https://www.gummycarbs.com/wiki/api.php?action=feedcontributions&feedformat=atom&user=Jeff GummyCarbs - User contributions [en] 2026-05-05T01:35:11Z User contributions MediaWiki 1.42.1 https://www.gummycarbs.com/wiki/index.php?title=Honda_Transalp_XL600V&diff=2631 Honda Transalp XL600V 2026-03-09T03:29:49Z <p>Jeff: /* Specifications */</p> <hr /> <div>This page applies most directly to the 1989-1990 US-spec Honda Transalp. See http://www.ta-deti.de/ta/ for thorough technical information on all Transalp models.<br /> <br /> =Specifications=<br /> <br /> These specifications are from the Honda service manual for the 1989 XL600V (manual dated October 1988).<br /> <br /> {| cellspacing=10<br /> |colspan=&quot;3&quot; bgcolor=&quot;EEEEEE&quot;|&amp;nbsp;<br /> |-<br /> |rowspan=&quot;8&quot; bgcolor=&quot;#EEEEEE&quot; valign=&quot;top&quot;|DIMENSIONS<br /> |Overall length || |2,265 mm (89.2 in)<br /> |-<br /> | Overall width || 865 mm (34.1 in)<br /> |-<br /> | Overall height || 1,265 mm (49.8 in)<br /> |-<br /> | Wheelbase || 1,505 mm (59.3 in)<br /> |-<br /> | Seat height || 850 mm (33.5 in)<br /> |-<br /> | Ground clearance || 225 mm (8.9 in)<br /> |-<br /> | Dry weight || 181 kg (399.0 lb)<br /> |-<br /> | Curb weight || 201 kg (443.1 lb)<br /> |-<br /> |colspan=&quot;3&quot; bgcolor=&quot;EEEEEE&quot;|&amp;nbsp;<br /> |-<br /> |rowspan=12 bgcolor=&quot;#EEEEEE&quot; valign=&quot;top&quot;|FRAME<br /> | Type || Semi double cradle<br /> |-<br /> | Front suspension, travel || Telescopic fork, 200 mm (7.9 in)<br /> |-<br /> | Rear suspension, travel || Swing arm/Shock absorber, 187 mm (7.4 in)<br /> |-<br /> | Front tire size || 90/90-21 54S<br /> |-<br /> | Rear tire size || 130/890-17 65S<br /> |-<br /> | Front brake || Hydraulic disc<br /> |-<br /> | Rear brake || Internal expanding shoes<br /> |-<br /> | Fuel capacity || 18 liters (4.8 US gal, 4.0 Imp gal)<br /> |-<br /> | Fuel reserve capacity || 2.9 liters (0.77 US gal, 0.64 Imp gal)<br /> |-<br /> | Caster angle || 28&amp;deg;<br /> |-<br /> | Trail || 108 mm (4.3 in)<br /> |-<br /> | Fork leg oil capacity || 549 cm&amp;sup3; (185.7 US oz, 19.3 Imp oz)<br /> |-<br /> |colspan=&quot;3&quot; bgcolor=&quot;EEEEEE&quot;|&amp;nbsp;<br /> |-<br /> |rowspan=14 bgcolor=&quot;#EEEEEE&quot; valign=&quot;top&quot;|ENGINE<br /> | Type || Water cooled 4-stroke<br /> |-<br /> | Cylinder arrangement || 2 cylinders, 52&amp;deg;V<br /> |-<br /> | Bore and stroke || 75.0 x 66.0 mm (2.95 x 2.60 in)<br /> |-<br /> | Displacement || 583.2 cm&amp;sup3; (35.59 cu in)<br /> |-<br /> | Compression ratio || 9.2 : 1<br /> |-<br /> | Valve train || Silent, multi-link chain drive and OHC with rocker arms<br /> |-<br /> | Oil capacity || 2.8 lit (2.96 US qt, 2.46 Imp qt) after disassembly, 2.2 lit (2.32 US qt, 1.94 Imp qt) after draining<br /> |-<br /> | Lubrication system || Forced pressure and wet sump<br /> |-<br /> | Air filtration || Paper filter<br /> |-<br /> | Cylinder compression || 1177 kPa (12.0 kg/cm&amp;sup3;, 171 psi)<br /> |-<br /> | Intake valve || Opens 10&amp;deg; (BTDC)&lt;br /&gt;Closes 40&amp;deg; (ABDC)<br /> |-<br /> | Exhaust valve || Opens 40&amp;deg; (BBDC)&lt;br /&gt;Closes 10&amp;deg; (ATDC)<br /> |-<br /> | Valve clearance (cold) || intake 0.15mm (0.006 in) &lt;br /&gt; exhaust 0.20 mm (0.008 in)<br /> |-<br /> | Engine dry weight || 59.5 kg (131.17 lb)<br /> |-<br /> |colspan=&quot;3&quot; bgcolor=&quot;EEEEEE&quot;|&amp;nbsp;<br /> |-<br /> |rowspan=6 bgcolor=&quot;#EEEEEE&quot; valign=&quot;top&quot;|CARBURETOR<br /> | Type || Piston valve, dual carburetor<br /> |-<br /> | I.D. number || VDFHA &lt;br /&gt;&lt;VDFJA&gt;<br /> |-<br /> | Main jet || FRONT: #120 REAR: #120<br /> |-<br /> | Pilot screw opening || 2-1/2 turns out<br /> |-<br /> | Float level || 7mm (0.28 in)<br /> |-<br /> | Idle speed || 1,300 +/- 100 rpm<br /> |-<br /> |colspan=&quot;3&quot; bgcolor=&quot;EEEEEE&quot;|&amp;nbsp;<br /> |-<br /> |rowspan=10 bgcolor=&quot;#EEEEEE&quot; valign=&quot;top&quot;|DRIVE TRAIN<br /> | Clutch || Wet, multi-plate<br /> |-<br /> | Transmission || 5-speed constant mesh<br /> |-<br /> | Primary reduction || 1.888 (68/36)<br /> |-<br /> | Final reduction || 3.133 (47/15)<br /> |-<br /> | Gear ratio I || 2.571 (36/14)<br /> |-<br /> | Gear ratio II || 1.777 (32/18)<br /> |-<br /> | Gear ratio III || 1.380 (29/21)<br /> |-<br /> | Gear ratio IV || 1.125 (27/24)<br /> |-<br /> | Gear ratio V || 0.961 (25/26)<br /> |-<br /> | Gear shift pattern || Left foot operated return system, 1-N-2-3-4-5<br /> |-<br /> |colspan=&quot;3&quot; bgcolor=&quot;EEEEEE&quot;|&amp;nbsp;<br /> |-<br /> |rowspan=14 bgcolor=&quot;#EEEEEE&quot; valign=&quot;top&quot;|ELECTRICAL<br /> |Ignition || DC-CDI<br /> |-<br /> | Ignition timing || Initial 10&amp;deg; BTDC at idle &lt;br /&gt;Full advance 30&amp;deg; BTDC at 4,500 rpm<br /> |-<br /> | Alternator || AC GENERATOR 0.31 kw/5,000 rpm<br /> |-<br /> | Battery capacity || 12V 12AH<br /> |-<br /> | Spark plug<br /> |<br /> {| cellspacing=10<br /> ! !! NGK !! ND<br /> |-<br /> ! Standard<br /> | DPR8EA-9 || X24EPR-U9<br /> |-<br /> ! For cold climate (below 5&amp;deg;C/41&amp;deg;F)<br /> | DPR7EA-9 || X22EPR-U9<br /> |-<br /> ! For extended high speed driving<br /> | DPR9EA-9 || X27EPR-U9<br /> |}<br /> |-<br /> | Spark plug gap || 0.8 - 0.9 mm (0.031 - 0.035 in)<br /> |-<br /> | Fuse || Main 30A &lt;br /&gt; Sub 10A x 3 &lt;br /&gt; 15A<br /> |-<br /> | Starting system || Electrical starter<br /> |-<br /> | Headlight || 12V 60/55W<br /> |-<br /> | Position light || 12V 4W<br /> |-<br /> | Turn signal light || 12V 21W<br /> |-<br /> | Stop &amp; taillight || 12V 21/5W<br /> |-<br /> | Meter lights || 12V 1.7W x 3<br /> |-<br /> | Indicator light || Neutral 12V 3.4W &lt;br /&gt; High beam 12V 1.7W &lt;br /&gt; Turn signal 12V 3.4W &lt;br /&gt; Oil warning 12V 3.4W<br /> |-<br /> |colspan=&quot;3&quot; bgcolor=&quot;EEEEEE&quot;|&amp;nbsp;<br /> |}<br /> <br /> =Consumables=<br /> <br /> ==Spark Plugs==<br /> <br /> ===NGK===<br /> <br /> These part numbers come from the [http://www.ngksparkplugs.com/apps/motorcycles/make3.asp NGK parts finder] for the 1989-1990 XL600V:<br /> * Standard p/n DPR8EA-9, stock no. 4929, gap 0.035&quot; ([http://www.amazon.com/NGK-Traditional-Spark-Plug-DPR8EA-9/dp/B0018JX36K/ref=sr_1_1?ie=UTF8&amp;m=A385WB47AN1253&amp;s=automotive&amp;qid=1211588902&amp;sr=1-1 $2.24 from Amazon.com])<br /> * Iridium p/n DPR8EIX-9, stock no. 2202, gap 0.035&quot; ([http://www.amazon.com/exec/obidos/tg/detail/-/B000VZOWPS/ref=pd_luc_mri?%5Fencoding=UTF8&amp;m=A385WB47AN1253&amp;v=glance $7.32 from Amazon.com])<br /> <br /> ==Oil Filters==<br /> <br /> The Purolator PureOne PL14612 filter fits the Transalp (and every other Honda I've tried). It's designated for the Mazda MX6. The PL14610 also fits, and is longer, which should give better filtration (note: I previously had mixed the two up and listed the wrong one as longer). It may be difficult to get an oil filter wrench between the longer PL14610 and the swingarm. Personally, I just remove the filter by hand, and if it's too tight to do so, I puncture it with a screwdriver and loosen it that way.<br /> <br /> [http://www.goldwingfacts.com/forums/2-goldwing-technical-forum/398441-purolator-l14610-l14612.html This Goldwing site] mentions that the L14459 fits Goldwings, in addition to the L14610 and L14612. The L14459 is fatter and shorter than the L14610, and has published specs placing it between the classic L14610/L14612 and the PureOne PL14610. It may be worth considering.<br /> <br /> ==Chain==<br /> <br /> The stock chain is size 525, with 118 links.<br /> <br /> ==Sprockets==<br /> <br /> * Front: 15 tooth, Honda part number 23801-MM9-010, listed on &quot;Transmission&quot; page of microfiche.<br /> * Rear: 47 tooth<br /> <br /> ===NT650 Hawk 16 Tooth Sprocket===<br /> <br /> * Honda part number [http://www.hondapeninsula.com/fiche_select.asp?mfg=Honda&amp;partnumber=23801-MN8-000 23801-MN8-000]. This drops engine speed by about 400 RPM at 60mph.<br /> <br /> ===Tires===<br /> <br /> [http://www.advrider.com/forums/showpost.php?p=16525370&amp;postcount=11840 This post] discusses how an 80/100-21 front tire might fit the Transalp's 1.85 inch rim better than a 90/90-21. Newer 21 inch rims are generally 2.15 inches wide.<br /> <br /> =Modifications=<br /> <br /> == Africa Twin Conversion ==<br /> <br /> For information on putting Africa Twin parts onto a US-spec Transalp, go to: [[Honda Transalp and Africa Twin]].<br /> <br /> == Bodywork ==<br /> <br /> * [http://www.advrider.com/forums/showpost.php?p=11986183&amp;postcount=8707 Thunder Dan's Boano fairing installation].<br /> <br /> == Engine ==<br /> <br /> Engine swaps are detailed on [[Transalp Engine Swaps]] page.<br /> <br /> ==Suspension==<br /> <br /> === Rear Suspension ===<br /> <br /> ====Works Performance====<br /> The [http://www.worksperformance.com/pdf/dirtbikes.pdf Works Performance Catalog] provides detailed specifications on the stock Transalp rear shock ([http://www.advrider.com/forums/showpost.php?p=791462&amp;postcount=217 source]):<br /> <br /> &lt;blockquote&gt;<br /> {| border=&quot;0&quot; cellspacing=0<br /> |- bgcolor=&quot;#AAAAAA&quot;<br /> ! rowspan=&quot;2&quot; | Make/Model <br /> ! rowspan=&quot;2&quot; | Years <br /> ! rowspan=&quot;2&quot; | NO. <br /> ! rowspan=&quot;2&quot; | OAL <br /> ! rowspan=&quot;2&quot; | STK <br /> ! rowspan=&quot;2&quot; | SPRING<br /> ! rowspan=&quot;1&quot; colspan=&quot;2&quot; | Duracross<br /> ! rowspan=&quot;1&quot; | Ultracross Adj. Damping<br /> |- bgcolor=&quot;#888888&quot;<br /> ! rowspan=&quot;1&quot; | STD<br /> ! rowspan=&quot;1&quot; | REZ<br /> ! rowspan=&quot;1&quot; | REB<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | XL 600V || 1989 || Un || 14.69 || Y || SRS || 569 || 619 || 749<br /> |}<br /> <br /> Legend:<br /> * NO.: Pr for pair, Un for Unit (i.e. single shock)<br /> * OAL: Over-all length (unstressed, bolt-center to bolt-center)<br /> * STK: Stock size (Y=Yes, S=Short, L=Long, WS=Works Stock)<br /> * SPRINGS: Single Rate (SRS), Dual Rate (DRS), Triple Rate (TRS)<br /> * STD: Standard shocks without reservoir<br /> * REZ: Hose mounted remote reservoir<br /> * ADJ Ultracross: Rebound adjustable with reservoir.<br /> &lt;/blockquote&gt;<br /> <br /> So, the shock is sold as a single unit, it's 14.69 inches long, which is stock length, it's a single-rate spring, and it's available as standard, with a reservoir, or with both adjustable rebound damping and a remote reservoir.<br /> <br /> === Lengthening Stock Suspension ===<br /> <br /> * [http://www.advrider.com/forums/showpost.php?p=9222820&amp;postcount=6580 This post] describes the &quot;Moab&quot; shock that Cogent Dynamics builds. This shock gives 2&quot; additional height and travel to the rear of a Transalp.<br /> <br /> === Africa Twin Suspension ===<br /> <br /> An Africa Twin swingarm and rear shock can be used to gain height and travel. See the [[Honda Transalp and Africa Twin]] page for more information.<br /> <br /> === Front Suspension ===<br /> <br /> Stock fork specifications:<br /> * Free length: 571.5mm (22.5 in)<br /> * Fork fluid capacity: 549cc (18.6 US oz)<br /> * Fork fluid level: 125mm (4.9in)<br /> * According to [http://racetech.com/ProductSearch/1/Honda/XL600V%20Transalp/1989 Race Tech], the stock Transalp fork spring strength is 0.51kg/mm.<br /> * Front suspension travel 200mm (7.9in)<br /> * Upper fork leg diameter: 41mm<br /> <br /> ==== Racetech Gold Valve Emulators ====<br /> <br /> Race Tech Gold Valve Emulators for the NT650V Hawk (Race Tech part number FEGV S4101)can be used in the Transalp, since the forks are the same diameter (41mm).<br /> <br /> ==== NX650 Forks ====<br /> <br /> NX650 forks have the same upper tube diameter as Transalp forks, but have longer upper tubes. The bolt spacing for the brake caliper may be different.<br /> <br /> ==== XR600 and XR650L Forks ====<br /> <br /> * [http://www.xrv.org.uk/forums/transalp/14148-transalp-conversion-5.html#post242452 This post] details one person's experience putting XR650L forks onto a Transalp. He used SRC Mudskins for fork protection, the SRC fork brace, and modified the Transalp fender to fit.<br /> * [http://www.advrider.com/forums/showpost.php?p=8833367&amp;postcount=6126 This post] provides a bracket template for the fuse box holder on XR600 and XR650 forks.<br /> <br /> XR650L Fork Specifications:<br /> * Spring free length: 576.0mm (22.68&quot;)<br /> * Recommended fluid: Pro Honda Suspension Fluid SS-7<br /> * Fork oil level: 145mm (5.7&quot;)<br /> * Fork oil capacity: 564cc (19.1 US oz)<br /> * Spring stiffness: 0.44kg/mm ([http://racetech.com/ProductSearch/1/Honda/XR650L/2004 according to Race Tech])<br /> * Front fork travel: 295mm (11.6in) (note that rear suspension is 11.0 inches)<br /> * Upper fork leg diameter: 43mm<br /> * Bearings are Nachi 32005J/26 (the /26 is important, the inside diameter is 26mm versus the industry standard 25mm for 32005 bearings)<br /> <br /> My own measurements show that the wire diameter is 4.99mm, and that there are 44 coils, including both ends. This adds up to approximately 220mm fully-compressed length.<br /> <br /> ===== Spring Rates =====<br /> <br /> Putting XR600, XR400, or XR650L forks on a bike as heavy as the Transalp will require stiffer fork springs. It appears that Eibach and Progressive are the only manufacturers selling fork springs for the XR650L. Race Tech resells Eibach springs.<br /> <br /> * [http://www.advrider.com/forums/showpost.php?p=9194832&amp;postcount=6557 This post] mentions 0.52 kg Eibach springs for a 170 pound rider and 400 pound bike.<br /> * [http://www.advrider.com/forums/showpost.php?p=9194068&amp;postcount=6556 The preceeding post] mentions 0.47kg springs.<br /> * [http://www.advrider.com/forums/showpost.php?p=9198388&amp;postcount=6558 This post] says 0.52kg springs for a 260 pound rider with good results.<br /> * [http://www.advrider.com/forums/showpost.php?p=9216995&amp;postcount=6570 This post] mentions that stock XR600 (?) springs may be only 0.38kg.<br /> * [http://www.advrider.com/forums/showpost.php?p=9221935&amp;postcount=6578 This post] says the first two years of XR400s had 0.38kg springs, after which they switched to 0.40kg.<br /> * [http://www.advrider.com/forums/showpost.php?p=9230931&amp;postcount=6587 This post] says a tuner calculated 0.54kg/mm to be optimal for road use.<br /> <br /> * [http://www.xrsonly.com/parts-categories-1/suspension-parts/suspension-fork-springs/eibach-fork-springs-honda-xr400r-xr600r-xr650l-47kg-rate XR's Only] has Eibach 0.45kg/mm, 0.47kg/mm, and 0.50kg/mm springs for $99. They are listed for XR400R, XR600R, and XR650L.<br /> <br /> ===== Cutting Fork Springs =====<br /> <br /> Aftermarket fork springs are usually nothing more than shorter equivalents of standard fork springs. Given the same material, coil diameter, and wire diameter, a fewer coils yield a stiffer spring.<br /> <br /> [http://articles.superhunky.com/4/64 This SuperHunky article] explains how to cut truck springs using a torch and bench grinder. This [http://motorcycleinfo.calsci.com/Suspension2.html Fork Spring Worksheet] will help determine the number of coils to cut.<br /> <br /> ==Brakes==<br /> <br /> ===Stock===<br /> <br /> The US-spec 1989 through 1992 Honda Transalps use a rigid rotor which is 276mm in diameter. The brake caliper is a floating, twin-piston unit (each piston is 30mm in diameter).<br /> <br /> ===Upgrades===<br /> <br /> ====Rotors for Transalps====<br /> No upgraded rotors appear to be available for US Transalps. Rotors intended for some other bikes may work, however. In Europe, various brake upgrade kits have been sold.<br /> <br /> =====NT650 Hawk=====<br /> The Honda NT650 Hawk uses the same bolt pattern as the Transalp, but with a 316mm diameter ([http://hawkworks.net/useful_info.html this page] has excellent Hawk information). A Hawk rotor with a caliper-relocation bracket is probably the most common braking upgrade performed on Transalps.<br /> <br /> Several companies produce stock-size Hawk rotors:<br /> &lt;blockquote&gt;<br /> * [[Image:EBC_MD1021LS.jpg|right]] [http://www.ebcbrakes.com/ EBC] MD1021LS<br /> ** 316mm diameter.<br /> ** Listed in the [http://www.ebcbrakes.com/Assets/2007usamc.pdf EBC catalog] as an 'S/F' type, meaning floating conversion for solid rotors.<br /> ** Also fits 1991-2003 CB750 Nighthawk, 1994-2003 VF750C Magna, 1991-2002 ST1100, 1995 ST1100A.<br /> &lt;br style=&quot;clear:both;&quot;/&gt;<br /> &lt;/blockquote&gt;<br /> <br /> Oversize Hawk rotors are also available:<br /> &lt;blockquote&gt;<br /> * [[Image:Braking_Ho26fld_thumb.jpg|right]] [http://www.brakingusa.com/ Braking] [http://brakingusa.com/searchresults.aspx?ProdNum=HO26FLD HO26FLD] ('wave' or 'petal' style rotor)<br /> ** 318mm diameter<br /> ** &lt;b&gt;There is no available brake caliper spacer to accommodate a 318mm brake rotor when using Transalp fork legs&lt;/b&gt;.<br /> &lt;br style=&quot;clear:both;&quot;/&gt;<br /> <br /> &lt;/blockquote&gt;<br /> <br /> =====Brake Caliper Spacer for Honda Hawk Rotors=====<br /> <br /> Since the 316mm Hawk disc is larger than the Transalp's 276mm disc, a new brake caliper bracket or a spacer is required. There are two options you may read about, only one of which is in production:<br /> <br /> =====M.A.P. Engineering=====<br /> <br /> M.A.P. Engineering has a [http://www.map-engineering.com/proddetail.php?prod=MAPXLVAdapter brake caliper spacer to accommodate a Honda Hawk rotor]. Update: the M.A.P. Engineering website is no more. No additional information is available at this time.<br /> <br /> =====Lenac=====<br /> <br /> There was a brake caliper spacer known as the &quot;Lenac,&quot; &quot;Lenac Brake Kit,&quot; etc. When M.A.P. discontinued the brake rotor, [http://www.transalp.org/phpbb2/viewtopic.php?p=3090&amp;sid=73d63a30ae35a59a0ebcd4cd6334b6ce Steve Lenac began producing his Big Brake Kit]. Unfortunately, he passed away. M.A.P. Engineering has begun producing the Hawk spacer again.<br /> <br /> =====Horsepower by Gary Davis=====<br /> <br /> In [http://www.transalp.org/phpBB3/viewtopic.php?f=21&amp;t=638 this thread], Gary Davis of [http://HPbyGD.com HPbyGD] says he produces caliper relocation brackets.<br /> <br /> ====Brakes for XR650L Fork Legs====<br /> <br /> This section is for those who have upgraded to XR650L forks.<br /> <br /> =====XR650L Front Wheel=====<br /> <br /> If you acquire an XR650L wheel to match your XR650L forks, there are several Supermoto kits available for the XR650L.<br /> <br /> =====Another XR Front Wheel=====<br /> <br /> Theoretically, any XR wheel can be put together with the XR650L front forks. [http://www.thumpertalk.com/forum/archive/index.php/t-612434.html The XR650L wheel has a different brake bolt pattern than the XR-R wheels]. Axles may be different diameters, but this can probably be fixed by replacing bearings and machining or replacing the bearing spacer.<br /> <br /> =====Transalp Front Wheel=====<br /> <br /> A Transalp wheel can be put into XR650L forks. The XR-L axle is thicker, so the wheel bearings will have to be replaced, and the bearing spacer will have to be machined or replaced. In this configuration, a Transalp or Honda Hawk brake rotor can be fitted, and the brake caliper can be placed on a relocation bracket made for the XR650L. An XR-compatible brake caliper will be required.<br /> <br /> [http://www.brakingusa.com Braking] offers several types of caliper relocation brackets for the XR series. The Transalp brake caliper &lt;i&gt;will not fit&lt;/i&gt;.<br /> <br /> ======XR Brake Caliper Compatibility======<br /> <br /> According to [http://www.thumpertalk.com/forum/showthread.php?p=7820588#post7820588 this post], all the XR models share the same caliper bracket mount dimensions:<br /> &lt;blockquote&gt;The XR400, XR600R, XR650L and XR650R all share the same caliper.<br /> <br /> You can use a front wheel from a later model XR on an XR650L if you use the correct caliper bracket for that sized disk. All of the fork legs have the same caliper bracket mounting dimensions and all of the bikes use the same sized caliper. They just use slightly different brackets for the different sized disks, which are easily swapped.&lt;/blockquote&gt;<br /> <br /> Note that this is not strictly true. By comparing Honda part numbers, it appears that the XR650L caliper and bracket are unique to the XR650L (1993 - 2008):<br /> * Bracket with shim: BRACKET, L. FR. 45110-KAS-902 $76.41<br /> * Entire caliper: CALIPER SUB-ASSY. 45150-MY6-305 $183.35<br /> <br /> Meanwhile, the XR650R shares the caliper with the CR250R, CR125R, CRF230F, CRF150F, and CR230F and the bracket with the CR250R, CR125R, CRF450R, CRF150F, and CRF230F (note: the caliper may be different on the CR450R).<br /> * Bracket with shim: BRACKET SUB-ASSY. 45190-KZ4-J21 $44.52<br /> * Entire caliper: CALIPER SUB-ASSY. 45150-KZ4-J21 $123.16<br /> <br /> The brake pads are identical across all of these, and more, models.<br /> <br /> I am personally using XR650L fork legs, a Transalp wheel, a Braking 318mm rotor, a Braking 'Supermoto' relocation bracket, and a CR250 brake caliper. The CR250 caliper is twin piston, with 27mm pistons. The stock Transalp brake has 30mm pistons. Using the stock Transalp master cylinder, braking feels 'wooden', but effective. The &quot;Supermoto&quot; brake caliper offered by Braking is 36mm, which will probably yield much better feel at the lever.<br /> <br /> The [http://www.braking.com/it/catalogue/intro.php Braking USA Catalog is here].<br /> * [http://www.braking.com/it/catalogue/dettaglio_prodotto.php?codice_articolo=POW21 POW21] - caliper spacer for XR/XR-L/CR calipers and 320mm rotors<br /> * [http://www.braking.com/it/catalogue/dettaglio_prodotto.php?codice_articolo=POW90 POW90] - caliper spacer for [http://www.braking.com/it/catalogue/dettaglio_prodotto.php?codice_articolo=CA2501 Braking's CA2501 SM caliper] and 320mm rotors<br /> <br /> ====Caliper Spacer/Adapter====<br /> With the larger diameter disc, a new spacer must be used to move the Transalp's brake caliper outward.<br /> <br /> [http://advrider.com/forums/showthread.php?p=792549 This thread] (advrider.com) mentions a guy making a spacer so you can use a stock Hawk rotor (316mm) on the TA (276mm stock).<br /> &lt;blockquote&gt;&lt;pre&gt;Anyway- potential very good news- I asked the guy who built a brake <br /> kit for Honda Hawks (a 6 piston caliper and GSXr rotor- works great- <br /> I have one on my Hawk) to look at a potential TA solution. He designed <br /> and built a bracket that relocates the stock TA caliper so that you <br /> can use a stock Hawk rotor which is larger (and I think a little <br /> thicker) than the stock TA rotor. Combined with steel braided lines <br /> and HH pads (which he thinks might not even be necessary) this should <br /> provide a relatively inexpensive upgrade to the TA.<br /> <br /> I should be doing this in the next month or so and will let you all <br /> know how it works. Keep fingers crossed&lt;/pre&gt;&lt;/blockquote&gt;<br /> <br /> [http://advrider.com/forums/showthread.php?t=131991 This thread] (advrider.com) mentions the Hawk rotor again.<br /> &lt;blockquote&gt;&lt;pre&gt;Stainless brake line is a good investment. Speigler, and Galfer both offer<br /> one. Maybe others. The trick brake upgrade is get a used rotor from 88-91<br /> NT650 Hawk. Same bolt pattern but 40mm bigger diameter. Then you have to<br /> machine an adapter to offset the caliper. I'm working on this now.&lt;/pre&gt;&lt;/blockquote&gt;<br /> <br /> Also:<br /> &lt;blockquote&gt;&lt;pre&gt;Steve (Fast By Big Boy) Lenac (bigboy11@sigmaweb.net) has (or will<br /> shortly have) the full kits for this. I have one on mine (shown in <br /> the &quot;show me&quot; thread) and it makes a difference.&lt;/pre&gt;&lt;/blockquote&gt;<br /> <br /> ====Sources and Prices====<br /> &lt;blockquote&gt;<br /> {| border=0 cellspacing=0<br /> ! colspan=&quot;2&quot; style=&quot;background:#BBBBBB&quot; | EBC MD1021LS<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | $168.95 || MAW<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | $174 || Ron Ayers<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | $179 || AZ Motorsports<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> ! colspan=&quot;2&quot; style=&quot;background:#BBBBBB;&quot; | Braking (wave) HO26FLD (that's ho, not h-zero)<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | [http://cgi.ebay.com/ebaymotors/BREAKING-ROTOR-HON-FRT-318-WAVE-HO26FLD_W0QQcmdZViewItemQQcategoryZ35557QQihZ002QQitemZ4626916801QQtcZphoto $186.95 ($200.36 w/S/H)] || [http://stores.ebay.com/Street-Bike-Accessory-Warehouse Streetbike Accessory Warehouse]<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | $203.88 || [http://www.motorcycleproshop.com/detail.asp?product_id=HO26FLD Motorcycleproshop]<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | $212 || [http://www.cyclepages.com/ProductDetails.aspx?ProductID=4008653 Cyclepages]<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | $214.95 || AZ Motorsports<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> ! colspan=&quot;2&quot; style=&quot;background:#BBBBBB;&quot; | Galfer (stainless) DF022 (022)<br /> |- bgcolor=&quot;#EEEEEE&quot;<br /> | $185.35 || AZ Motorsports<br /> |}<br /> &lt;/blockquote&gt;<br /> <br /> ==Exhaust==<br /> <br /> ===GSXR-1000===<br /> According to [http://www.advrider.com/forums/showthread.php?t=39170&amp;page=195 this thread] (advrider.com), 2001 - 2004 GSXR1000 mufflers are a relatively easy add-on.<br /> &lt;blockquote&gt;Not quite a direct bolt-on but close. I got two 15° bend stainless steel tubes from Burns Stainless and rotated them until I got the right angle. Then I made the flange to bolt on the muffler. I attached the muffler and then tacked the flange and the two sections in place. I'm not a welder so you won't see a close-up shot. I originally had a GSXR1000 muffler on because it was titanium. But when I put the bags and mounts on, the muffler was too big and in the way. So I swapped it out for a 750 or 600 unit, shorter but not titanium. Fortunately, it weighs the same due to the shorter length.&lt;/blockquote&gt;<br /> <br /> =Electrical=<br /> <br /> ==Battery==<br /> <br /> === Sealed Batteries===<br /> <br /> ==== YTX14AH-BS ====<br /> <br /> According to [http://www.advrider.com/forums/showthread.php?t=39170&amp;page=184 this thread], the stock lead-acid battery, YB12A-B, can be replaced with a sealed lead-acid battery, YTX14AH-BS. The only modification necessary is to remove the battery insulator sleeve.<br /> <br /> * [http://www.google.com/products?q=yuasa+YTX14AH-BS&amp;scoring=p Froogle: $66 - $100+]<br /> <br /> ==== Deka ====<br /> <br /> [http://www.advrider.com/forums/showpost.php?p=9120741&amp;postcount=6467 This post] details the Deka ETX15, which fits in the stock Transalp battery cage without the battery sleeve, and has redundant lugs which could be helpful with auxiliary wiring.<br /> * [http://www.google.com/products?q=deka+ETX15&amp;scoring=p Froogle: $55 - $72]<br /> <br /> ==== NT650 ====<br /> <br /> [http://www.advrider.com/forums/showpost.php?p=5471181&amp;postcount=2749 This post] details how a sealed battery specified for a Hawk NT650V can be used on the Transalp, but it requires a 1/8&quot; shim underneath and possible cutting of the battery sleeve.<br /> <br /> ==Regulator/Rectifier==<br /> <br /> The Transalp regulator/rectifier isn't really a known weak point. [http://www.advrider.com/forums/showpost.php?p=10381603&amp;postcount=3964 Jim Davis used a MOSFET-type unit from a CBR600] (labeled FH008-EB) on his Africa Twin. [http://www.advrider.com/forums/showpost.php?p=15786568&amp;postcount=9349 'dreamer' references this] and mentions that CBR600RR regulator/rectifier units from 2007 - 2010, labeled FH008, are suitable.<br /> <br /> [http://www.advrider.com/forums/showpost.php?p=15787063&amp;postcount=9352 'ravelv' indicates that these are still shunt-type regulators].<br /> <br /> ==CDI (Ignition) Modules==<br /> <br /> Transalp CDIs seem to go bad at 30k - 40k miles. Some last longer, some shorter. The typical cause of failure seems to be soldered joints coming apart. Usually, removing the plastic casing will reveal that the connector's leads have become detached from the circuit board.<br /> <br /> ===Stock Honda===<br /> <br /> The Honda CDI for a 1989 Honda Transalp is part number 30410-MS8-610. It appears on parts finder websites under 'Wiring Harness'. The best price I can find (as of 9/14/2011) is $103.05 from Honda Peninsula, but their shipping is exorbitant at $25.<br /> <br /> ===CDI Holder Update===<br /> <br /> The molded rubber CDI holder has been updated to reposition the CDI boxes. The connectors will come out toward the back of the bike, rather than upward toward the seat. This may prevent the seat from pressing down onto the connectors. However, the benefit may actually be due to better vibration isolation.<br /> <br /> The updated CDI holder is Honda part number 30401-MM9-010.<br /> <br /> ===M.S. Dual Line===<br /> <br /> [http://www.advrider.com/forums/showpost.php?p=16151078&amp;postcount=11569 This post] talks about M.S. CDI modules for Transalps, and RD03 Africa Twins.<br /> &lt;blockquote&gt;&quot;The new CDIs &quot;Dual Line&quot; have advanced spark angle (for 95 octane fuel). They can be switch to standard advance by cutting the long, black wire loop. The short yellow wire loop activates the side stand switch stop the engine. Cut it only after thorrowly testriding the bike. Detailed description in German is enclosed, I work on the English version.&lt;/blockquote&gt;<br /> <br /> [http://transalp.org/phpBB3/viewtopic.php?f=13&amp;t=5609 This Transalp.org thread], by Götz Stelzenmüller, announces the digital CDIs and describes them in-depth. The 'Dual Line' CDI has two spark advance curves. The increased-advance curve ( is default and requires 95 ROZ gas (equivalent to 91 octane in the U.S. and Canada, see [http://en.wikipedia.org/wiki/Octane_rating#Anti-Knock_Index_.28AKI.29 AKI vs RON/ROZ]). The standard-advance curve is selected by cutting the black wire.<br /> <br /> * [http://motorbike-shop.de/product_info.php?cPath=124&amp;products_id=908 M&amp;S Dual Line for Honda Transalp (pair)] (manufacturer's website). 139 Euros for one (p/n H003) or 259 Euros for a pair (H004) as of 9/14/2011.<br /> * [http://motorbike-shop.de/product_info.php?cPath=124&amp;products_id=1030 Cheaper analog option] (p/n H009) 90 Euros each. Cannot be mixed with the digital model.<br /> <br /> ===Argentinian CDIs===<br /> <br /> There are several brands of CDIs which are made in Argentina. Most likely, they are all the same. They are listed as model &quot;1553&quot; or &quot;IHA6001&quot;.<br /> <br /> Ladder106 on AdvRider [http://www.advrider.com/forums/showpost.php?p=13329826&amp;postcount=9799 bought two Argentinian CDIs from eBay seller Zorko's]. [http://www.advrider.com/forums/showpost.php?p=16102955&amp;postcount=11525 He reported that they were still working well 8,000 miles later].<br /> <br /> mas335 [http://www.advrider.com/forums/showpost.php?p=16107029&amp;postcount=11528 provides a link to the manufacturer and reports his own success with these units]:<br /> &lt;blockquote&gt;Here's a link to the CDI manufacturer, DZE in Argentina. They appear to be a major supplier to aftermarket and OEM companies including Lear, Ford, VW, and GM. I have been using these as well and can't tell any difference, great value. &lt;/blockquote&gt;<br /> <br /> * [http://www.dze.com.ar/en/nosotros Manufacturer's website] (DZE).<br /> ** [http://www.dze.com.ar/en/producto/1553/Cdi%20Honda%20Africa%20Twin%20XLV%20600%20XRV%20650 Link to model 1553 for XLV600 and XRV650]<br /> <br /> ===Rick's Motorsport Electrics===<br /> <br /> * Hot Shot line - no longer available? Where is/was it made?<br /> * [http://www.ricksmotorsportelectrics.com/proddetail.php?prod=15-611&amp;pmc=ODlIb25YTFY2MDBW OEM style on Rick's website] 15-611 $105.<br /> <br /> [http://www.advrider.com/forums/showpost.php?p=13329663&amp;postcount=9798 This post] dissects the stock CDI, shows photos of the Rick's Motorsport Electrics 15-611 (CDI unit itself reads &quot;CDI 1553&quot;). &quot;Made in Argentina&quot; is clearly visible on the blister pack.<br /> <br /> ====Arrowhead Electrical IHA6001====<br /> <br /> * [http://www.arrowheadep.com/resources/Powersports_Catalog_1_2009.pdf?agree=0 Arrowhead Electrical Powersports catalog] (see pp 86).<br /> * [http://www.powersportsuperstore.com/ProductDetails.asp?ProductCode=4467287&amp;Click=35177 $67.69 from Powersport Superstore].<br /> <br /> =Repair=<br /> <br /> ==Fuel==<br /> <br /> ===Petcock Diaphragm===<br /> The petcock diaphragm develops a leak and cuts off fuel to the engine. This is a common problem. K&amp;L sells a diaphragm repair kit. It's available [http://www.amotostuff.com/product/18-2701.html here] and other places as well (presumably the K&amp;L part number is 18-2701).<br /> <br /> Also note that the vacuum line running from the cylinder head to the petcock diaphragm (vacuum side) can develop a leak, leading to backfiring.<br /> <br /> =Paint and Bodywork=<br /> <br /> ==Frame==<br /> <br /> Duplicolor DE1615 is a very good match for the Transalp's silver frame color.<br /> <br /> =Accessories=<br /> <br /> ==Luggage==<br /> <br /> ===Racks===<br /> *[http://www.happy-trail.com Happy Trails] makes aluminum panniers and steel luggage racks. Their mounting kits are also usable with GIVI and Pelican cases.<br /> *[http://www.givi.it GIVI] offers topcase adapters which replace the plate on the Transalp's rear carrier. They also produce crashbars.<br /> ** The E200 Monorack plate is available for 1988-1996 applications (note that the E211 may also be listed, but is for 1997-1998 applications):<br /> *** [https://s.hostingprod.com/@www.midwestcycle.com/ssl/store/view_product.php?product=E200 Midwest Cycle Supply]<br /> *** [http://store.azmusa.com/azmotorsports/common.html AZ Motorsports]<br /> *** [http://www.happy-trail.com/productinfo.aspx?productid=154&amp;categoryid=31&amp;startpage=1 Happy Trails]<br /> <br /> ===Cases===<br /> <br /> ==Crashbars==<br /> * The TN363 crash bars are available from [http://store.azmusa.com/azmotorsports/giencaguforh.html AZ Motorsports] and [http://happy-trail.com/productinfo.aspx?productid=162&amp;categoryid=10&amp;startpage=1 Happy Trail]. Mounting these to a US-spec Transalp requires longer bolts across the front and minor trimming of the bike's plastic radiator guard.<br /> <br /> ==Misc==<br /> * [http://www.old-site.africanqueens.de/home_e.htm African Queens] sells hard-core accessories.<br /> <br /> =Wheels=<br /> <br /> ==Front==<br /> <br /> The Transalp front wheel is a 1.85&quot;x21&quot; D.I.D. rim with 36 spokes.<br /> <br /> ===Spoke Length===<br /> <br /> Honda's parts catalog microfiche lists the following part numbers for the front wheel spokes:<br /> * 44610-MM9-405 (supersedes part 446A0-MM9-000) Spoke set A front B9x250.5 18x<br /> * 44611-MM9-405 (supersedes part 446B0-MM9-000) Spoke set B front B9x247.0 18x <br /> <br /> Presumably the &quot;B9&quot; indicates 9-gauge and 250.5 and 247.0 are millimeter lengths.<br /> <br /> [http://www.cross-center.com/en/spokes-and-spoke-sets/all-spokes/spoke-set-xl-600-transalp-21-89-96-front-wheel.html Cross Center sells a 1989-1996 Honda Transalp spoke kit]. They only sell to dealers, but they list some useful information:<br /> <br /> &lt;blockquote&gt;<br /> This spoke set has 36 spokes with nickel plated steel nipples.<br /> For: 21” front wheel.<br /> <br /> Spoke size: 18 spokes of 3,6x247 mm. Left side. OEM Ref. 44611-MM9-405.<br /> Spoke size: 18 spokes of 3,6x250 mm. Right side. OEM Ref. 44610-MM9-405.<br /> &lt;/blockquote&gt;<br /> <br /> =Resources=<br /> * The great [http://www.advrider.com/forums/showthread.php?t=39170 &quot;Show us your TransAlp modifications&quot; thread] on ADVrider.com.<br /> * [http://www.advrider.com/forums/showthread.php?t=134757 &quot;Transalp Transformation&quot;] on ADVrider.com (90k mile Transalp gets XR-L forks, a 30mm rear spacer, a custom dash, and ProTaper bars).<br /> * Jeff Stoess's [http://www.transalp.org/phpbb2/viewtopic.php?t=52 Transalp to AfricaTwin] 'conversion' thread. Uses XR600 forks, a 30mm rear spacer, and Africa Twin tank, headlights, and body parts.<br /> * [http://www.transalp.org/phpbb2/viewforum.php?f=21&amp;sid=be20779a95643722850a525c40c9d887 Modifications thread] on Transalp.org.<br /> * [http://stormforce8.smugmug.com/gallery/4511638_iLRD8#265603065 Photos of &quot;marathon&quot; and auxiliary tanks].<br /> * [http://picasaweb.google.com/CombustionCycles/TransalpBuildJan2009ForSandblast09?feat=directlink Transalp build-up] featuring a hand-built exhaust.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Riding_Skills&diff=2630 Riding Skills 2025-01-27T07:25:25Z <p>Jeff: </p> <hr /> <div>===Books===<br /> <br /> * [https://www.amazon.com/Twist-Wrist-Motorcycle-Roadracers-Handbook/dp/0965045013 Twist of the Wrist: The Motorcycle Roadracers Handbook] by Keith Code<br /> * [https://www.amazon.com/Twist-Wrist-Vol-High-Performance-Motorcycle/dp/0965045021/ A Twist of the Wrist Vol. 2: The Basics of High-Performance Motorcycle Riding] by Keith Code<br /> * [https://www.amazon.com/Proficient-Motorcycling-Ultimate-Guide-Riding/dp/1620081199/ Proficient Motorcycling: The Ultimate Guide to Riding Well, Updated &amp; Expanded 2nd Edition] by David L. Hough - general strategies for real-world road riding<br /> <br /> ===Target Fixation===<br /> <br /> [https://www.youtube.com/watch?v=dNFaAqS2f18 This RNickeyMouse video] is the best demonstration of target fixation that I've ever seen. The motorcyclist sees bicycles ahead and fixates on them.<br /> <br /> ===Off-Road Skills===<br /> <br /> [http://www.advrider.com/forums/showthread.php?t=158982 This ADV Rider thread] has some interesting information on riding in sand.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Riding_Skills&diff=2629 Riding Skills 2025-01-27T04:13:23Z <p>Jeff: /* Target Fixation */</p> <hr /> <div><br /> ===Target Fixation===<br /> <br /> [https://www.youtube.com/watch?v=dNFaAqS2f18 This RNickeyMouse video] is the best demonstration of target fixation that I've ever seen. The motorcyclist sees bicycles ahead and fixates on them.<br /> <br /> ===Off-Road Skills===<br /> <br /> [http://www.advrider.com/forums/showthread.php?t=158982 This ADV Rider thread] has some interesting information on riding in sand.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Riding_Skills&diff=2628 Riding Skills 2025-01-27T04:11:21Z <p>Jeff: /* Target Fixation */</p> <hr /> <div><br /> ===Target Fixation===<br /> <br /> [This RNickeyMouse video https://www.youtube.com/watch?v=dNFaAqS2f18] is the best demonstration of target fixation that I've ever seen. The motorcyclist sees bicycles ahead and fixates on them.<br /> <br /> ===Off-Road Skills===<br /> <br /> [http://www.advrider.com/forums/showthread.php?t=158982 This ADV Rider thread] has some interesting information on riding in sand.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Riding_Skills&diff=2627 Riding Skills 2025-01-27T04:11:09Z <p>Jeff: </p> <hr /> <div><br /> ===Target Fixation===<br /> <br /> [This RNickeyMouse video](https://www.youtube.com/watch?v=dNFaAqS2f18) is the best demonstration of target fixation that I've ever seen. The motorcyclist sees bicycles ahead and fixates on them.<br /> <br /> <br /> ===Off-Road Skills===<br /> <br /> [http://www.advrider.com/forums/showthread.php?t=158982 This ADV Rider thread] has some interesting information on riding in sand.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Motorcycle_Handling&diff=2626 Motorcycle Handling 2024-09-29T05:47:12Z <p>Jeff: Created page with &quot;=A Twist of the Wrist II 2009= https://www.youtube.com/watch?v=d_DyKJtrZ6w 40:09 demonstration that, with steady throttle, a motorcycle&#039;s front wheel will maintain its steering angle throughout a turn&quot;</p> <hr /> <div>=A Twist of the Wrist II 2009=<br /> <br /> https://www.youtube.com/watch?v=d_DyKJtrZ6w<br /> <br /> 40:09 demonstration that, with steady throttle, a motorcycle's front wheel will maintain its steering angle throughout a turn</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Main_Page&diff=2625 Main Page 2024-09-29T05:19:40Z <p>Jeff: </p> <hr /> <div>This site is an archive of miscellaneous motorcycle-related information and links. My vehicle maintenance notes are [http://www.gummycarbs.com/blog/ here].<br /> <br /> =Technical=<br /> * [[Model-Specific Information]]<br /> * [[Manuals]]<br /> * [[How-To Guides]]<br /> * [[On-bike Cameras]]<br /> * [[Polishing Aluminum]]<br /> * [[Plating]]<br /> * [[Tools]]<br /> * [[Oil and Filters]]<br /> * [[Rust Removal]]<br /> * [[Motorcycle Handling]]<br /> <br /> ==Systems==<br /> * [[Wheels]]<br /> * [[Tires]]<br /> * [[Electrical]]<br /> * [[Carburetion and Fuel Injection]]<br /> * [[Braking]]<br /> * [[Chain and Sprockets]]<br /> * [[Paint and Surfaces]]<br /> * [[Lighting]]<br /> * [[Reflective]]<br /> * [[Car Audio]]<br /> <br /> ==Fabrication==<br /> * [[Composites]] (fiberglass, carbon fiber, kevlar, etc.)<br /> * [[Welding]]<br /> * [[Metal Forming]]<br /> * [[Machining]]<br /> <br /> =Products=<br /> * [[Helmets]]<br /> * [[Apparel]]<br /> * [[Accessories]]<br /> * [[Silicone Coolant Hoses]]<br /> * [[Fuel System]]<br /> * [[Recommended by MCN]]<br /> * [[Favorite Motorcycle Products]]<br /> * [[Emergency]]<br /> <br /> =Legal=<br /> * [[Importing Vehicles]]<br /> <br /> =Activities=<br /> * [[Road Racing]]<br /> * [[Observed Trials]]<br /> * [[Adventure Touring]]<br /> <br /> =Resources=<br /> * [[Online Parts Shops]]<br /> * [[Importers and Exporters]]<br /> * [[Safety Products]]<br /> * [[Riding Skills]]<br /> * [http://www.motorcycleproject.com/motorcycle/text/booknook.html Mike Nixon's Manuals]<br /> * [http://www.mrcycles.com/ Microfiche] for the big four Japanese manufacturers.<br /> * [[Example Customizations]]<br /> <br /> ==Vintage==<br /> * [http://www.partsnmore.com/ Parts-n-more] sells reproduction parts for vintage bikes.<br /> * [http://www.reproductiondecals.com/vintageads.html Vintage ads and decals]<br /> <br /> ==Links==<br /> * http://motorcycleinfo.calsci.com/ a very large motorcycle information site.<br /> * [http://gummycarbs.com/index.php?title=Image:Japengines.jpg#file How much abuse can an engine take?] (originally from http://www.timothypilgrim.com/bike/japengines.jpg)</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2621 Transalp Engine Swaps 2023-10-07T07:51:37Z <p>Jeff: /* Specification Comparison */</p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp XL650V<br /> * Honda Transalp XL700V<br /> <br /> The Honda NT650V and NT750V Deuville motor '''will not''' swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines ''might''' be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> The latest Two Brothers Racing exhaust 1-1/2&quot; at the exhaust port, 1-5/8&quot; through the curves, 1-5/8&quot; at the collector, to a 2&quot; tail pipe to the muffler.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Horsepower<br /> ! Torque<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 50 hp @ 8000<br /> | 39.1 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |-<br /> ! Aprilia ETV1000<br /> | 997.6cc<br /> | 98 hp @ 8250<br /> | 71.5 lb-ft @ 6250<br /> | 97x67.5mm<br /> | 10.4:1<br /> | EFI 47mm throttle bodies<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Car_Audio&diff=2620 Car Audio 2023-04-25T21:03:14Z <p>Jeff: /* Carpet Padding */</p> <hr /> <div>=Soundproofing=<br /> <br /> ==Decoupler==<br /> <br /> ===Carpet Padding===<br /> <br /> Most foam carpet padding is open cell, which will absorb and hold any water that leaks in or accumulates via condensation. Closed-cell foam is better.<br /> <br /> * [https://www.amazon.com/gp/product/B074V7Z262 Noico WP 150 1/6&quot; thick, closed-cell polyethylene foam] seems to be discontinued.<br /> * [https://www.homedepot.com/p/Lifeproof-6-ft-x-9-ft-Waterproof-5-16-in-Thickness-Carpet-Cushion-Area-Rug-Pad-2200000356/323819060 Lifeproof 6x9 Waterproof 5/16&quot; thick rug pad] is available from Home Depot for $0.95 per square foot.<br /> <br /> According to [https://www.homeflooringpros.com/lifeproof-carpet/ this page], Lifeproof *carpet* is made by Mohawk Flooring. They may or may not also manufacture the above closed-cell foam padding.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Car_Audio&diff=2619 Car Audio 2023-04-25T21:01:48Z <p>Jeff: /* Carpet Padding */</p> <hr /> <div>=Soundproofing=<br /> <br /> ==Decoupler==<br /> <br /> ===Carpet Padding===<br /> <br /> Most foam carpet padding is open cell, which will absorb and hold any water that leaks in or accumulates via condensation. Closed-cell foam is better.<br /> <br /> * [https://www.amazon.com/gp/product/B074V7Z262 Noico WP 150 1/6&quot; thick, closed-cell polyethylene foam] seems to be discontinued.<br /> * [https://www.homedepot.com/p/Lifeproof-6-ft-x-9-ft-Waterproof-5-16-in-Thickness-Carpet-Cushion-Area-Rug-Pad-2200000356/323819060 Lifeproof 6x9 Waterproof 5/16&quot; thick rug pad] is available from Home Depot for $0.95 per square foot.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Car_Audio&diff=2618 Car Audio 2023-04-25T21:01:24Z <p>Jeff: Created page with &quot;=Soundproofing= ==Decoupler== ===Carpet Padding=== Most foam carpet padding is open cell, which will absorb and hold any water that leaks in or accumulates via condensation...&quot;</p> <hr /> <div>=Soundproofing=<br /> <br /> ==Decoupler==<br /> <br /> ===Carpet Padding===<br /> <br /> Most foam carpet padding is open cell, which will absorb and hold any water that leaks in or accumulates via condensation. Closed-cell foam is better.<br /> <br /> [https://www.amazon.com/gp/product/B074V7Z262 Noico WP 150 1/6&quot; thick, closed-cell polyethylene foam] seems to be discontinued.<br /> <br /> [https://www.homedepot.com/p/Lifeproof-6-ft-x-9-ft-Waterproof-5-16-in-Thickness-Carpet-Cushion-Area-Rug-Pad-2200000356/323819060 Lifeproof 6x9 Waterproof 5/16&quot; thick rug pad] is available from Home Depot for $0.95 per square foot.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Main_Page&diff=2617 Main Page 2023-04-25T20:53:45Z <p>Jeff: /* Systems */</p> <hr /> <div>This site is an archive of miscellaneous motorcycle-related information and links. My vehicle maintenance notes are [http://www.gummycarbs.com/blog/ here].<br /> <br /> =Technical=<br /> * [[Model-Specific Information]]<br /> * [[Manuals]]<br /> * [[How-To Guides]]<br /> * [[On-bike Cameras]]<br /> * [[Polishing Aluminum]]<br /> * [[Plating]]<br /> * [[Tools]]<br /> * [[Oil and Filters]]<br /> * [[Rust Removal]]<br /> <br /> ==Systems==<br /> * [[Wheels]]<br /> * [[Tires]]<br /> * [[Electrical]]<br /> * [[Carburetion and Fuel Injection]]<br /> * [[Braking]]<br /> * [[Chain and Sprockets]]<br /> * [[Paint and Surfaces]]<br /> * [[Lighting]]<br /> * [[Reflective]]<br /> * [[Car Audio]]<br /> <br /> ==Fabrication==<br /> * [[Composites]] (fiberglass, carbon fiber, kevlar, etc.)<br /> * [[Welding]]<br /> * [[Metal Forming]]<br /> * [[Machining]]<br /> <br /> =Products=<br /> * [[Helmets]]<br /> * [[Apparel]]<br /> * [[Accessories]]<br /> * [[Silicone Coolant Hoses]]<br /> * [[Fuel System]]<br /> * [[Recommended by MCN]]<br /> * [[Favorite Motorcycle Products]]<br /> * [[Emergency]]<br /> <br /> =Legal=<br /> * [[Importing Vehicles]]<br /> <br /> =Activities=<br /> * [[Road Racing]]<br /> * [[Observed Trials]]<br /> * [[Adventure Touring]]<br /> <br /> =Resources=<br /> * [[Online Parts Shops]]<br /> * [[Importers and Exporters]]<br /> * [[Safety Products]]<br /> * [[Riding Skills]]<br /> * [http://www.motorcycleproject.com/motorcycle/text/booknook.html Mike Nixon's Manuals]<br /> * [http://www.mrcycles.com/ Microfiche] for the big four Japanese manufacturers.<br /> * [[Example Customizations]]<br /> <br /> ==Vintage==<br /> * [http://www.partsnmore.com/ Parts-n-more] sells reproduction parts for vintage bikes.<br /> * [http://www.reproductiondecals.com/vintageads.html Vintage ads and decals]<br /> <br /> ==Links==<br /> * http://motorcycleinfo.calsci.com/ a very large motorcycle information site.<br /> * [http://gummycarbs.com/index.php?title=Image:Japengines.jpg#file How much abuse can an engine take?] (originally from http://www.timothypilgrim.com/bike/japengines.jpg)</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Main_Page&diff=2616 Main Page 2023-04-25T20:53:33Z <p>Jeff: /* Systems */</p> <hr /> <div>This site is an archive of miscellaneous motorcycle-related information and links. My vehicle maintenance notes are [http://www.gummycarbs.com/blog/ here].<br /> <br /> =Technical=<br /> * [[Model-Specific Information]]<br /> * [[Manuals]]<br /> * [[How-To Guides]]<br /> * [[On-bike Cameras]]<br /> * [[Polishing Aluminum]]<br /> * [[Plating]]<br /> * [[Tools]]<br /> * [[Oil and Filters]]<br /> * [[Rust Removal]]<br /> <br /> ==Systems==<br /> * [[Wheels]]<br /> * [[Tires]]<br /> * [[Electrical]]<br /> * [[Carburetion and Fuel Injection]]<br /> * [[Braking]]<br /> * [[Chain and Sprockets]]<br /> * [[Paint and Surfaces]]<br /> * [[Lighting]]<br /> * [[Reflective]]<br /> * [[Audio]]<br /> <br /> ==Fabrication==<br /> * [[Composites]] (fiberglass, carbon fiber, kevlar, etc.)<br /> * [[Welding]]<br /> * [[Metal Forming]]<br /> * [[Machining]]<br /> <br /> =Products=<br /> * [[Helmets]]<br /> * [[Apparel]]<br /> * [[Accessories]]<br /> * [[Silicone Coolant Hoses]]<br /> * [[Fuel System]]<br /> * [[Recommended by MCN]]<br /> * [[Favorite Motorcycle Products]]<br /> * [[Emergency]]<br /> <br /> =Legal=<br /> * [[Importing Vehicles]]<br /> <br /> =Activities=<br /> * [[Road Racing]]<br /> * [[Observed Trials]]<br /> * [[Adventure Touring]]<br /> <br /> =Resources=<br /> * [[Online Parts Shops]]<br /> * [[Importers and Exporters]]<br /> * [[Safety Products]]<br /> * [[Riding Skills]]<br /> * [http://www.motorcycleproject.com/motorcycle/text/booknook.html Mike Nixon's Manuals]<br /> * [http://www.mrcycles.com/ Microfiche] for the big four Japanese manufacturers.<br /> * [[Example Customizations]]<br /> <br /> ==Vintage==<br /> * [http://www.partsnmore.com/ Parts-n-more] sells reproduction parts for vintage bikes.<br /> * [http://www.reproductiondecals.com/vintageads.html Vintage ads and decals]<br /> <br /> ==Links==<br /> * http://motorcycleinfo.calsci.com/ a very large motorcycle information site.<br /> * [http://gummycarbs.com/index.php?title=Image:Japengines.jpg#file How much abuse can an engine take?] (originally from http://www.timothypilgrim.com/bike/japengines.jpg)</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2615 Honda ST1300 2022-03-19T21:14:33Z <p>Jeff: /* Plastic Rivets */</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === OEM ===<br /> * 91549-MW0-790ZA style with protruding, mushroomed head, 8x in lower cowl (~$4 each)<br /> * 90657-SB0-003 slightly protruding, fat style, 6x in lower cowl (~$5 each)<br /> * 90116-SP0-003 flush pin-type, 4x in lower cowl (~$5 each)<br /> * 90116-MCS-G00<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003:<br /> * Head diameter 11mm<br /> * Stem length 10mm<br /> * Hole size 8mm<br /> * Priced around $18 for a box of ten<br /> <br /> http://www.gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg<br /> <br /> === Show Chrome ===<br /> <br /> Show Chrome sells several types of plastic rivets.<br /> <br /> 3-104 (&quot;mushroom&quot; head)<br /> 3-106 (low-profile head)<br /> 3-112 (flat head, &quot;pin&quot; style)</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2614 Honda ST1300 2022-03-19T21:01:41Z <p>Jeff: /* Body Fasteners */</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === OEM ===<br /> * 91549-MW0-790ZA style with protruding, mushroomed head, 8x in lower cowl (~$4 each)<br /> * 90116-SP0-003 flush pin-type, 4x in lower cowl (~$5 each)<br /> * 90657-SB0-003 slightly protruding, fat style, 6x in lower cowl (~$5 each)<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003:<br /> * Head diameter 11mm<br /> * Stem length 10mm<br /> * Hole size 8mm<br /> <br /> http://www.gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg<br /> <br /> === Show Chrome ===<br /> <br /> Show Chrome sells several types of plastic rivets.<br /> <br /> 3-104 (&quot;mushroom&quot; head)<br /> 3-106 (low-profile head)<br /> 3-112 (flat head, &quot;pin&quot; style)</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2613 Honda ST1300 2022-03-14T23:07:22Z <p>Jeff: /* Plastic Rivets */</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003:<br /> * Head diameter 11mm<br /> * Stem length 10mm<br /> * Hole size 8mm<br /> <br /> http://www.gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg<br /> <br /> === Show Chrome ===<br /> <br /> Show Chrome sells several types of plastic rivets.<br /> <br /> 3-104 (&quot;mushroom&quot; head)<br /> 3-106 (low-profile head)<br /> 3-112 (flat head, &quot;pin&quot; style)</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2612 Honda ST1300 2022-03-13T21:14:24Z <p>Jeff: /* Au-ve-co */</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003:<br /> * Head diameter 11mm<br /> * Stem length 10mm<br /> * Hole size 8mm<br /> <br /> http://www.gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2610 Honda ST1300 2022-03-13T20:55:53Z <p>Jeff: /* Au-ve-co */</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003<br /> <br /> http://www.gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2609 Honda ST1300 2022-03-13T20:55:19Z <p>Jeff: /* Au-ve-co */</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003<br /> <br /> [http://www.gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg]</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2607 Honda ST1300 2022-03-13T20:39:14Z <p>Jeff: /* Au-ve-co */</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003<br /> <br /> [http://gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg]</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Honda_ST1300&diff=2606 Honda ST1300 2022-03-13T20:38:40Z <p>Jeff: Created page with &quot;= Body Fasteners = == Plastic Rivets == === Au-ve-co === The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003 Image:http://gummycarbs.com/pics/upload/20...&quot;</p> <hr /> <div>= Body Fasteners =<br /> <br /> == Plastic Rivets ==<br /> <br /> === Au-ve-co ===<br /> <br /> The Au-ve-co 19186 matches the specifications for Honda 90657-SB0-003<br /> <br /> [[Image:http://gummycarbs.com/pics/upload/2022/03/13/20220313133352-26a1f334.jpg]]</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Model-Specific_Information&diff=2605 Model-Specific Information 2022-03-13T20:30:49Z <p>Jeff: /* Honda */</p> <hr /> <div>==Honda==<br /> * [[Honda Transalp XL600V]]<br /> * [[CB750 SOHC4]]<br /> * [[Honda VFR750F RC36]]<br /> * [[Honda ST1300]]<br /> <br /> ==Suzuki==<br /> * [[Suzuki GSX1100S Katana]]<br /> <br /> ==Yamaha==<br /> * [[Yamaha GTS-1000]]<br /> <br /> <br /> ==Toyota==<br /> * [[Toyota Land Cruiser - 80 Series]]</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Automotive_Wiring&diff=2604 Automotive Wiring 2022-02-04T09:19:31Z <p>Jeff: /* GXL Wire Outside Diameters */</p> <hr /> <div>=Types=<br /> <br /> GXL is the most common. SXL has the same specs as GXL, but thicker insulation. TXL has the thinnest insulation.<br /> <br /> =Diameters=<br /> <br /> ==GXL Wire Outside Diameters==<br /> <br /> {|<br /> !AWG !!Diameter (inches)<br /> |-<br /> | 10 AWG || 0.174&quot;<br /> |-<br /> | 12 AWG || 0.142&quot;<br /> |-<br /> | 14 AWG || 0.116&quot;<br /> |-<br /> | 16 AWG || 0.118&quot;<br /> |-<br /> | 18 AWG || 0.094&quot;<br /> |-<br /> | 20 AWG || 0.084&quot;<br /> |}</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Automotive_Wiring&diff=2603 Automotive Wiring 2022-02-03T23:10:01Z <p>Jeff: Created page with &quot;=Types= GXL is the most common. SXL has the same specs as GXL, but thicker insulation. TXL has the thinnest insulation. =Diameters= ==GXL Wire Outside Diameters== {| !AW...&quot;</p> <hr /> <div>=Types=<br /> <br /> GXL is the most common. SXL has the same specs as GXL, but thicker insulation. TXL has the thinnest insulation.<br /> <br /> =Diameters=<br /> <br /> ==GXL Wire Outside Diameters==<br /> <br /> {|<br /> !AWG !!Diameter (inches)<br /> |-<br /> | 10 AWG || 0.174&quot;<br /> |-<br /> | 12 AWG || 0.142&quot;<br /> |-<br /> | 14 AWG || 0.116&quot;<br /> |-<br /> | 16 AWG || is 0.118&quot;<br /> |-<br /> | 18 AWG || 0.094&quot;<br /> |-<br /> | 20 AWG || 0.084&quot;<br /> |}</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Electrical&diff=2602 Electrical 2022-02-03T23:09:10Z <p>Jeff: /* Categories */</p> <hr /> <div>=Categories=<br /> * [[Charging System]]<br /> * [[Lighting]]<br /> * [[Relays]]<br /> * [[Electrical Connectors]]<br /> * [[Waterproofing Switches]], since the last thing you want is for your heated grips to fail from a corroded switch.<br /> * [[Electrical Regulators]] are required to power sensitive electronic items.<br /> * [[Automotive Wiring]]<br /> <br /> You'll find information about [[Heated grips]] on the [[Accessories]] page.<br /> <br /> =Resources=<br /> * The [http://www.airheads.org/content/view/159/49/ Airhead BMW] page has a ton of great information on relays.<br /> * [http://oldmanhonda.com/MC/wiring750K1.html Interactive Wiring Diagram] (Old Man Honda)<br /> * [http://public.fotki.com/Rbertalotto/motorcycle/motorcycle-projects/mobile-computer-system/ Roy B's crazy mobile office] (found [http://www.vfrdiscussion.com/forum/index.php?showtopic=37395# here])</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Electrical_Connectors&diff=2601 Electrical Connectors 2022-02-03T23:08:04Z <p>Jeff: /* Switchcraft */</p> <hr /> <div><br /> ===Connectors===<br /> <br /> Connectors for wiring items into the bike.<br /> <br /> * [[OEM-style Connectors]], just like Honda and others use.<br /> <br /> ===Plugs===<br /> <br /> Plugs for connecting electrical vests, radios, etc.<br /> <br /> * [[Power plugs]]<br /> <br /> =DC Coaxial Power Plugs and Sockets=<br /> <br /> ==Switchcraft==<br /> <br /> ===Plugs===<br /> <br /> 760HZ 2.5mm Short barrel<br /> * Mates with 712A, 712RA (right angle PC mount), PC712A (PC mount)<br /> <br /> 760KZ<br /> * 2.5mm <br /> * Short barrel<br /> * Mates with: 712A, 712RA (right angle PC mount), PC712A (PC mount)<br /> <br /> ===Jacks===<br /> <br /> 712A<br /> * 2.5mm power jack<br /> * Solder lugs<br /> * Mates with 760<br /> <br /> PC712A<br /> * 2.5mm power jack<br /> * Straight PC terminals<br /> * Mates with 760<br /> <br /> L712AS Sealed Power Jack<br /> * 2.5mm center pin<br /> * Solder Lugs<br /> * Mates with 761KS12 (2.5mm, black tip, cable OD 0.125-0.150&quot;), 761KS15 (2.5mm, cable OD 0.150-0.175&quot;), 761KS17 (2.5mm, cable OD 0.175-0.200&quot;)<br /> <br /> JCAP Power Jack Sealed Cap<br /> * Mates with: L712AS (sealed 2.5mm), PCL712AS (PC mount), L712RAS (right angle PC mount), L722AS (sealed 2.0mm), PCL722AS (PC mount), L722RAS (right angle PC mount)</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Electrical_Connectors&diff=2600 Electrical Connectors 2022-02-03T05:36:36Z <p>Jeff: /* DC Coaxial Power Plugs and Sockets */</p> <hr /> <div><br /> ===Connectors===<br /> <br /> Connectors for wiring items into the bike.<br /> <br /> * [[OEM-style Connectors]], just like Honda and others use.<br /> <br /> ===Plugs===<br /> <br /> Plugs for connecting electrical vests, radios, etc.<br /> <br /> * [[Power plugs]]<br /> <br /> =DC Coaxial Power Plugs and Sockets=<br /> <br /> ==Switchcraft==<br /> <br /> ===Plugs===<br /> <br /> 760HZ 2.5mm Short barrel<br /> * Mates with 712A, 712RA, PC712A<br /> <br /> 760KZ<br /> * 2.5mm <br /> * Short barrel<br /> * Mates with: 712A, 712RA, PC712A<br /> <br /> <br /> ===Jacks===<br /> <br /> 712A<br /> * 2.5mm power jack<br /> * Solder lugs<br /> * Mates with 760<br /> <br /> PC712A<br /> * 2.5mm power jack<br /> * Straight PC terminals<br /> * Mates with 760<br /> <br /> L712AS Sealed Power Jack<br /> * 2.5mm center pin<br /> * Solder Lugs<br /> * Mates with 761KS12, 761KS15, 761KS17<br /> <br /> JCAP Power Jack Sealed Cap<br /> * Mates with: L712AS, PCL712AS, L712RAS, L722AS, PCL722AS, L722RAS</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Electrical_Connectors&diff=2599 Electrical Connectors 2022-02-03T05:22:51Z <p>Jeff: </p> <hr /> <div><br /> ===Connectors===<br /> <br /> Connectors for wiring items into the bike.<br /> <br /> * [[OEM-style Connectors]], just like Honda and others use.<br /> <br /> ===Plugs===<br /> <br /> Plugs for connecting electrical vests, radios, etc.<br /> <br /> * [[Power plugs]]<br /> <br /> =DC Coaxial Power Plugs and Sockets=<br /> <br /> ==Switchcraft==<br /> <br /> ===Plugs===<br /> <br /> 760HZ 2.5mm Short barrel<br /> Mates with 712A, 712RA, PC712A<br /> <br /> 760KZ 2.5mm short barrel<br /> Mates with: 712A, 712RA, PC712A<br /> <br /> <br /> ===Jacks===<br /> <br /> L712AS Sealed Power Jack, 0.10&quot; (2.5mm) center pin, Solder Lugs<br /> Mates with 761KS12, 761KS15, 761KS17<br /> <br /> JCAP Power Jack Sealed Cap<br /> Mates with: L712AS, PCL712AS, L712RAS, L722AS, PCL722AS, L722RAS</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2596 Transalp Engine Swaps 2020-05-29T04:21:52Z <p>Jeff: /* Swap Candidates */</p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp XL650V<br /> * Honda Transalp XL700V<br /> <br /> The Honda NT650V and NT750V Deuville motor '''will not''' swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines ''might''' be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> The latest Two Brothers Racing exhaust 1-1/2&quot; at the exhaust port, 1-5/8&quot; through the curves, 1-5/8&quot; at the collector, to a 2&quot; tail pipe to the muffler.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 50 hp @ 8000<br /> | 39.1 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |-<br /> ! Aprilia ETV1000<br /> | 997.6cc<br /> | 98 hp @ 8250<br /> | 71.5 lb-ft @ 6250<br /> | 97x67.5mm<br /> | 10.4:1<br /> | EFI 47mm throttle bodies<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2595 Transalp Engine Swaps 2020-05-28T22:22:15Z <p>Jeff: /* Specification Comparison */</p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp 650<br /> * Honda Transalp 700<br /> <br /> The Honda NT650V and NT750V Deuville motor '''will not''' swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines ''might''' be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> The latest Two Brothers Racing exhaust 1-1/2&quot; at the exhaust port, 1-5/8&quot; through the curves, 1-5/8&quot; at the collector, to a 2&quot; tail pipe to the muffler.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 50 hp @ 8000<br /> | 39.1 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |-<br /> ! Aprilia ETV1000<br /> | 997.6cc<br /> | 98 hp @ 8250<br /> | 71.5 lb-ft @ 6250<br /> | 97x67.5mm<br /> | 10.4:1<br /> | EFI 47mm throttle bodies<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2594 Transalp Engine Swaps 2020-05-28T21:47:58Z <p>Jeff: /* Swap Candidates */</p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp 650<br /> * Honda Transalp 700<br /> <br /> The Honda NT650V and NT750V Deuville motor '''will not''' swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines ''might''' be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> The latest Two Brothers Racing exhaust 1-1/2&quot; at the exhaust port, 1-5/8&quot; through the curves, 1-5/8&quot; at the collector, to a 2&quot; tail pipe to the muffler.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |-<br /> ! Aprilia ETV1000<br /> | 997.6cc<br /> | 98 hp @ 8250<br /> | 71.5 lb-ft @ 6250<br /> | 97x67.5mm<br /> | 10.4:1<br /> | EFI 47mm throttle bodies<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2593 Transalp Engine Swaps 2020-05-28T21:41:40Z <p>Jeff: /* Exhaust */</p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp 650<br /> * Honda Transalp 700<br /> <br /> The Honda NT650V and NT750V Deuville motor **will not** swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines **might** be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> The latest Two Brothers Racing exhaust 1-1/2&quot; at the exhaust port, 1-5/8&quot; through the curves, 1-5/8&quot; at the collector, to a 2&quot; tail pipe to the muffler.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |-<br /> ! Aprilia ETV1000<br /> | 997.6cc<br /> | 98 hp @ 8250<br /> | 71.5 lb-ft @ 6250<br /> | 97x67.5mm<br /> | 10.4:1<br /> | EFI 47mm throttle bodies<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2592 Transalp Engine Swaps 2020-05-28T21:39:09Z <p>Jeff: /* Specification Comparison */</p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp 650<br /> * Honda Transalp 700<br /> <br /> The Honda NT650V and NT750V Deuville motor **will not** swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines **might** be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |-<br /> ! Aprilia ETV1000<br /> | 997.6cc<br /> | 98 hp @ 8250<br /> | 71.5 lb-ft @ 6250<br /> | 97x67.5mm<br /> | 10.4:1<br /> | EFI 47mm throttle bodies<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2591 Transalp Engine Swaps 2020-05-28T21:38:48Z <p>Jeff: /* Specification Comparison */</p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp 650<br /> * Honda Transalp 700<br /> <br /> The Honda NT650V and NT750V Deuville motor **will not** swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines **might** be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |-<br /> ! Aprilia ETV1000<br /> | 997.6cc<br /> | 98 hp @ 8250<br /> | 71.5 lb-ft @ 6250<br /> | 97x67.5mm<br /> | 10.4:1<br /> | 47mm<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2590 Transalp Engine Swaps 2020-05-28T21:34:41Z <p>Jeff: </p> <hr /> <div>=Swap Candidates=<br /> <br /> The following engines should swap in with no modifications to the frame:<br /> <br /> * Hawk NT650 (known as the Honda Bros outside the US market)<br /> * Honda Africa Twin XRV750 (RD04 or RD07)<br /> * Honda Transalp 650<br /> * Honda Transalp 700<br /> <br /> The Honda NT650V and NT750V Deuville motor **will not** swap in, because it's shaft drive. It may be possible to put the head and cylinders onto a Hawk engine. The Deuville EFI throttle bodies may be usable on a 52-degree Honda EFI conversion.<br /> <br /> The Rotax-made Aprilia 60-degree V-twin engines **might** be made to fit, but will require frame modifications. To my knowledge, this has never been done. One person on the Hawk GT Forum has swapped a Tuono engine into a Hawk and only mentions modifying the front engine hanger, but there are no additional details or photographs.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> =EFI Conversion=<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ==EFI Systems==<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ==Throttle Bodies==<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.<br /> <br /> =Specification Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2589 Transalp Engine Swaps 2020-05-27T07:33:11Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000 / Futura RST1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2588 Transalp Engine Swaps 2020-05-27T07:20:29Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000 / Falco SL1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2587 Transalp Engine Swaps 2020-05-27T07:20:14Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000/Falco SL1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2586 Transalp Engine Swaps 2020-05-27T07:08:59Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> ! 6th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |-<br /> ! Aprilia Caponord ETV1000<br /> | 2.5<br /> | 1.75<br /> | 1.368<br /> | 1.091<br /> | 0.957<br /> | 0.852<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2585 Transalp Engine Swaps 2020-05-27T07:07:10Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> ! Aprilia Tuono<br /> | 2.26<br /> | 1.63<br /> | 1.3<br /> | 1.09<br /> | 0.96<br /> | 0.88<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2584 Transalp Engine Swaps 2020-05-27T07:04:30Z <p>Jeff: /* EFI Conversion */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> * [https://ecumasterusa.com/ EcuMaster EMU]<br /> <br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2583 Transalp Engine Swaps 2020-05-16T06:44:27Z <p>Jeff: /* Throttle Bodies */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors. It appears that the NT700V used a fuel pump that provided something like 45 - 50 psi.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2582 Transalp Engine Swaps 2020-05-16T06:37:17Z <p>Jeff: /* Hawk NT650 */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ===Exhaust===<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> ===Modification===<br /> <br /> The Hawk 650 still has great aftermarket performance support. [https://www.hordpower.com/index.php?main_page=index&amp;cPath=1 Hord Power] is the best known supplier and modifier in the US. Hord Power [https://www.hawkgtforum.com/forum/honda-hawk-gt-bros-discussions/mechanical-and-technical/8646-wiseco-big-bore?p=131279#post131279 commented on the Hawk GT forums]:<br /> <br /> &lt;blockquote style=&quot;background-color:lightgrey; border:solid thin grey;&quot;&gt;The order of building hp into a Hawk goes:<br /> <br /> Stock 47hp<br /> <br /> Pipe/3.0 kit/pods 52hp<br /> <br /> 700 kit/cams 62hp<br /> <br /> Stage 1 heads 67hp<br /> <br /> Stage 2 heads 72hp<br /> <br /> Flatslides +5hp<br /> <br /> Stage 3 heads 80+hp and $$$$$$$$$$$$$$$$$$$ and other $$$$$$$ stuff to make it &quot;reliable.&quot;<br /> &lt;/blockquote&gt;<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2581 Transalp Engine Swaps 2020-05-16T05:45:04Z <p>Jeff: /* Throttle Bodies */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ====Exhaust====<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin. Its throttle bodies are 40mm with 12-hole injectors.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2580 Transalp Engine Swaps 2020-05-16T05:44:23Z <p>Jeff: /* Throttle Bodies */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ====Exhaust====<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.<br /> <br /> The NT700V was sold in the US. It had 81x66mm bores with a 10:1 compression ratio, producing 65hp at 8000 RPM and 48.8 lb-ft of torque at 6,500 RPM. It's in the same 52-degree V-twin family as the Transalp, Hawk, and Africa Twin.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2579 Transalp Engine Swaps 2020-05-16T05:40:29Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V/XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> The XRV's first gear is 20% lower, second is 16% lower, third is 12% lower, fourth is 13% lower, and fifth is 12% lower.<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ====Exhaust====<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2578 Transalp Engine Swaps 2020-05-13T19:36:31Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XL700V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ====Exhaust====<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2577 Transalp Engine Swaps 2020-05-13T19:34:42Z <p>Jeff: /* Transmission Gear Ratios */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XL650V<br /> | 2.500<br /> | 1.722<br /> | 1.333<br /> | 1.111<br /> | 0.961<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ====Exhaust====<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2576 Transalp Engine Swaps 2020-05-13T19:28:15Z <p>Jeff: /* EFI Conversion */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ====Exhaust====<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> * [https://www.ignitech.cz/en/ Ignitech]<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.</div> Jeff https://www.gummycarbs.com/wiki/index.php?title=Transalp_Engine_Swaps&diff=2575 Transalp Engine Swaps 2020-05-13T19:26:59Z <p>Jeff: /* Engine Swap Details */</p> <hr /> <div>=General Comparison=<br /> <br /> {|<br /> |-<br /> !<br /> ! Displacement<br /> ! Torque<br /> ! Horsepower<br /> ! Bore x Stroke<br /> ! Compression Ratio<br /> ! Induction<br /> |-<br /> ! XL600V<br /> | 583cc<br /> | 55 hp @ 8000<br /> | 38.8 ft-lb @ 6000<br /> | 75x66mm<br /> | 9.2:1<br /> | 2x32mm Keihin CV<br /> |-<br /> ! NT650<br /> | 647cc<br /> | 56.1 hp @ 7897<br /> | 43 lb-ft @ 6053<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x36mm flat slide carburetor<br /> |-<br /> ! XL650V<br /> | 647cc<br /> | 52 hp @ 7500<br /> | 40 lb-ft @ 5500<br /> | 79x66mm<br /> | 9.2:1<br /> | 2x34mm flat slide CV<br /> |-<br /> ! XL700V<br /> | 680.2cc<br /> | 59.1 hp @ 7750<br /> | 44.3 lb-ft @ 5500<br /> | 81x66mm<br /> | 10.0:1<br /> | EFI 40mm throttle bodies<br /> |-<br /> ! XR750 RD07<br /> | 742cc<br /> | 62 hp @ 7500<br /> | 46.2 lb-ft @ 6000<br /> | 81x72mm<br /> | 9.0:1<br /> | 2x38mm flat slide CV<br /> |}<br /> <br /> =Transmission Gear Ratios=<br /> <br /> {|<br /> |-<br /> !<br /> ! 1st<br /> ! 2nd<br /> ! 3rd<br /> ! 4th<br /> ! 5th<br /> |-<br /> ! XL600V<br /> | 2.571<br /> | 1.777<br /> | 1.380<br /> | 1.125<br /> | 0.961<br /> |-<br /> ! NT650<br /> | 2.769<br /> | 1.882<br /> | 1.450<br /> | 1.174<br /> | 0.965<br /> |-<br /> ! XR750 RD07<br /> | 3.083<br /> | 2.062<br /> | 1.550<br /> | 1.272<br /> | 1.083<br /> |-<br /> |}<br /> <br /> =Engine Swap Details=<br /> <br /> == Hawk NT650==<br /> <br /> ====Exhaust====<br /> * [http://www.advrider.com/forums/showpost.php?p=5528105&amp;postcount=2804 This post] shows the difference in front exhaust port angles between the Transalp and Hawk engines.<br /> <br /> == XL650V ==<br /> <br /> * [http://advrider.com/forums/showpost.php?p=10450413&amp;postcount=7546 Thunder Dan's engine swap]. He put a 2003 XL650V engine into a 1988 XL600V.<br /> <br /> ==EFI Conversion==<br /> <br /> Rather than trying to source and/or tweak carburetors, it's probably best to use one of the aftermarket EFI systems that are now on the market.<br /> <br /> ===EFI Systems===<br /> <br /> * Megasquirt<br /> * Microsquirt<br /> <br /> ===Throttle Bodies===<br /> <br /> The 2003+ SV650 uses 39mm throttle bodies. The 2017 model's throttle bodies are redesigned and &quot;slimmer&quot;, according to Wikipedia.</div> Jeff