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Old 02-05-2012, 10:35 AM   #16
brucifer OP
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Couple inside shots of the frame.




Here we have the makings of what eventually will power the bike. From left to right: The hot rod engine that was in the bike before the strip down. It's an XR650L bottom end with a 675cc big bore kit in an XL600 cylinder topped off with an XR500 head w/Kibblewhite valves and Megacycle cam #148x9 w/hardwelded rockers and performance valve springs.
Next to it is a '97 XR600, and on the far end is the original lower end from the bike.
I want to use the original cases to keep the numbers matching but I haven't decided what combination I want to stuff IN the cases.

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2005 KTM 525EXC-2000 Buell M2 Cyclone-1996 XR600R-Plated 1995 XR600R-1993 Kawasaki KX500-1984 Honda XL600R/XR650L Hybrid-1984 Yamaha TT600L-1980 Honda CB750F
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Old 02-05-2012, 10:56 AM   #17
Natnewt
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sick build ill be watching.
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Old 02-05-2012, 12:27 PM   #18
Ivanych
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HI Brucifer!!!!
You started a great topic and great work!!!!!!
Show more photos, details, tricks.
I'm going to go on the your traces (I will be like the fox) in the construction of my XR500R.
Interesting any more details!!!!
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Old 02-05-2012, 12:35 PM   #19
Carter Pewterschmidt
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Powder coating the frame is the way to go. I painted mine with epoxy spray paint and it was a pita to get an even coat.
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Old 02-05-2012, 03:04 PM   #20
brucifer OP
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Thanks for following along guys and I really appreciate the kind words.

Ivan- I hope I can live up to your expectations! I'll share whatever tips etc. I can here---if there is any.
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Old 02-06-2012, 04:29 PM   #21
Ghost_Mutant
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Quote:
Originally Posted by brucifer View Post
From left to right: The hot rod engine that was in the bike before the strip down. It's an XR650L bottom end with a 675cc big bore kit in an XL600 cylinder topped off with an XR500 head w/Kibblewhite valves and Megacycle cam #148x9 w/hardwelded rockers and performance valve springs.
Next to it is a '97 XR600, and on the far end is the original lower end from the bike.
I want to use the original cases to keep the numbers matching but I haven't decided what combination I want to stuff IN the cases.

Quite the hodgepodge of RFVC components there

Any problems running that XR5 head? Did you use the old style cam chain with the XRL bottom end? Valve cover from the XL6?

Did you do anything to seal up the oil chamber so it doesn't leak out around the cam bearing where the valve cover meets the XR5 head?

How well did the combo work?

Details please
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Old 02-06-2012, 05:23 PM   #22
brucifer OP
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Quote:
Originally Posted by Ghost_Mutant View Post
Quite the hodgepodge of RFVC components there

Any problems running that XR5 head? Did you use the old style cam chain with the XRL bottom end? Valve cover from the XL6?

Did you do anything to seal up the oil chamber so it doesn't leak out around the cam bearing where the valve cover meets the XR5 head?

How well did the combo work?

Details please
The only problem I ran into using the 500 head is too much compression. I bought this head off of ebay understanding it to be a 600 head. It wasn't till later on when I actually began the engine assembly did I notice the smaller combustion chamber.
The piston is a JE 10.5:1 designed to run with the chamber of the XR650L head. I'm probably well over 11:1 with this head. It doesn't work with crappy Ca. 91 octane fuel. It pinged big time with anything over about half throttle.

I didn't seal up anything in the 500 head. I do remember you talking about that in one of your posts. I'll look into it this time around.

Yes, I used the early wide cam chain. As I recall, I flipped the cam sprocket over so it would line up properly as well.

How did it run? Even pinging it was an animal. A freakin' torque monster! Effortless wheelies, even with the tall stock XL gearing. The first time I took it out my buddy showed up with his XR650L, it's piped and jetted. I told him I had to take it easy because my engine was brand new. Well, that didn't last long.
We got about a mile from my house and did a top gear roll-on at about 50 mph. I just walked away from him. I pulled him by 3 or 4 bike lengths before we had to shut down. He couldn't believe it.
That engine still isn't even broke in. I doubt it has a hundred miles on it.
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Old 03-02-2012, 07:18 AM   #23
henrymartin
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That's quite the motor!

I'll follow this for a while too. Damn, visiting this site just keeps getting more and more expensive.

I love (and hate) frame up resto work. Seems that every one of mine lately has been stripped down to frame (the last 4 anyway).

If I can ask about how much was the powder on the frame...people here charge crazy money for that.
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Old 03-02-2012, 07:52 AM   #24
brucifer OP
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Hey Henry! Good to see ya here.

It was $150.00 for the frame and the two upper motor mount plates.
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Old 03-02-2012, 10:27 AM   #25
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Quote:
Originally Posted by brucifer View Post
The only problem I ran into using the 500 head is too much compression. I bought this head off of ebay understanding it to be a 600 head. It wasn't till later on when I actually began the engine assembly did I notice the smaller combustion chamber.
The piston is a JE 10.5:1 designed to run with the chamber of the XR650L head. I'm probably well over 11:1 with this head. It doesn't work with crappy Ca. 91 octane fuel. It pinged big time with anything over about half throttle.
I bet it pinged! I estimate that engine's static compression is around 11:5:1.

If you thought it was gutsy rattling away on 91, take out a personal loan and fill it with some VP100.
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Old 03-02-2012, 01:19 PM   #26
brucifer OP
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Quote:
Originally Posted by HeadTrauma View Post
I bet it pinged! I estimate that engine's static compression is around 11:5:1.

If you thought it was gutsy rattling away on 91, take out a personal loan and fill it with some VP100.


Thanks for the mathemagician skills, HT. I was curious what my actual compression was.
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Old 03-02-2012, 01:32 PM   #27
pudgepuss
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I'm in!!! Good luck with the build, looking forward to updates!
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Old 03-03-2012, 07:04 AM   #28
Carter Pewterschmidt
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My 86 pings quite a bit with the Wiesco 11:1 piston and stock head. It still drives decent but it doesn't like winding out. I stick to feeding it race gas now. I might try an upgraded cam or just get a stock Honda piston.
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Old 03-03-2012, 02:16 PM   #29
brucifer OP
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A little forward movement.

First, I installed the new bearing races in the steering head.




Then, I pressed the new lower bearing (with dust seal) onto the lower triple.



And lastly, with the new upper bearing and top triple, installed on the frame.


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Old 05-06-2012, 10:04 AM   #30
brucifer OP
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Nothing new yet, but I have been THINKING of working on it. My recent XR600 purchase and subsequent build have been keeping me away from this build. Hopefully not much longer.
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