Kawasaki ER6

**Shaun Harris** · 21st May 2014, 07:20

Originally Posted by Mental Trousers

That's right, they explode in totally different ways. Just ask neil_cb125t

unfair dude, one mtr in NZ you are refering too. Take a look at how many are raced in the UK to around the spec I mentioned above.

**BuzzardNZ** · 21st May 2014, 08:14

Don't get me wrong, I think the ER-6 is a great wee bike for what it was intended for, but I find it mind boggling that anyone would
drop $30k on mods for one ( see http://www.trademe.co.nz/motors/moto...-706901870.htm ) to get it up to that spec when there are way better bikes available for half the price.

**FROSTY:Me** · 21st May 2014, 19:48

hey chappy --im aways outa the loop so forgive my ignorance-I thought the limiting factor with the kiwi bikes was the airbox rules.
Crikey you could buy a rocketship engine and it just won't be able to breath?

**neil_cb125t** · 22nd May 2014, 17:23

Originally Posted by BuzzardNZ

Don't get me wrong, I think the ER-6 is a great wee bike for what it was intended for, but I find it mind boggling that anyone would
drop $30k on mods for one ( see http://www.trademe.co.nz/motors/moto...-706901870.htm ) to get it up to that spec when there are way better bikes available for half the price.

Hmmmmm don't trust everything you read - I bought an engine from the US for around $1500-2000nz. Then another 3-4k on full rebuild/tune/power commanders/exhausts to make 88ish HP at the wheel.... that was evo I - that had STD rods and no slipper clutch....... then when I over revved it on a down change it let go (my belief is a rod stretched on over rev and piston touched the head, cracking the top end of the rod ) as the other cylinder was fine.

Carrillo Rods and slipper clutch were only around $1800 US.... rest of the motor was left as it was (rebuilt to the same specs) - infact we gave the piston to head more clearance and lessened the cam timing and got MORE POWER.

Every F3 bike that you want to run at the top of the class will cost you money - not like tires and petrol and crap, like order your own titanium and make your own titanium exhaust, carbon fibre wheels money..........

Protwin/SV650 class is there for those who don't .

**neil_cb125t** · 22nd May 2014, 17:27

Originally Posted by FROSTY

hey chappy --im aways outa the loop so forgive my ignorance-I thought the limiting factor with the kiwi bikes was the airbox rules.
Crikey you could buy a rocketship engine and it just won't be able to breath?

Yeah defo is the ONLY thing that limits you - but at 90+RWHP its not really that limiting, Svs cant seem to match that - im still running a lot of std stuff that could be modded - valves/top end etc. At the mo the only bikes that have more power are the 2 stroke 400cc thingys.

Wonder how many types/versions of std airbox there are..........??????

**neil_cb125t** · 22nd May 2014, 17:29

Originally Posted by Moto-Dynamix

unfair dude, one mtr in NZ you are refering too. Take a look at how many are raced in the UK to around the spec I mentioned above.

Yep and that was because I thought the UK guys said the std rods were fine..... I was wrong ( they said carrillos were fine) ......I also did the damage myself.. they also run STD cranks......!!!not lightened at all... last time I looked.

**Grumph** · 22nd May 2014, 17:34

Originally Posted by FROSTY

hey chappy --im aways outa the loop so forgive my ignorance-I thought the limiting factor with the kiwi bikes was the airbox rules.
Crikey you could buy a rocketship engine and it just won't be able to breath?

The one I built to F3 rules was definitely not limited by the stock airbox. I'm pretty sure it would have given over 100 at the wheel with the right pipe - 96 on the Ashburton Dyno. But looking at the probs chappy has had i don't know how it would have lasted. Shot peened std rods and properly set up bottom end - but that wasn't what let go. #1 exhaust valve seat dropped out cooling on the dyno...and the owner didn't pick what had happened when he next fired it up. Oops...

Back in the day we got over 80 out of the 500's with the aid of exotic fuels - using std rods and pistons too. The 650's are a shitload better head setup.

**neil_cb125t** · 22nd May 2014, 18:08

Originally Posted by Grumph

The one I built to F3 rules was definitely not limited by the stock airbox. I'm pretty sure it would have given over 100 at the wheel with the right pipe - 96 on the Ashburton Dyno. But looking at the probs chappy has had i don't know how it would have lasted. Shot peened std rods and properly set up bottom end - but that wasn't what let go. #1 exhaust valve seat dropped out cooling on the dyno...and the owner didn't pick what had happened when he next fired it up. Oops...

Back in the day we got over 80 out of the 500's with the aid of exotic fuels - using std rods and pistons too. The 650's are a shitload better head setup.

Yep my total power is on Chris Osbournes dyno - motormarts reads around 10% over so 100 at the wheel there would be easy. I had shot peened the rods, but was running the JE pistons, a lot heavier than stock - the stocks seem good IF you can get the compression high enough with them.

Agreed on exhaust - new one built, we trailed a poo stainless version, got good gains everywhere - pics attached........

The heads are way better I hear - they take a lot of porting to get them breathing.

If you guys want more dets on mine email me neil.chappell@ymail.com

Put it this way - US ones struggle to make over 85 at the wheel, the only guys making more than kiwis are the brits at IOM.....so think we are doing pretty good

**neil_cb125t** · 22nd May 2014, 18:19

pipey pipey no 2...... we have been running stainless leo vince race headers slightly modified, since the beginning - now its fully TI from the sump back in the end can.

so who can guess how heavy the entire system is.........

**richban** · 22nd May 2014, 18:24

Originally Posted by neil_cb125t

pipey pipey no 2...... we have been running stainless leo vince race headers slightly modified, since the beginning - now its fully TI from the sump back in the end can.

so who can guess how heavy the entire system is.........

My best guess is Not Very Heavy. I'm close right? 3.2kg

**Grumph** · 22nd May 2014, 19:51

The pipe on the one I did was a Leo Vince - I didn't like it, headers were too small IMO, no proper system length either.

Based on what worked on the 500's I'd have built a 2:1 with 26inches of 1 5/8in OD headers and a tailpipe ideally 1 15/16 od (but i'd probably have had to settle for 2in) around 26in before a 2in bore straight thru muffler.

As chappy has heard from me before i think i went with bigger cams than most have tried - I knew what worked on the 500's and didn't see why people were using milder cams on the 650. Your bro Kev, Rich, pointed me at Toyota 4AGE grinds as the 650 buckets are the same diameter...and there's a heap to choose from.

**neil_cb125t** · 22nd May 2014, 21:26

Originally Posted by richban

My best guess is Not Very Heavy. I'm close right? 3.2kg

I must have blabbed ......not too many pipes are that incl springs, not bad considering the endcan is 1100grams - need to find lighter packing

Now if only I didn't weigh 94KGs

**neil_cb125t** · 22nd May 2014, 21:28

Originally Posted by Grumph

The pipe on the one I did was a Leo Vince - I didn't like it, headers were too small IMO, no proper system length either.

Based on what worked on the 500's I'd have built a 2:1 with 26inches of 1 5/8in OD headers and a tailpipe ideally 1 15/16 od (but i'd probably have had to settle for 2in) around 26in before a 2in bore straight thru muffler.

As chappy has heard from me before i think i went with bigger cams than most have tried - I knew what worked on the 500's and didn't see why people were using milder cams on the 650. Your bro Kev, Rich, pointed me at Toyota 4AGE grinds as the 650 buckets are the same diameter...and there's a heap to choose from.

yeah you just have to try each idea out aye - we literally tried a bunch of ugly but different ideas out on the DYNO..... We haven't even tried new cam grinds as yet....