helping you decide and execute the job.  There will be many, many runs to your shipper (USPS, UPS, FedEx, etc.), so know that going into the project.  You will also need boxes and appropriate packing material to get the parts to their destination safely.  Finally, it takes a lot of communication: with potential buyers, with committed buyers on shipping dates, etc., and maybe even a little help for the new owner (if needed) with their new parts.

Financial Analysis:  A quick financial analysis is needed as the first step to see if the time spent and the hassle is worth it.  I have gone both ways with this decision depending on the circumstances.  I found I was much more willing to make less money back in the days od bachelorhood to justify the ends.  Knowing your bike, its REAL street value intact, the REAL parts value, and the market for parts for your bike is required.  Bullshitting yourself on the values of the bike and its parts is silly (heh - unless you want to justify it to…say…your wife), so at least be honest with yourself.  I would recommend using a spreadsheet to calculate the value since they cane be updated rather easily.  I would even consider a column next to your asking price column name “least” for the least you would take for the part.  This will give you the range for what you can expect.

My former Aprilia RSV Mille ‘R’ is a perfect example of a bike that is worth parting out.  Why?  The street value of the bike is about $7k US.  I know the bike very well and the parts value which I estimated at no less than $10k.  For $3k, I’m in since I have two kids now and prioritizing motorcycle money is a little more difficult these days. ;)  Another reason this was a great candidate was the parts that were on the bike.  The ‘R’ model comes stock with Ohlins forks, shock, and damper as well as OZ forged aluminum wheels.  Add to it the aftermarket parts I put on the bike and it simply makes sense.  I would likely not part out a standard Mille because the parts are worth much less.  There is a huge market in the Aprilia world for guys with standard bikes wanting to upgrade their non ‘R’ bikes or other model with common parts.  Financial Analysis Result = Tear it down!

Making the Commitment:  That’s right.  It takes a commitment to take a perfectly good motorcycle and turn it into parts.  It takes much less to part out a parts bike, etc.  The reason it takes a commitment is due to future time, effort, a little hassle / inconvenience, and once you start tearing down the bike, its an incredible PITA to go back.  In total, taking a bike from its normal operating condition to complete disassembly is between 8-12 hours.  You can also plan on no less than three runs to your preferred shipper per week and 1-2 hours per night boxing parts up in the beginning week or two.

It also takes time to keep up with your email (ASAP response) and ads (daily update) on which items are still available.  On my Mille, I exclusivley used the Aprilia Forum to sell the my parts as a seasoned member and knowing that the Aprilia Forum has an huge percent of the Aprilia market as its members.  Being a member of a forum dedicated to your bike / brand and having credibility on that forum is an excellent means to sell parts.  Now that it has been a month or so, I ship a couple of boxes per week and its time for ebay for the remaining parts.  Heh - I will say that my article to announce that I was parting out my Mille did generate some sales.

A Little Planning:  Take a couple minutes to think about the above two sections:  Is it worth it? Do I have the time?  If both are “yes”, then its time to get started.  If you’ve already made a spreadsheet from above, great because it will help you stay organized.  If not, consider it once again.  Its also time to start collecting boxes and packing material.  There are many ways to do this (Costco, local grocery store, etc.), just get it done.  Its better to have too many boxes than not enough.  I would not plan on buying boxes because they are incredibly expensive at the local shippers. 

You should also consider the timing of the ad.  I prefer to have the bike disassembled (or at least in the process) before I place the ad.  Another consideration for the ad is whether or not you will sell internationally.  Believe it or not, this is important.  Its a little bit of a PITA to ship internationaly, and I usually opt not to do so, but I’ll get into that a little later.

Another considration is the payment.  What is your preferred method of payment?  I strongly recommend that you open a Paypal account if you do not already have one.  Be aware that it can take more than a week to get your account active!  Of everything I have sold on my Mille, one person opted for a money order, the rest have been Paypal.  Know your preferred method of payment and state it in the ad.

The Disassembly Process:  Taking the bike down to parts is normally a lot easier than putting one back together.  Its definitely a learning experience on how things go together, but memories are short.  Here are some suggestions to help you in the disassembly process:

• Make space - I would consider a single car of garage area necessary so that you don’t trip over the parts that have been removed. 
• Label all parts as necessary as they come off the bike.
• Use ziplocs for bolts and write on the bags where the bolts go (I keep all fasteners that are not integrated into the part unless otherwise stated).
• Finish what you started - don’t leave a part half-way removed.
• Note any surprises (damage, chips, scratches, etc.).
• Clean the parts as they come off to give you an appraisal of any pricing you may have to adjust.
• Be cool - have some self-pride in the disassembly process and treat the parts as if they were going back on your bike.

I cannot stress enough how important it is to be honest about the part condition when parting out a bike.  Its good for everyone.  One person with a legitimate gripe can run tons of potential buyers away.  When in doubt, send pictures and be a little over-critical, especially on bodywork and performance parts that are also cosmetic (exhausts, etc.).  My reputation is worth more than a couple extra bucks.

Communication: 

1. The ad - I always start my ads with a blurb about the bike, its history, and its overall condition (year, mileage, service history, etc.).  Then I make the list of parts with the stuff I know will go fast, like aftermarket bolt-ons and anything Ohlins, at the top.  From there, I then list the OE parts that people tend to break or need.  You get the point.  I always, always, always price my parts.  I have never understood “make a reasonable offer” ad without a price…its a waste of time.
2. Updating the ad - In the beginning, I usually update the ad daily and insert “SOLD” in place of the price.  I get the price out of there because you are likely going to have $000’s listed, and its really no one elses business how much you are making.  Each week I remove all the sold items completely.
3. The buyers - Again, honesty is the best method.  If someone accepts my asking price it is theirs in chronological order.  If someone ‘offers’ me less than my asking price I usually wait a day to see if someone will offer my asking price.  Each offer is case-by-case of course, but if someone offers less, they can wait a couple of hours.
4. The buyers after the fact - Be sure to let each buyer know when you received the payment, when the part was shipped, its tracking number if applicable, and its expected arrival time.

Shipping:  Shipping is agruably the most important part of the transaction.  Regardless of what you say about part condition, the proof is the deleivered part.  I take great pride in how I package my parts because I want to deliver what I intended.  While it happens, blaming the delivery service still results in a person who didn’t get for what they paid.  I am a true believer that almost any part can avoid shipping damage if it is properly packaged.  I’m not going to get into the details, but I use a lot of packing material, bubble wrap, whatever is available to protect the parts.  I always think of it as the way I would want something shipped to me.

I normally try to avoid international shipments for a few reasons.  First, there can be duties (taxes) placed on incoming parts depending on the wording in the description and other details.  While its out of the seller’s hands, it still sucks for the buyer to shell out another 15% or so.  Second, it’s far.  The recourse for an error or lost package is more difficult to pursue out of the country.  Finally, it takes a while.  That keeps both the seller and buyer on edge until the parts are safely received.  I sold several of my Mille parts internationally, but it wasn’t without drama.

In the past, I was an advocate of United Parcel Service (UPS), but things have changed.  I used to ship out only the small pieces and parts via the US Postal Service (USPS) and the rest would go UPS.  As of 12Jan2006, my Mille experience has changed that.  USPS is about one half the cost of UPS these days and they shipped a set of wheels in a single box as well as a set of unboxed tires.  I’m not sure exactly why they are cheaper (fuel costs, private vs. gov’t, etc.), but I shipped almost everything USPS Priority Service which is 2-3 days anywhere in the country.  You have to pay for a Confirmation Number ($0.45 each), but its worth it.  Both though have a shipping calculator - use it.

That said, I had a couple deliveries from USPS deliveries take too long…MUCH TOO LONG.  UPS guarantees their delivery and will actually refund you for some of the services if its late (you should confirm that for UPS Ground though).  I seemed to be in limbo for a long time with a few packages.  The 2-3 day Priority took 10 days, but it was during the Christmas rush.  Still, it happened.  I ultimately think that the USPS Priority Service is the best deal out there, but be sure to get a Confirmation Number.

Note:  It is worth mentioning bodywork when discussing shipping practices.  I try not to ship bodywork if at all possible.  I lucked out on my Mille parts and found a guy in SoCal who wanted everything.  And since I have a buddy who goes back to visit his family in SoCal 1-2 times per month…you get the picture.  If you do have to ship bodywork, this is what I found works best.  Place each piece into a plastic bag first, then put the packing material around it.  The plastic wil keep the paper and the box from rubbing on the paint.  Be sure to have enough space between panels such that they don’t touch.  Bodywork parts are often the pieces that people pay the most for and have the highest expectation for condition.  When in doubt, use an extra box.

Summary:  Parting a bike out can put some money in your pocket and be a learning experience.  It’s also time consuming, a little inconvenient, and requires patience.  Everyone’s ‘profit’ threshold is different so that decision should be your own.  Before you decide to scatter your bike all over the planet, please consider the following questions first:

• Is it really worth it?
• How much do you need to make in addition to the bike’s value intact?
• Can you truly get your need with reasonable prices? (make a spreadsheet)
• Do you have the time and the patience?
• Where are you going to place your ad(s)?
• Do you have the appropriate boxes and packing materials
• Do you have a preferred payment method?
• Do you have a preferred shipping method?
• Do you have the space, tools, and know-how to disassemble the bike and store the parts for a month or so.
• How pissed is your wife going to be?

That’s it!  I hope this has provided some insight into the process - good and bad.  I also hope that this article is effective enough to talk certain people into parting out their bike and talk others out of it.  Good luck!