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Old 04-15-2013, 04:47 PM   #451
BergDonk OP
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This one?



Yep, mine is a bellmouth, with a radius. I tried two shapes to the curve with no change, the original posted above, and mark II with the extra holes filled and more 'ellipse' to the shape. Because its black, the pics don't work, or I'm a crap photographer which is the more likely.

I suspect the problem with my bell shape is that the OD isn't big enough, so maybe a simple taper is better in this situation. The bellmouth adaptor that I made for my 501 has a much larger OD and seems to work fine.

Bellmouths have been around for ever as an effective way of transitioning fluid and gas flows, and seen all the time on carb and FI air intakes and often on airbox intakes:
https://www.google.com.au/search?q=b...w=1449&bih=815

I'm really happy with how my DR is running right now, so for the time being, no more changes. But if I get bored, maybe I'll experiment with some more shapes, but it'd be more useful on a flowbench and maybe some smoke to see what is going on. A problem then is simulating the pulse flow of a single. The flow is not linear, especially at low flows/rpm, so maybe need a perspex top end and airbox. And DR650 bore and stroke?
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Old 04-15-2013, 05:49 PM   #452
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FWIW these blokes make some pretty cool bellmouths .. aussie too

http://www.jntperformance.com.au/index_c269035.html
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Old 04-15-2013, 05:58 PM   #453
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Some nice work there Bushy.

The biggest bellmouth I've had anything to do with was the Geehi Dam Spillway intake:



These type of dam spillways are known as 'Morning Glory' , and it was sometimes a challenge when emailing stuff about the place because it'd trip porn checkers.

https://www.google.com.au/search?q=m...w=1449&bih=815

Like every engineering solution, pros and cons.
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Old 04-16-2013, 01:07 AM   #454
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Old 04-17-2013, 06:07 PM   #455
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Yes, that one is mine. I guess we shouldn't really be calling it a bellmouth as it's a transition really. The bellmouth being the entrance to the plenum and part of the air boot.

I've made heaps of bellmouths/ram tubes for all sorts of car engines over the years. With IR intakes, it's more about the length of the intake tract than the shape of the entry , allthough shape obviously helps. Generally longer for bottom end and shorter for top end.

The Morning Glory spillway intakes are interesting. Never seen one before. Lot of responsibility for getting the internal diameter large enough to handle a normal spill plus any potential storm inflows to the dam. Some fancy formwork in the Geehi one you have pictured. Would have been great work to be involved in - can't beat the Snowy Mountains as a workplace !
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Old 05-29-2013, 06:36 PM   #456
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Some Updates

Got up to Tugboat's farewell in the ute and posted a little bit about our trip on Fati's RR thread here:
http://www.advrider.com/forums/showp...6&postcount=29

Fati also posted some links to his excellent video recording of his trip, posts 620, 621 and 622 here:
http://www.advrider.com/forums/showt...824282&page=42

So while we were away in the ute, no riding for me other than a very brief lap of the Van Park in Birdsville on Graham's bike, the one we rescued.



Lat week I spotted a thread:
http://advrider.com/forums/showthread.php?p=21389654

So went up to meet up with a few inmates and Radioman himself last Sunday in Nerriga for lunch. By the time I got there, <> 200 kms, I'd more or less doubled my kms on the DR for the last 6 months. Then I rode home a slightly longer way. EXCELLENT

Radioman came to visit then on Monday and spent the night, following which I got him to Victoria:
http://advrider.com/forums/showthrea...89134&page=343

So about 1000 kms this week, and a weekend ride planned to the coast with a few blokes coming up. Should be another 600 or so kms in the bush.

Motoz


The 110/18 Desert H/T is hanging in there, now with <> 3000 kms on it and it'll see this coming weekend out too. So about the same life as a 606 with better gravel road grip and similar in rocks etc. Not sure about slop and sand though. I have another, a 130 this time, and it'll likely be fitted for our 3 week trip in August for the TK ride to Kenilworth, Kroombit Tops and outback Qld so I'll know more then. Not as lumpy as its worn down either, and its held its edge, so little deterioration in grip.

CSS Retainer
After I stopped supplying these last year, after liaising with Procycle, http://www.procycle.us/bikepages/dr650.html they commenced supplying their then latent design. They had their design sitting on the shelf, but weren't sure of demand. I seemed to identify a demand, so they got their's to market.

Interestingly, Suzuki themselves are now following in our footsteps, and genuine Suzuki retainers are now available from your Suzuki dealer:


Or, Procycle, or locally, VSM http://www.vincestrangmotorcycles.com.au/dr650.html

Its also been reported that a couple of new bikes now have them fitted as standard too. DR650, first released in 1996, and apart from BNG, its only had changes to the starter clutch and cylinder base gasket around 2000, until now

Fuel Economy

I payed attention this week, and so far, it seems more or less the same, at about 19 kms per litre, or 45 mpg US or 5l / 100kms or 54 mpg Imp.

I'll know for sure, if not sooner, when I head north in August because there will be a couple of stock DRs along as a benchmark again. Previously, they would get about 5% better economy than me.

It definitely runs better though, and seems happier at highway speeds with better pickup, and perhaps the same throttle at 110 kph as previously at 100 kph. The speed sneeks up, whereas before it didn't.

No doubt the NCVT is a good thing. I'll be down at sea level this weekend, so more testing to come, but I don't expect to make any more changes for the lower altitude.

Cush Drive Bearing
Interestingly, the cheap eBay sourced no name double row bearing that I fitted 10,000 kms ago is still fine, and has a few more kms on it than the previous exxy$ SKF unit, about 3 times the price.
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Old 05-30-2013, 07:42 AM   #457
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BD - what is your comparison of that Motoz vs 606 when it comes to pavement (seal) traction and longevity?

thanks for the very informative post, as always!
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Old 05-30-2013, 04:37 PM   #458
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Quote:
Originally Posted by rpet View Post
BD - what is your comparison of that Motoz vs 606 when it comes to pavement (seal) traction and longevity?

thanks for the very informative post, as always!
I think for more pavement, the Motoz would chew out a bit quicker than the 606. I also suspect, but can't really confirm, that the 606 might have more edge grip due to its rubber compound went leant over on sealed surfaces. Not really much in it. But the standout difference is that the Motoz is a lumpy ride. The gap between the centre knobs is significant and you can feel it climb up and fall off them, especially when new. Not so noticable off the seal, and perhaps what allows it to hook up as well as it does on loose surfaces.

The Motoz with its 'natural' rubber formulation had a reputation for poor wet grip on sealed surfaces. This is supposed to be fixed, but I haven't had it out in the rain, so can't really comment on that one.

The Motoz has also maintained its traction as its worn, with the tread blocks keeping an edge. And as stated above, overall life is similar.

Here in Oz, they are a generally more expensive than a 606 so the value may not be there.

I do still score a bit of 'sponsorship' (because) so I get access to Dunlop, V Rubber and Pirelli real cheap (not free!), so if I can get one of their solutions to work for me, I do, but I don't let that colour my judgement or comments.

I've defintely settled on the Scorpion Rally up front, and swap the rears to suit the journey, to a point. I still have in the shed for the DR a T63, E07, 606, the other Motoz, and 2 x Mefo Stonemasters to wear out too. I don't plan on buying a new tyre for a while. The Berg has a 952 and a couple of V Rubbers lined up to try. I got riding to do!
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Old 05-30-2013, 06:17 PM   #459
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Thanks for the info.

I'm about to do a very long trip with a Scorpion Rally up front partially due to your posts on that tire.

I may try the Motoz on my mostly-dirtbike (XR).
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Old 05-30-2013, 07:31 PM   #460
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Quote:
Originally Posted by rpet View Post
Thanks for the info.

I'm about to do a very long trip with a Scorpion Rally up front partially due to your posts on that tire.

I may try the Motoz on my mostly-dirtbike (XR).
And of course I reserve the right to wrong!

YMMV

Have a great trip
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Old 06-11-2013, 02:42 AM   #461
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2001-02 GSXR1000 Muffler Install

This is a conversion done and recommended by many. There is plenty of info available on the web about this with more or less universal acclaim:
http://www.advrider.com/forums/showthread.php?t=636381
http://drriders.com/topic3555.html
http://mxrob.com/mxrob_010.htm
https://docs.google.com/presentation...nt#slide=id.i6
http://dr650.wikia.com/wiki/Exhaust

With some useful components to facilitate an installation available from Keintech:
http://www.kientech.com/DR650GSXRExaust.htm

The advantages are identified as:
  • Lightweight Titanium can
  • mechanical baffling so no repacking ever required
  • Suzuki branding and part no etc stamped onto can, so looks stock
  • not too loud
  • gives a good result for power and torque with the DR650
  • not too expensive, depending
Why me?
My Megacycle can http://www.megacycle.com.au/Default.htm came with the bike and now has over 50,000 kms on it. I had repacked it twice in that time and it is due again. The stainless wool packing in there now has lasted about 30,000 kms, but its been getting noisier, so due again. It also has something loose inside rattling around, and in addition its wearing through the can where the mounting 'loop' bracket fits. The whole exhaust seems to lengthen about 3 mm when it gets hot so the can is routinely moving back and forth.





You can see some of the wear in the above pic. Note also that I'd rubber mounted the bracket to the frame, but this really doesn't seem to make a difference in this application.

So nothing terminal with the Megacycle, just due for some maintenance.

But in the meantime, a few months ago I spotted a X40F1X on eBay. No bids, and with a buy now for $90 + $15 P&H so it became mine to try and see if the hype is justified.

The X40F1X is the Oz version of the X40F0X mostly referred to in the above links and apparently has a 1 mm dia smaller exit pipe diameter than the X40F0X. There may also be other internal differences, but I don't know what they might be.

I had seen and ridden one of these conversions a while back, and actually rode the bike again the weekend before last when we swapped DRs for about 25 kms which was an interesting exercise in its own right. He has the same FMF PB header as me with all the bits to fit it supplied by Keintech. It all fitted up as advertised with no issues at all, nice. He also has a TM40 from Procycle, jetted as delivered, and a Racetech shaft conversion for his shock and gold valves and 0.60 springs up front. I might comment more on my carb and suspension impressions later.





I'd originally thought his was a bit loud, so when doing mine, I decided to fit the FMF spark arrestor too, acquired from eBay because the local FMF importer couldn't deal with just a part #. Needed to know what bike it was for!! FMF 040298
http://www.ebay.com/sch/i.html?_trks...at=0&_from=R40

I got the flange and 2 gaskets from Keintech so had a start. Just needed to figure out how to adapt it to the existing big bore midpipe.





A good thing about Megacycle is that Ken can supply parts as needed to refurbish his products, so I got him to send me a new intake side for my existing Megacycle can which cost $50. This has the necessary female end and after a little hacksaw work I had the above component. Ken had also previously supplied me with a length of male/female pipe that I welded to the midpipe when adapting it to the bigger bore FMF PB header. Top products and service.

My objective with this adaption was not to change the midpipe so that if I didn't like the GSXR can I could simply tidy up the Megacycle can and remount it. No doubt onselling the GSXR can wouldn't be too hard.

Not sure how the tuning would end up either. The Megacycle can is a straight through design with a 'tea strainer' end cap for noise and some spark suppression whereas the the GSXR can, apart from being about 50 mm longer, has a convoluted path inside, although not as much as the stocker. So a different length, longer system that will change the 'tuning'? And mine is longer again because I used my existing midpipe and the standard muffler mounting lug on the frame.


Procycle has posted interesting pics of dissected mufflers, one copied here:
http://drriders.com/topic8341-10.html
http://www.procycle.us/info/articles...issection.html





Keeping my options open then.

Fitting the spark arrestor was first.



It seems they slide into the X40F0X, but not the X40F1X.





A couple of ways to sort this and this is what I did. Out with the Dremel and a cut off blade I ground the tack welds from the screws and removed the end cap.





I cut 30 mm from the end pipe and fortunately had in my scrap pile a short piece of tube that sleeved the end pipe nicely.







The spark arrestor is now just below the end cap, and there is still a gap, presumably for cooling purposes.


Next up was mounting the can to the bike.



A test fit indicated that the original mounting hole on the muffler would work, so I 'ratted' out the mounting hole to 25 mm to fit some tap washers I'd found in the shed that had a 15 mm ID. I machined up a bush for the inside and if you look closely you can see that the hole is slightly oval, with a gap towards the front of the muffler between the lug and the washer. This is to allow for the expansion evident on the Megacycle can.





Temporaily mounted now and ready to tack the midpipe connection to the flange. With a 50 mm inlet to the muffler and <> 45.5 mm OD fitting to be welded there is a bit of a gap, but this is an advantage because I can position it a bit off centre and at an angle to faciliate lining it up.





Now welded up and on the bike for a test to check for leaks and noise. All good. My pannier frame had to be spaced out a bit because of the bigger diameter of the can.





The spacer that also mounts the muffler doesn't clamp the muffler and allows a degree of movement on the rubber mount.





After a little trimming of the sidecover and its standoff rubber, its all ready for a test ride.

And it all seems positive. Quieter than it was, and seat of the pants indicates no change in performance, and no jetting tweaks required.

I'll see how it goes on a few proper rides, and if I keep it, I may shorten the midpipe to pull it forward a bit. This will require a new mount and probably isn't worth the trouble. Currently, the end of the muffler is still in front of the tail piece and looks OK.

So seems like the hype is justified

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Old 06-13-2013, 08:36 PM   #462
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Hi BergDonk's, does your friend still make the sump guard protection like you have ? I'd be interested in one. Thanks,
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Old 06-14-2013, 12:09 AM   #463
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Thanks !
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Old 06-14-2013, 01:23 AM   #464
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Quote:
Originally Posted by netsuke View Post
Hi BergDonk's, does your friend still make the sump guard protection like you have ? I'd be interested in one. Thanks,
Quote:
Originally Posted by 955616846 View Post
You'll find details for Rock Hard Gear in the Oz Vendors forum... They're made by KTMatt.
What numbers said:
http://advrider.com/forums/showthread.php?t=806155

Matt does nice work, tell him I sent you.
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Old 06-14-2013, 06:23 AM   #465
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Thank you,
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