My '82 XJ750 "Project Shadow Warrior"

i think thats an image from the raptor quad

 

Awesome Job on this build.
I would leave the triple trees alone and just extend the goose neck from the frame. I think you possess the skills to do the job.

 

Correct! That is the raptor Lockout clutch picture.

 

here is the thread where he modified the banshee clutch for the xs650

http://www.xs650.com/forum/showthread.php?t=27410

 

I've been doing some research on metal shaping for my personal project, and after I found this video I thought of your build. Hope you enjoy the knowledge I found.
http://youtu.be/rw5lYMmxSB0

 

So a really cool member on here is helping me out with my generator police swap idea and has a XJ750p Generator that he is willing to part with! He is having a hard time removing it from the engine and I don't think he has the specialty tools to help him. Anyone ever removed one with simple tools that could give advice on this. Also, there seems to be considerable corrosion. Are these rebuildable or repairable? I know it's extremely rare to come across one of these. Any insight on this? Thanks guys!

 

An impact wrench may get that screw off without having to hold the rotor.

 

That video sent me off on a wild youtube ride through weird bicycles, CVT transmissions and astro physics!

The net is a trip indeed.

 

That video is magical. The guy is a genius.

 

All with about $10.00 worth of equipment, minus the torch.

But this guy's oxy/acetylene welds are incredible:

And faster.

 

Any electrical motor shop can evaluate the generator for you, and rebuild it if necessary.

 

Glad I found this thread again. Long time no update but this is some serious wrenching skills we see where! This is real badass. While you're in that engine. I'm not sure about the turbo but on my 750 after some heavy tuning - no turbo - I reached the point when under heavy acceleration in 1-2-3 gears the oil light came on as the oil was swung back. Not sure how to cure that problem.

 

Hi guys, I know it's been a while, but there has been significant progress made. I decided to part with my microsquirt ecu and upgrade to a MS3 Pro ecu. In addition, I also swapped out my '03 GSXR600 throttle bodies with 2008 GSX R 600 dual stage injection, integrated idle valve throttle bodies. I sold my Motoscope pro speedometer and now will be using a Samsung galaxy S5 phone with Shadow Dash MS via Bluetooth from the ECU. The phone will be a permanent fixture to the bike. My goal is to have this bike done by August and hopefully maybe entering into Sturgess bike show in some form. That plan is tentative at the moment.

So now here is the question that a lot of you guys have always been wondering, can a XJ bike be converted from shaft to chain drive? I've talked to a lot fellow engineers in the area and had them look at my engine. The simple answer is, yes! I just bought a second xj900 engine and should be coming in freight next week. I'm going to cut this baby open. The bike is all out or go home. I know the bike will make 200 hp, but I want it to last. My question to you guys is, after looking at the oil flow chart, does the oil from the bath in the shaft box flow into the middle gear shaft or is it independent from it? If it does, this makes it much more complicated. I don't want to reroute oil pathways. I'm going to make a custom longer middle gear shaft supported with a spacer(w/ bearings) that will accommodate a sprocket. I think I can mount the spacer to the 4 bolt holes that hold the middle shaft in the the box. It will be a similar concept to the boys over at the XJ1100 club, but not removable unit like theirs. If you guys want to see more frequent updates on my build, you can check out my instagram page https://instagram.com/skylrk62/

chain conversion plan:




and to those who say it can't be done:




updates to bike:










mock up display

 

HOLY SHIT! BRO!! THIS IS XJPORNO LOL!!! WOWWWWW! FLAWLESS. BEAUTIFUL. I'M LEFT IN AWE! THIS IS AWESOME WORK!! GOOD JOB!!

 

The welds on your header flanges alone puts everything I have done to my xj to shame. The turbo is a work of art. You are a true madman! Nothing but impressed.
To all those who would ask why, look up at the moon. There is a landing craft up there. Wanna know why it's there? BECAUSE, THAT'S WHY!

 

man your end line should have been "BECAUSE, THAT'S WHY! ...b*tchesssssssssss" Lol

 

Don't forget "Mic drop" and walk off stage.

 

Im using the ms3-pro on my gm 3.9 v6 swapped AWD 5 speed subaru legacy.

why the dual stage injection - although the ms3 pro supports it.

what cam sensor is that and did you have to machine a notch into the cam for that?

did you solve the issues of the front suspension hitting the intercooler when fully compressed?

 

The dual stage has an advantage with using a smaller injector on low load for better tuning and using a larger injector when boost hits. It's more complex, but better ultimate tune. I used a Kawasaki ZX6r cam sensor off eBay. I liked it because of the o-ring seal built-in. I solved the clearance issue with the fork & intercooler by a stiffer spring from race tech. The weight on the front wheel is a little more than the r6 because of the turbo system. It was only an issue when bottoming out. Under normal driving conditions, this is not an issue.

 

I posted some new findings on the Japanese XJ Endurance race bikes with chain drive in another discussion area if you guys are interested

Link: http://www.xjbikes.com/forums/threads/japanese-f1-xj750-endurance-bikes-info-translated.58132/

 

I've been doing a TON of research on my chain drive conversion project and I've found what needs to happen to make this work. From what I've found on Japanese websites about the 1984 XJ750r (OU28) race bike, to they reversed the rotation of the engine to have the middle gear rotate counterclockwise.



Because of the reversal of the engine, a few things in the engine must be changed in order to function correctly. First, the camshafts must be custom made so it doesn't operate backwards in the combustion camber. This isn't a big deal for me, because I was contemplating getting a regrind for a turbo cam. Unfortunately, a regrind won't work because the lobes will be on another side of the shaft.


Next, the oil pump is a gerotor gear style.

A gerotor is a positive displacement pump. The name gerotor is derived from "Generated Rotor". A gerotor unit consists of an inner and outer rotor. The inner rotor has N teeth, and the outer rotor has N+1 teeth. The inner rotor is located off-center and both rotors rotate. The geometry of the two rotors partitions the volume between them into N different dynamically-changing volumes. During the assembly's rotation cycle, each of these volumes changes continuously, so any given volume first increases, and then decreases. An increase creates a vacuum. This vacuum creates suction, and hence, this part of the cycle is where the intake is located. As a volume decreases compression occurs. During this compression period, fluids can be pumped, or compressed (if they are gaseous fluids). Gerotor pumps are generally designed using a trochoidal inner rotor and an outer rotor formed by a circle with intersecting circular arcs. A gerotor can also function as a pistonless rotary engine. High pressure gas enters the intake area and pushes against the inner and outer rotors, causing both to rotate as the area between the inner and outer rotor increases. During the compression period, the exhaust is pumped out.

I'm still in the works on how to solve the flow direction. By having symmetrical ports inside the pump (the xi's are progressive) the flow can be reversed by switching the inner rotor axis 180. Thusly, a cnc oil pump housing might have to be made. I'm not sure the current pump case can be modified?

I don't have a photo of the inside, but the xj's ports look just like this

Because of the the progressive ramp, it limits the position of the axis of the inner rotor. If symmetrical, the axis could be flipped. Here is more info about this:


Next the starter clutch outer assembly has to be flipped. The rollers grab in one direction and retract in reverse direction. If left alone, when starting the bike, the starter gear would never engage. The assembly is pressed together and is very difficult to remove without distorting the outer plate. I think I'm going to remove the outer plate, flip the inner, and machine a new outer plate.

example:


Next is the cam chain tensioner. With the reversal, the tension and slack sides are reversed. The tensioner will have to be moved to the front side(exhaust) of the engine.

front cam tensioner (hard to see, but it's there underneath the headers)


After all that, The custom shaft coming out of the middle gear for a sprocket can be used. I'll use the middle gear housing and make a longer inner custom shaft that will extend into the oil bath area of the output shaft of the case. The oil paths in/out will need to be plugged and a sealed bearing will replace the open bearing on the middle gear. I think the shaft will extend into the cover with a sealed bearing. Of course, a custom cover will need to be made. There is not much room in there for a sprocket with chain. I think a 13T with chain would be the max diameter allowed, at most 14T.

the (ou28) chain conversion


Output shaft box


proposed mill area for spocket


I'll use the holder, compression spring, driven cam, drive cam, etc.. and replace the inner middle gear with a custom one


I'm not settled on swingarms yet, but I'm close to throughing down on a Ducati 996 single-sided swingarm. It's only 1.5" longer than the maxim swingarm and I'll have roughly a 56" wheelbase.



or a 1098 swingarm, but it's 2" longer than a 996 I think?


This weekend I also prototyped the (OU28) FZ750 alternator conversion. First one outside of the factory. Needs to be refined, but it will work!





I liked the concept of using a cell phone for display gauge on the bike, but ran into issues. Not being able to boot straight to app from startup, automatic boot up & down from ignition and charging in the rain. This is possible, but with a lot of custom programing. I decided to scrap the idea and went with a AIM MXS Display. It is compatible with megasquirt CanBus code and I can customize the data being displayed! It looks sweet too. I made a custom bracket attached to the upper triple tree.




I'll keep you guys up to date as things progress.

 

Sweet

 

Holy cow... I must be learning. I understood at least 40% of the words you used..."if... but... the... a... on... not..." Yep. I understood those words. Beyond that, not so much! I do like the maxim badge on the tank... almost ironic? That thing is NOT a maxim anymore! I may not understand what you say, but the pics look pretty.

 

Wow, this an awesome, inspiring project you are doing - great stuff, well done!
One small question, could you not use some sort of intermediate gear set between the output shaft and the chain drive to get the correct rotation?

 

Simply amazing work sir! Well done! Greetings from the tmioa Yamaha xj650 turbo forum.

I've been working on my 82 seca turbo (LJ) project bike for a while now and always wanted to convert a Vision (xz550) swing arm for monoshock. Clearly the Virago was the way to go!

Questions on turbo conversion.... I'm looking into a 900 turbo engine, but with (a now rather pedestrian looking thanks to you) stock LJ turbo set up on ms3....

I was already worried about too much compression with that set up and stock 900 pistons. You're going full on crazy with larger turbo...How are you going to deal with this?

Water methonal injection (snow performance) and custom thick head gaskets were what we came up with many moons ago.

On the front wheel...what was main reason for not going with 900 front wheel?

On rear, did you have to shim it?

Thanks for your time, wish I had found your posts a few years back man. You are building the ULTIMATE XJ! KEEP UP THE GREAT WORK!

 

crazy price.....but maybe you can keep your swing arm with chain conversion...

http://www.ebay.com/itm/CHAIN-DRIVE...cc1ca35&pid=100033&rk=2&rkt=4&sd=111679892332

 

Wooooooooooooow, and to think, you were gonna scrap it LOL! I'm speechless, truly...

 

Good sir, this is a family site.

 

That swingarm is overpriced. the TR1 had a very long production run, but was just not brought to the US but the one year. Searching overseas is the answer to the question. Just make sure that it gets handed off to the USPS so no duties or tarrifs are charged.

 

skylrk62, could you please post pics of the swingarm frame mount you fabricated? Im starting to gather parts for monoshock conversion. I have a Yamaha Vision, but no access to a Virago for reference. Many thanks in advance. This is an inspiring build!

 

With a compression of 9.6:1 not being ideal like a 8:1, but it's manageable with 93 oct, a good tune, and a knock sensor. Intercooler should drop the intake temps down to safer levels, theoretically.

I'm not sure of the axle diameter on the xj900s wheel and I already had the r6, plus I like it more.

No, fit perfect!

The turbo has a large range that the 900 falls perfect into, theoretically speaking.

Mine is the 313296

here ya go!

concept

installation 920xv swingarm (upper portion)




xj900s rear wheel installation

old tire(maxim 130/90r16)



xj900s wheel with 150/70r17 roadsmart dunlop tire




Hope this helps you out? Axle is original to bike(maxim 17mm)

 

Thanks man!

 

How's it progressing man? Dying to see what you do to it next!

 

And heck, while you're at it....http://www.turbomirage.com/water.html

I mean, you might as well for the price, and to say you've gone as far as inhumanly possible.

Updates, please!

 

1) its another safeguard against detonation (serious concern given the high compression for turbocharging you've got)
2) it could be stand alone, or wired into megasquirt set off the knock sensor or boost sensor.
3) you'd be one of the only people running water/meth injection on a bike...more cool factor points!

 

I thought about incorporating an water/methanol injector , but due to space and not a huge difference at my boot levels, I decided to pass. Maybe down the road, but unlikely.

Sorry for the slow response. I don't get on here as much anymore. I post my updates more frequently on instagram.

link to instagram https://instagram.com/skylrk62/ @ skylrk62 handle name

post some pics of your turbo XJ bike

 

Really liking what you've done so far. Looking AWESOME! so how hard was it to make the mono shock swing arm? Also did you get the chain conversion finished. You might have already mentioned it but I might have missed. Keep up the work.

 

Keep posting on here! Know your roots! I follow you on insta but remember where you started...I hate it when people start jumping around from different forums and such, thus separating the build process. I'm sure I speak for all members on how impressed we are at your technical prowess; you're the first person on here to do a write up on the chain conversion and also a full custom turbo setup without having started with a turbo bike...and your astetic value has jumped up 10-fold since the beginning of the build, i though they were different bikes/people. Absolutely amazing, your exhaust manifold is 'to die for'...cheers!

 

Your bike is over the top awesome. Could you flip over the cams so they would be backwards?

 

Where can mr skylrk62 be found these days?

 

In his last post (4 or 5 posts up), he gives a link to an Instagram page. He hasn't been here since August.

 

Damn, sure could use his help with efi

 

Thanks Brother and I hear you! I was trying to embed my instagram posts on this forum and this site doesn't accept the HTML format, bummer. I did write the administrator if they could accommodate this for us.

chain conversion update: I know I have stepped away for a while, but I'm back. Like others in the past, my pursuit to chain-drive conversion failed. This venture did prove it is possible though. The major road block that stopped me was the oil pump. The way the gerotor oil pump is designed, oil flow is reversed when the engine rotation is reversed. In other words, reversing the engine rotation will make the oil pump back into the sump or suck the oil out of the engine. I researched and only a "one-off" billet oil pump would solve this, way too much $$$$. I even tried to find out who the engineers were on the Japan endurance race team at the time of the 1984 XJ750r (OU28). I ran into the powersport engineers at Yamaha here in Georgia and inquired with them. They told me that Japan shares nothing with North America on instances like this. Translation, I'm smalltime. No big deal, the bikes pretty radical as it is. Maybe someday a super XJ fan with deep pockets will do this, but I'm not holding out. I'd love to see the 1984 XJ750r (OU28) in the flesh though.

Bike progress: Like all of us, life has it's priorities. I have had to start and stop the build several times due to outside factors. There has been a ton of "little things" done since the last post. It doesn't look much different, but a lot of engineering problems have had to be dealt with. I could write a novel here to what's been done. I'm still working out the bug on EFI. I added a cam sensor on the intake camshaft and I'm still trying to work the bugs out. I'm trying to do sequential spark and fuel for individual cylinder tuning. Right now it's running on COP wasted spark and single trigger. Hopefully in the near future, I'll have sequential. I have had a hell of a time with oil leaks from the seal of the turbo. I found out that oil will back flow into the turbo from the pump when the bike is not running. I added a check valve to stop the back flow. The leak still continued. I installed a check valve on the inlet side that requires just over 1 psi to open. That seemed to finally stop the oil from leaking when the bike was not running. The still leaked while running! I then found out that some turbo oil drain tubes can't keep up, so I fabricated a oil drain sump. The oil still leaked! I then read that some internal scavenging pumps create too much vacuum which can overpower the seals and keep them open. I added a vent to atmosphere so when there isn't oil being sucked the pump draws air from atmosphere. Again, oil still leaks! I'm at this point out of ideas? I thought maybe too much oil pressure? But, the pressure is within acceptable parameters (50-75 psi). I suspect there might be damage? None the less, frustrating!



I wanted to see if a 160/70R17 tire would fit and the gamble paid off! I upgraded from a 150/70R17.



I also had MotoGP hand control custom made



The rubber intake runners didn't cut it and fabricated aluminum ones. I had offsets, so I had to use defcon to smooth out the runners. It to FOREVER to sand smooth, but happy with the results.





I have been in contact with a fellow member on here that designed a lockout clutch for our engines and was able to get one!



Here is a few other photos






Motobrain x2



I know there is a lot I left out and I'll try to answer your questions if you have them. I'll keep this updated to the end now. Not too far out. Hopefully before the end of the year.

 

Is there not room to modify the oil pump so that a shorter chain turns a gear that meshes with a gear that replaces the pump sprocket, thus turning the pump the right way when the engine is run in reverse?

 

no It's just too tight in there from what I found. I tried to fabricate bypass tubes to reroute from the backside of the pump, which was successful, but ultimately failed due to warpage of the geroter gear walls.

Here are some photos of my R&D oil pump bypass. You can see were I'm trying to mill out the ports add tubing to that and route to other side. Unfortunately, I don't have a photo of the final result.

 

Hmm.....

External electric pump? You'd need to figure out plumbing, but It might be doable. Might be ugly too.

 

yeah, no thanks. I think the 160/70R17 tire will get destroyed, but ascetically looks decent. It would have been cool to have figured out the oil pump from an engineering standpoint, but economically, it's impractical. I hate saying that! I just have too many battles to fight on this project to win the war. It all started when I threw up a R1 rear wheel to the bike and thought it looked sick.

 

I started on my taillight last night. I ordered a sheet of smoke color Polycarbonate glass from McMaster. I plan to install (3) 1.25" round red LED lights. I ordered a Smart Triple Play from Custom Dynamics to control the LEDs. It uses both turn & brake lights when braking and controls the turn signals











I still need to shape the glass to the profile of the tail. It will also need to be polished to become clear.

 

I also did some metal fab work on the belly pan. I needed to make a fix for the hole I cut out of the pan to let the exhaust fit. I came up with this little scoop.

 

I had a buddy approach me about my build and suggested I rethink my front end design. He thought, since I have more of a classic line from the tail to the tank, the street fighter light just didn't flow. I've been working on this bike for some time now, as you all know, and I know that an outside perspective can be a healthy thing. I came across the Ducati TT1 front fairing and fell in love with it. I roughly threw it up on photoshop to see what it would look like on my bike. I'm digging' it! What do you guys think?

example:


my bike:



photoshop: