tag:blogger.com,1999:blog-53083294377570263822024-03-04T23:57:12.079-07:00Tiny War MachineNicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.comBlogger16125tag:blogger.com,1999:blog-5308329437757026382.post-42951359508557478402014-11-21T14:33:00.002-07:002014-11-21T14:33:25.228-07:00New Rear Turn SignalsI received a pair of turn signals from my coworker and fellow TW owner. I decided to install them in the rear to replace the fugly and dated factory monsters. While a super small mod, it is a much needed improvement over what was there.<br />
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Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-16814138379561147002014-11-17T09:46:00.002-07:002014-11-17T09:46:33.417-07:00TWM v2.00Wow, 18 months since an update. That. Is. Pathetic. But in that period of time, I lost the engine in my Saab 92x, swapped in a JDM EJ207 STi engine, and tuned it for our 91 octane at 18 lbs of boost, which took about five months of solid effort to complete solo...<br />
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... my wife and I had our first child, who is absolutely amazing, but also very time consuming...<br />
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... and I acquired two new motos. In fact, that last detail affects the direction of this project dramatically. <br />
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The first moto is a near mint 1974 Suzuki TS125 with 3,476 original miles. It was my wife's grandfather's who passed it down to her father who eventually passed it down to us. It has all the charm that an underpowered 70s 2-stroke should have, and my wife is thrilled to have it - a response I did not expect.<br />
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The second moto is a 1994 Yamaha TW200 I purchased with 4,759 miles. This oddly proportioned moto is one that has intrigued me ever since I rode one for two days during my MSF motorcycle endorsement. What it lacks in power and excitement, it more than makes up for in character. In fact, of the motos I have owned and spent real time on, my little T-Dub has earned the coveted title of "favorite." The last few hundred miles of commuting and dirt road exploring have been so pleasant, the DR350 - the original Tiny War Machine - has dropped out of my mind completely. So this marks the birth of Tiny War Machine v2.00 (TWM2) - very fitting name given the bike's model name. The TWM title has been passed from the mighty DR to the mild T-Dub, but it is a change that brings optimism for project progress, even if it is a completely new path.<br />
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I have learned [from experience] that it is a lot easier to maintain excitement about something that runs than something that does not. I was pretty unexcited about having a Saabaru without an engine for five months, but am thrilled to have the hyper little grocery getter it is now. My excitement for the DR350, well, I think my lack of real updates and progress over the last 18 months speaks for that. Additionally, part availability, part cost, and off-the-shelf modification options are magnitudes better for the T-Dub than the DR, especially for such a niche-moto. It does not feel overwhelming to envision a completely customized T-Dub. Store-bought mild to fabricated wild, I can choose the level of customization I want to go without committing to complete fabrication, unlike the DR. That is very appealing when I start dreaming up project path options.<br />
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So what is the project path? I am not sure I want to commit to one just yet and may never. An error I made with the DR was telling myself it was going to be a bike like "xyz." With the T-Dub, I think I'm just going to start doing stuff and see where it goes. The goal here will be to always return TWM2 to a rideable form after every modification; to never take such a large leap that I have a basket case instead of a running bike. Maybe that strategy will yield more success than the original TWM. We will see.
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I began removing parts from #1's engine with the goal of having it out of the frame and on the bench by the end of the weekend. The first part to be removed was the old piston since I wanted the connecting rod hidden from danger down in the case while I wiggled the case out. So I go to remove the wrist pin clips but there are none, they have already been removed. I push on the wrist pin with my finger, but it doesn't budge. I grab the piston with my other hand to rock it back and forth while pushing on the wrist pin, but it doesn't rotate, it doesn't even move. The piston is completely fused in place with connecting rod. And that's when it hit me; when this engine ran out of oil, it wasn't just the head, piston, and cylinder that were punished by overwhelming friction, the internals were too. The same internals I intended to use for my running engine. Fail.<br />
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So the new plan is to use #2's internals and case with #1's stator cover (#2's is damaged). Unfortunately, this means I will be splitting the case, not to replace parts, but to clean everything of gritty goo. This also means I will be making that specialty tools purchase I was hoping to avoid.<br />
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To take my mind off the case and to make <i>some </i>progress, I went to work on the broken exhaust studs in #2's head. I have been soaking them in PB Blaster twice a week for two months. Those studs should come out with a Fischer Price screwdriver by now, right? Not the case. Not only did my left-hand drill bit not grab the bolt and break it loose with a satisfying "pop" that I <strike>expected</strike> hoped to hear, it didn't bore 1/32" deeper into the stud. So much for using an Easy-Out at this point.<br />
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A trip to work and a talk with one of the machinists who has taken special interest in this project yielded a solid carbide drill bit. After an hour of patiently making small chips, I have two 1/4" diameter, 1/2" deep holes where broken studs used to be. Success.<br />
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(Before the second stud was bored) </div>
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In goes the new Easy Out, and out comes... and Easy Out with chipped ribs and no stud carcasses. Fail, again.<br />
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So the new plan is to somehow fixture the head, overbore the stud holes, and Heli-Coil new M8 threads. That's the plan anyway.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-50460895160956068352013-03-21T20:04:00.000-06:002013-03-21T20:04:22.198-06:00At last, something to reportIt's been awhile since I have had something to post; longer than I like, actually. There were some delays getting the necessary parts in and modified, but they are finally here. The cylinder is back from American Bike Tailor where it was bored 1mm over and media blasted. The 80mm Wiseco forged 10.5:1 piston (PN 4576M08000) had to arrive before the overbore could be performed. And then the timing chain guides, gaskets, and other miscellaneous items were all sourced from different distributors. Coordination fail on my part.
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Piston and media blasted cylinder sitting pretty.
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The cylinder after three coats of Dupli-ColorĀ® Engine Enamel (DE1651 - Cast Coat Iron). One of my favorite motorcycles ever is <a href="http://us.deuscustoms.com/motorcycle/odd-job-sr542/">Odd Job</a> by Dues Ex Machina. I'm a sucker for the raw aluminum engine with the bright red cylinder. However, for fear of following too closely in their tracks or creating a clown-bike mega-fail, I opted for a subtler contrast between the factory dark gray engine paint and Cast Coat Iron.The engine enamel is a little more metallic than I anticipated, but am confident it will look good when all buttoned up.
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A small item I splurged on was a polished stainless steel engine bolt kit. It was fairly inexpensive considering each bolt head was hand polished and allows me to migrate away from hex heads to allen heads. Kinda stoked for all those little baggies.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-26765328632507736412013-03-01T12:24:00.000-07:002013-03-01T12:24:02.021-07:00Financing has arrivedThe CRF is SOLD. I am now free to order parts. Stay tuned for progress... finally.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-81151191161580794852013-01-30T09:17:00.002-07:002013-01-30T09:17:58.296-07:00Sizing Up The Swingarm OptionsI like most things about the DR350's design, but one thing I can't get past is the rear swingarm. It's clunky looking and those fins have not aged well. I'm sure the three-piece design was cheaper to manufacture than a welded, boxed aluminum design that can be seen on almost every modern dirt bike, but it's also far more flexible with the open C-channels. Most DR owners agree that the rear swing arm is the DR's biggest weak area.<br />
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I have been toying with the idea of swapping it out in favor of something else. Since I am not too concerned about suspension curves (maybe I should be more so) and I have no issues cutting or adding tabs to the frame to support new linkage mounts, my options are broad. So broad in fact that I put #2's swingarm side-by-side against one I have from a CRF450. Granted, the linkage designs are wildly different, but it's eerie to see how similar they are despite their 15 year design gap and different manufacturers.<br />
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1991 DR350S swingarm in the background, 2005 CRF450X in the foreground. The DR swingarm is at least twice the weight of the CRF swingarm.
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DR350 swingarm in the background, CRF450X in the foreground. The pivots are aligned, which helps show the added length of the CRF swingarm.<br />
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There are a couple dimensions that really give this wild idea some traction: both swingarms take a 17mm pivot axle, and the CRF swingarm is 5mm narrower at the main pivot than the DR swingarm. That doesn't mean a swap like this one, or any other, will be remotely easy, but it does mean I won't have to modify the frame-side of the main pivot. Just say'n...<br />
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For the fun of it, I placed my components in their places. That's #2's frame, the DT250/400 tank, #2's forks (lowered 3.5"), an 18" CRF rear rim floating in the front, a CRF swing arm, and #2's rear 18" rear wheel. Mentally photoshop some tires and a different, more road-race-esque rear section, and we are in business.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com4tag:blogger.com,1999:blog-5308329437757026382.post-38249876864102071502013-01-27T22:15:00.002-07:002013-01-27T22:15:25.362-07:00Tiny War TankI had a CL score [impulse buy] this weekend. I picked up a tank, fender, and seat for $100. The tank was primered and seemed to be repaired based on the magnet test. When I got it home and sanded it, it became more ugly-duckling and less beautiful-swan. It doesn't have any major dents, but it does have a few minor ones that need to be addressed. I will probably make it work. It would be a good candidate for <a href="http://memimage.cardomain.com/ride_images/3/3205/22/33010010649_large.jpg" target="_blank">the rusted look</a>.<br />
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The seller didn't know what it came off since he bought someone else's street tracker project for parts. I'm guessing a <a href="http://motorcycle-specs.com/general/Yamaha-DT400-1977.jpg" target="_blank">late 70s Yamaha DT250 or DT400</a>.<br />
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The purchase came with a fiberglass fender and seat. The whole reason I pursued this was for the seat, but after seeing that it has a constant curve in the sea pan profile, I might not use it.<br />
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This is the shape I am after. Flat for the first 80%, then an upsweep for the last 20%. I guess I could make a new seat pan with the shape I want, then steal the cover and foam from this one. That's a pretty dirt-bag option, but it would be cheap and easy.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com1tag:blogger.com,1999:blog-5308329437757026382.post-63149267621114766932013-01-03T12:09:00.000-07:002013-01-27T22:21:48.975-07:00Short ForkI have been tallying expected costs and become a little concerned that my dreams may exceed my pennies; or at least eat into my "buffer" line item too significantly. As a precaution, I decided to experiment with the stock Showa 43mm conventional forks. If I use the stock forks instead of USD forks off another moto, I should save around $400 on my budget, so it's worth considering. These forks do have the added benefit of already using a 15mm axle; the same bearing ID in the front wheel I would like to use.<br />
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I made these 2.5" spacers for the damping rod fork during a couple lunch breaks at my company's machine shop. The hole and channel are for the rebound circuit. I used two set screws to fixture the spacer in place and prevent it from covering an orifice.<br />
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The right leg (closest) has the spacers and shortened spring installed, and is moved up in the triple clamps as much as possible. This results in 7.75" of exposed tube versus the stock 11.5". I would like to go lower, but the spring rate increases for each coil that is removed from the fork springs. I'll try this first and go from here.<br />
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The perks of working for a bike component manufacturing company are pretty huge. Add to it the fact that I work in the R&D building for mountain bike suspension. Even better, the machine shop policy is pretty liberal; as long as you aren't preventing work from being done, the machines are yours to use. I love my job. :DNicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com1tag:blogger.com,1999:blog-5308329437757026382.post-46474198898802660142012-12-17T10:49:00.000-07:002012-12-17T10:49:20.684-07:00#2 is DoneTook some time yesterday afternoon to bag and tag #2. I got almost everything into a medium sized moving box. Score.<br />
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What my corner now looks like.</div>
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I then tried to remove the exhaust manifold studs from the good head. No dice. I ended up breaking both studs off at their welds. I then center-punched and attempted to drill out one of the studs. My carbide left-hand drill bit barely made a dent. I tried a right-hand drill bit as well with equally poor luck. Either all my bits are dull or this stud is seriously hardened. :-(<br />
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<br />Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-39190825411116204512012-12-10T12:12:00.003-07:002012-12-10T12:19:31.653-07:00Total AnnihilationAfter what has felt like months of no physical progress, I finally picked up a wrench and did something. The CRF hasn't sold [yet], so I haven't been able to order/send off the engine parts I need to make progress on that bike. Instead, I tore into the second DR (dubbed "#2") and disassembled it. <br />
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Saturday</div>
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Sunday</div>
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The resulting mess. This is what I still have to go through, clean, label, and box. Some of it will be discarded. Most will be kept, especially small or expensive stuff.<br />
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The case cleaned and ready to be put away. All in all, it looks pretty good. I like the gray color that Suzuki used on the DR cases. If someone knows the paint code for this color, let me know.<br />
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One total bummer was the wiring harness. Since #2 is an S and had turn signals, I hoped the wiring harness would be unmolested. Not the case. At some point, someone decided to use speaker wire to get power to the back of the bike, not to mention sever a lot of the original wires. Grrr... So much for that idea.<br />
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<object class="BLOGGER-picasa-video" classid="clsid:D27CDB6E-AE6D-11cf-96B8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0" data-thumbnail-src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiP3n9tgsj0TVTAZ5gf7gr2HvbN-uPkbtlVSXczQizQ5PPh8hZKHv7x7uXvmDBn6_YRPTIMEOSHLbxxJKQrq8R4XVm3jcNuD12Is_uMwFwFxBxeGaLQyqk04pjKfPpHR7z1Y9i4qW20Hyc/s1600/MVI_5370.MOV" height="300" width="400"><param name="movie" value="http://video.google.com/googleplayer.swf?videoUrl=http%3A%2F%2Fredirector.googlevideo.com%2Fvideoplayback%3Fid%3D57518ebd9ace110f%26itag%3D18%26source%3Dpicasa%26cmo%3Dsensitive_content%253Dyes%26ip%3D0.0.0.0%26ipbits%3D0%26expire%3D1357757217%26sparams%3Did%2Citag%2Csource%2Cip%2Cipbits%2Cexpire%26signature%3D724F5EB95F20B20BD25722B1E92CB759C53D0BA7.9EFDDAAB2BF020D580237D2610CF01D93410736A%26key%3Dlh1" /><param name="bgcolor" value="#FFFFFF" /><param name="allowFullScreen" value="true" /><embed width="400" height="300" src="http://video.google.com/googleplayer.swf?videoUrl=http%3A%2F%2Fredirector.googlevideo.com%2Fvideoplayback%3Fid%3D57518ebd9ace110f%26itag%3D18%26source%3Dpicasa%26cmo%3Dsensitive_content%253Dyes%26ip%3D0.0.0.0%26ipbits%3D0%26expire%3D1357757217%26sparams%3Did%2Citag%2Csource%2Cip%2Cipbits%2Cexpire%26signature%3D724F5EB95F20B20BD25722B1E92CB759C53D0BA7.9EFDDAAB2BF020D580237D2610CF01D93410736A%26key%3Dlh1" type="application/x-shockwave-flash" allowfullscreen="true"></embed></object></div>
One bit of good news is the oil pump in #2 works... even if the oil it pumped out smelled like burnt hydraulic fluid. If the same test in #1 does not flow oil, at least I can rob #2's crank case of its oil pump, or in a worst case, use #2's crank case and internals, which feel pretty good considering the bike's life outside.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-41810441483691075302012-11-19T15:27:00.001-07:002012-11-19T20:53:54.564-07:00Organ DonorMy number on the donor-list has come up. I have a cylinder head. Had to drive 2.5hrs to Breckenridge for it, but it is exactly what I need and only cost $180. Score. [Un]fortunately, it included the rest of the bike... and she's no show queen. It looks like she has spent some long hard years outside enduring high altitude UV and cold winters. <br />
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I keep reminding myself that there is more to be salvaged from this new
garage occupant than just the cylinder head, but it's a hard fact to
accept when there are three motorcycles camping my parking spot, two of which don't run, and one is absolutely filthy. My wife is staying silent on this subject; probably because the cold steering wheel and daily windshield scraping is a fitting punishment in her eyes.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjT3Hok92dgO7lOsQgKnVa2ZlMK6X0vy1vNv4JWUv0faIRrXoO19FzZpNLWamxuEFruo4gO7PF0ggXHXNdHeAxltBzUMEhxamqGyoGpo1uORqdaug9SIDNbPP4GFJXaews-_jTfMR2lxn0/s1600/IMG_4236.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjT3Hok92dgO7lOsQgKnVa2ZlMK6X0vy1vNv4JWUv0faIRrXoO19FzZpNLWamxuEFruo4gO7PF0ggXHXNdHeAxltBzUMEhxamqGyoGpo1uORqdaug9SIDNbPP4GFJXaews-_jTfMR2lxn0/s400/IMG_4236.jpg" width="400" /></a></div>
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Look at those beautiful journals. They do have some minor wear, but certainly good enough to be used again.<br />
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Remember how I said all the DR donor bikes have their own
closet full of bones? Well, this one's head has two mended exhaust studs. Hey, it's
better than toasted journals. I can at least drill these out and retap the holes if I can't get them loose with a little heat and PB Blaster.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_-szmMuNUIhN3mHjd-nlmOC0OePw4rObNcNhnMSHWMKsXdnK8KypPXleTtpDV98qaJrIPEnajkIQ0hEQh6hxYmZkX1CF61F6pDD68vp0wpCmthZPICR2wELJNTzcZcpwZEHRSH3d38Sg/s1600/IMG_4243.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_-szmMuNUIhN3mHjd-nlmOC0OePw4rObNcNhnMSHWMKsXdnK8KypPXleTtpDV98qaJrIPEnajkIQ0hEQh6hxYmZkX1CF61F6pDD68vp0wpCmthZPICR2wELJNTzcZcpwZEHRSH3d38Sg/s400/IMG_4243.jpg" width="400" /></a></div>
Here's a fun comparison. That's a 2005 CRF450X piston on the left and a 1991 DR350S on the right. Formula 1 technology versus Briggs & Stratton technology. Short skirts versus ballroom gown. Anorexia diet versus hand-me-another-bag-of-Cheetos diet. Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-78857856865937101392012-11-12T22:42:00.000-07:002012-11-21T10:26:03.163-07:00Buy My BikeI have made the decision to sell my 2005 CRF450X. There are a few reasons for this: 1) it is far more moto than I need or use, 2) the maintenance cycle on the bike is more than I wish to follow, and 3) its sale should fully-fund this project, I hope. Since I have more interest in what TWM will become than roosting dirt on local single track, the CRF is gonna go. <br />
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My hope is that the new piston and rings, recent valve adjustment, brand new rims and spokes, CO title, and a bunch of other goodies will fetch a decent dollar. If you know anyone interested, send them my way.<br />
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<a href="http://cosprings.craigslist.org/mcy/3408160806.html" target="_blank">http://cosprings.craigslist.org/mcy/3408160806.html</a><br />
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<a href="http://i66.photobucket.com/albums/h257/nicklepics/Motos/2005%20CRF450X/IMG_4193.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="http://i66.photobucket.com/albums/h257/nicklepics/Motos/2005%20CRF450X/IMG_4193.jpg" width="400" /></a></div>
Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-54480114311217627892012-11-05T09:38:00.001-07:002012-11-05T11:36:50.427-07:00My Head[ache]<div class="separator" style="clear: both; text-align: center;">
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Over the past week, I have come to a few conclusions regarding my toasted cylinder head...<br />
1) <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNatXNX1T3AaqKn2DYUHSzFJAKcKktr_Iho8YGBHhx_ZAIWOKyWZ8a0M65TIx_H3oRmRWfeefyJkJDB0OnWJtt9XLJIM1RnrgCcSXdYaMksNa3yq1Zrh75zdBSI8XGJSMzUQbu20b77Xg/s320/IMG_4186.jpg" target="_blank">This</a> is exactly what happens when the engine is starved of oil.<br />
2) This is a relatively common problem on the DR350s because the oil feed line is exposed on the side of the engine.<br />
3) I need a new head<br />
4) ... and so do a lot of other people.<br />
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This small chunk of aluminum is proving to be both hard to find and expensive. The trusty ebay has turned up only one hit and the UK-based seller wants more than the bike originally cost, not to mention that it looks as if it's a survivor of the <a href="http://en.wikipedia.org/wiki/Great_Fire_of_London" target="_blank">1666 Great Fire of London</a>. Pass.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgavGUrg_IMcNT6vGnPZDBF_KkesS2LmJKtldMrADbQ_lLGKG3l1wrulfi9HTNkxfS_CxfBpqEyMXqSIUapyRZS9j3iN9tr90CRJSYHG9IFLK0eHLLNd_6P_YBhyphenhyphenqe7lNhcEjAUW3nEwZc/s1600/ebay+head.PNG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="231" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgavGUrg_IMcNT6vGnPZDBF_KkesS2LmJKtldMrADbQ_lLGKG3l1wrulfi9HTNkxfS_CxfBpqEyMXqSIUapyRZS9j3iN9tr90CRJSYHG9IFLK0eHLLNd_6P_YBhyphenhyphenqe7lNhcEjAUW3nEwZc/s400/ebay+head.PNG" width="400" /></a></div>
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Donor bikes seem to show up on CL occasionally, but none are close to me and all seem to have their own closet full of hollow bones.<br />
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Next stop are the salvage yards, but based on forum posts, my confidence in finding one in good condition for a reasonable price is low.<br />
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I think patience is going to win this race, which is a little discouraging since getting the bike running is the first step. And it needs to be running before I can begin any other phase.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-36664378949668274182012-10-28T22:55:00.003-06:002012-11-05T11:44:37.418-07:00The BikeAfter 87 days of searching CraigsList almost daily, I found the bike. Actually, my boss found it, which doesn't surprise me much since he's a CL ninja. A 1990 Suzuki DR350S with a clear Colorado title and a bad engine. Several phone calls with the owner later, my wife and I drive to Salida to check it out. We got the price down to $300 from $400 and drove home with Mad Max's non-running battle bike.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhUsCSTwTIj3dU1Av_RBks-Vh7zrI4rnBKfjt2QJnrcaYF0ArjwP2F5LG2riDZsQ6QvEA93ev9nmP5pn_2lPWpF5nnJnYdRRES3tPsvJJB0cAi-GxvGqM76OXb1K36zdIgnKgzSKLiWbU/s1600/DR_ad.PNG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhUsCSTwTIj3dU1Av_RBks-Vh7zrI4rnBKfjt2QJnrcaYF0ArjwP2F5LG2riDZsQ6QvEA93ev9nmP5pn_2lPWpF5nnJnYdRRES3tPsvJJB0cAi-GxvGqM76OXb1K36zdIgnKgzSKLiWbU/s320/DR_ad.PNG" width="213" /></a></div>
On paper, this bike hits all my <a href="http://tinywarmachine.blogspot.com/2012/10/about-tiny-war-machine-background-bikes.html">main criteria</a> and even checks off almost all bonus criteria. In fact, the only thing this moto doesn't have are USD forks, but not many did for this vintage of dirt bike, so there's no points lost there. The 6-speed transmission, rear disk brake, and wiring for turn signals, headlight and brake light (S-model of the DR350) were huge perks. The bike also came with a Clymer manual, all original tools, spare tubes (F & R), and spare rear tire.<br />
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The dented tank, scratched plastics, worn seat, tired fork, and 4-bolt front hub won't survive this project, so their wear doesn't bother me.<br />
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The damage to the piston and cylinder is significant and apparent. My plan is to have the cylinder bored from 79mm to 83mm to make it a 385cc bike. <br />
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The previous owner had disassembled the engine and did a pretty good job
of bagging and tagging everything. He used a cool trick for the bolts that I have never seen before. I'm not sure I would have purchased
this moto in the condition it is in if all the parts came in a
shoebox.<br />
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One thing I didn't notice until I got into the garage and under some decent light was the significant scoring on the cam journals. I noticed the rockers were seriously worn, but figured I would just replace those. I did not realize I would need a whole new head too. [insert frowny face here] My guess is that this engine was starved of oil. I only hope this was a user error and not an oil-feed problem that resurfaces after I replaced everything.<br />
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CRF disapproves of DR and is not afraid to show it. CRF... behave.<br />
<br />Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-62769503400776384202012-10-25T22:10:00.001-06:002012-10-28T22:56:07.048-06:00About Tiny War Machine<br />
<b>Background:</b><br />
Bikes. I love 'em. My two-wheeled mistresses occupy a lot of my time, and my patient, loving wife will attest to that. Over the years, I have watched many of the best riders I know alternate between pedal power and horsepower to stay fit and hone-in skills. This year, I broke my own no-moto policy, earned my M-endorsement, and acquired a 2005 CRF450X from my good friend Ryan. I have only one real trail ride on that moto as of today, but I am hooked; not so much with the single track that I lust for on a bike, but with wide, flowy dirt... roads. The CRF, while a great bike, is a lot of moto for dirt road duty. And it's also about the worst possible thing to commute on. I want something more dirt road/fire road/back road/paved road/open road-centric.<br />
<br />
That is where this project is headed; to build a dirt-oriented street-moto that is cheap, reliable, low maintenance, and fun. It must have character and be something unique to me. This is also my way of reentering into a project vehicle, which has traditionally worn an Audi or Jeep badge. The benefit to this project as opposed to past projects is that the entire build should be less than the cost of a complete long-arm lift/coilover set and set of wheels and tires.<br />
<br />
<b>Project Goals:</b><br />
<ul>
<li>Road-friendly - It will see about 50/50 pavement and dirt. It needs to keep up with highway traffic (no more than 60mph).</li>
<li>Cheap - I hope to complete the entire project for less than $3,000. Maintenance needs to follow the same trend.</li>
<li>Reliable - My parents live about 90 miles away. If this moto can get me to and from their house without issue, I will have won.</li>
<li>Unique - It must have its own flavor. I want to take pride in this moto and know it is my own.</li>
<li>Fun - Have fun with the build. Have fun working on it. Have fun riding it.</li>
<li>Completed within three years of purchasing the donor moto. Sound like a long time? Yes, but I am on a budget and will have to build when I have the spare money to do so. </li>
</ul>
I have been searching for a project moto for about three months now. I
have seen some great deals go by and have turned them down in fear that
their high entry cost would consume too much of my starting cash. XRs, XSs, TT/XTs, GSs, DRs, and CBs are all in my sights. With a little patience, maybe I will have "that one" by mid-winter.<br />
<br />
<b>Main Criteria for a Donor Moto: </b><br />
<ul>
<li>Titled</li>
<li>Single or dual cylinder</li>
<li>Four stroke</li>
<li>Air-cooled</li>
<li>300-600cc</li>
<li>Steel tube frame</li>
<li>Large aftermarket following and parts availability </li>
<li>Not fast, but quick enough to keep up with traffic and get out of the way when necessary</li>
<li>Kick-start required </li>
</ul>
<b>Bonus Criteria:</b><br />
<ul>
<li>Disc brake in the rear</li>
<li>Mono-shock</li>
<li>Wide ratio transmission</li>
<li>Upside-down forks</li>
<li>Lack of electric-start and/or battery </li>
</ul>
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<br />Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0tag:blogger.com,1999:blog-5308329437757026382.post-64747809963826036432012-10-23T21:58:00.000-06:002012-11-05T09:10:11.768-07:00It's coming...<div class="separator" style="clear: both; text-align: center;">
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Tiny War Machine is coming. Sit tight. Be patient. I hope to start the project soon.Nicholas Whttp://www.blogger.com/profile/07246582601658749373noreply@blogger.com0