Update 21 Still working at it!
Although my rate of posting updates has fallen off (apologies to those following) I have been able to maintain a regular pace of work, which I suppose averages out at 10hrs/week. I’m working on a final list of jobs before presenting to the DVLA for registration, and as I work my way through the list, I’m posting significant completed jobs
Front fork modifications
This part has been one of the most technically challenging jobs, not least because it’s been months between taking things apart and putting them back together, which coupled with my lack of familiarity with telescopic fork internals, has made me proceed cautiously (read: slowly). In the picture below you can compare the old and new bodywork solutions
The latest bodywork solution (nearest camera) features a smooth hood line (Bonnet in UK), which is actually a sectioned Ford Fiesta panel. The original body design was forced to allow protrusion of the CBR600 telescopic forks through the top. The image below shows the tight clearance under the hood and the modified fork yolks (Triple Trees US). The lower yolk is a two-part fabrication with significant offset to retain tyre clearance on full bump.
The new version features Kawasaki ZX6R front forks from a 99/00 model year, which I believe are “Showa” units. I stripped them down (one at a time to avoid confusion) and tested the spring rates (it’s a dual rate spring) before cutting 100mm out. I retested the spring once modified, so I know what changes have been made, but its all guesswork because nobody knows how this type of vehicle should be engineered. I’ll find out how good my guesses are when it hits the road!
The outer fork tubes also need shortening by the same 100mm and the internal damping rod and valve adjuster rod by the exact same amount, all so the original function can be retained. Refilling with oil requires some thought, as the volume measurement cannot be used, so the “air-gap” method is used.
The steering mechanism is now fully finished, including the steering damper and a nice steering bar. This just needs the crash protection cover, smart phone mount, and leather wrapped grips.
From the images you can see that I have chosen to revert to the original Honda CBR600 headlamp unit, from the twin aftermarket units fitted to the original. I prefer the twin lamps but the MSVA Test is quite specific about the method for beam adjustment. The factory Honda unit has a great system, and my homemade mounts are a bit “Heath Robinson”, and since its all about getting a registration then function beats form, this time!
The nose height is even lower on this version, but the lamp is still within UK legal height limits. I have the turn signal lamps to mount and the front side sections of bodywork to construct – still lots left to do! But I can see it making it onto the road for late summer, fingers crossed.
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