On the Road

How does it perform? Well, it;s pretty fast, but I did run a stock GSXR1000 and we were dead even. So, you can spend $$$ on an RG500 with TZ barrels, or go buy a stock GSXR1000 and have the same speed, but about 5x as much low end. This is definitely not a practical swap, but then, who owns an RG because it’s a practical bike? It handles well and really feels nothing at all like a standard RG500. I suppose you could say that of any RG project bike, though. I like it, at any rate! Was it worth it? At this level of development, to be pragmatic, you’d be better off with the 127 HP RG motor. If I ever get it sorted, though, it’ll be a different story. The untold bit to all this was that during construction of the Delta, my wife and I had a baby daughter and I seem to have lost some of my zest for spending lots of nights in the shop. So, it’s all kind of slowed down a bit. And lately my efforts are being divided between RG and TL-S stuff. Here’s a few pix of the Delta , compared to the old version, and with some other bikes (Wyn’s gorgeous RZV500 and Dave Batson’s RG500) , also with including Rocky’s ROC500 .

What’s next?

Coming up soon (I hope): New exhaust pipes- TZ spec. New ignition mark- for full advance. Fresh pistons and rings. New combustion chambers. New advance curve. Shorter inlet tracts. Airboxes. Will it help any? I hope to be back at the HP shootout next spring, and set a new record for the 600cc class. We’ll see how it goes!

Thanks

My deepest thanks and gratitude go out to all the guys (and girls) who helped me with this crazy project. The Amazing Darcy Rosentreter (incredible tuner and fabricator) . Rocky Stargel (awesome motivator and facilitator with great Japanese connections). Pete Mills (kick butt CNC lathe operator and creative guy) . Steve Gyimesi (overworked CNC machinist who still made my spacers) . Kevin Cameron (incredibly knowledgable, yet still keenly inquisitive- thanks for your endless patience and willingness to answer my 1001 obtuse technical questions). Chris Lessel! endless fountain of tech info. Greg Lewis- super networked RG head! All the guys on the RG500 list who read my questions and posts and responded with volumes of technical info and advice.

Specifications

RG500 Delta Specification

Chassis: OEM Suzuki chassis, modified subframe, removable, aircraft structural-grade carbon fiber braces added to sides of frame. Attaches via 6mm Ti fasteners to threaded riv-nuts installed in frame spars. Computracked for straightness.

Front end:

Front fork: 1990 GSXR750, 43mm

Damping: Race Tech gold valves and recalibration, RT springs

Triple Clamps: 1990 ZX7R, xx mm Offset

Wheel : 17 x 3.5 Performance Machine Chicane (street)

Tire: 120/60-17 Michelin Pilot Sport

Axle: Titanium

Rotors: EBC Pro-lite 310mm, redrilled

Calipers; OEM GSXR750, 1990

Pads: Carbone Lorraine HH rated

Lines: Kevlar Goodridge

Fork Brace: Carbon fiber/Aluminum composite 10mm

Fender: 1998 ZX7R

Steering damper: Competition accessories

All mounting bolts, carrier bolts, pinch bolts: Titanium or Aluminum

Swingarm/ Rear suspension

Swingarm: OEM, braced underside, modified for larger range of wheelbase

Shock: Fox, modified internally for reduced free length (this is to correct rising rate ratio, which is messed up with longer than std shock installed), and revalved.

Adjustable ride height, modified Lance strut with longer range and roller upper bearing installed. All mounting bolts are Titanium

Wheel: Kosman modified RG rim, 4.5 x 17

Tire: 160/70-17 Michelin Pilot Sport

Rotor: shaved and redrilled OEM rotor

Caliper: Grimeca, underslung. All brake and caliper hardware is Titanium

Line: Kevlar Goodridge

Frame and Geometry:

Stock frame, braced on sides with panels of 8mm aircraft grade carbon fiber; Titanium fasteners thru-bolted into threaded inserts in frame rails. Standard operating setup is 23.5 degrees rake, 95mm trail, 56.5” wheelbase.

Frame has been computracked and specs are taken from their data.

Rear subframe has been altered to allow more room for pipes to exit to sides.

Footpegs: carbon fiber mounting plates with Indigo billet aluminum pegs, ZX6R levers and master cylinder.

Weight

With no fuel, vehicle weight is 318 lbs. Max fuel load 5.6 US Gal (apx 37 lbs). Wet weight (full tank) apx 355 lbs.

Bodywork:

Upper/lower fairing Sharkskinz 1996 ZX6R race pattern

Tail: Stealth body works CBR900RR solo, carbon fiber

Fuel tank: modified GS500ES

Front Fender 1998 ZX7R

Headlights: 2 x projector beam, 55W each

Taillight: modified CBR900RR, uses upper segment only, lower segment removed to allow rear pipe exit

Electrics

Ignition: Wolf digital CDI with throttle position sensor. CDI is 3D mapped RPM vs throttle, also controls water injection, quick shifter, rev limiter, ignition map switching.

Powervalve Controller: BDK engineering unit. Dash mounted dial adjusts valve opening point to suit engine characteristics.

Magneto: rotor has been shaved on outer circumference to reduce weight.

Coils: stock

Fuel pump: 2000 YZF-R1

Plug wires: stock

Plug caps: NGK waterproof , aftermarket

Engine Management

Exhaust water injection system, adjustable for RPM range and throttle setpoints

6th gear sensor switches to alternate ignition map for top gear use. This feature is armed/disabled from the dash.

Bar mounted switch allows manual selection of alternate ignition map, if desired.

Engine:

Cases: stock RG500. Ignition pickup location has been altered for 8 degrees extra advance.

Advance curve: modified TZ250

Cylinders: 1994 Yamaha TZ250 4DP casting, mounted via adaptor plates. Cylinders feature Main exhaust + 2 subexhausts, guillotine powervalve on main exhaust port, 7 transfer ports.

Timings: cylinders are unmodified.

My Measurements…

Exhaust opens: 24.5mm ATDC with valve up, 32.4mm ATDC with valve down

Subexhausts open 26.5mm ATDC

Transfers open: 38.6mm ATDC

Boost ports: 38.5mm ATDC, all transfer/ boost are level

Case compression: 1.288 : 1 559cc/ 434cc

Pistons: stock TZ250

Crankshafts: modified, using RZ350 rods (RZ is 110mm vs stock 100mm)and rebalanced to match

Heads: CNC machined, removable combustion chambers, 14:1 and 16.5:1 ratios available. 14:1 ratio used. Ratios are mechanical, full stroke. Squish clearance ~0.032”.

Carbs: 36.5mm TMX (bored from 35mm), uses stock oil injection, + 100:1 castor premix for track days

Filters: Unifilter foam

Induction: Rotary valve, Opens 145 deg BTDC, closes 75 deg ATDC, 220 deg duration

Clutch:

GHN manufactured straight-cut primary gearset. Eliminates std cush drive on clutch.

Modded OEM basket and hub. Hub splines are polished and drilled to allow oil flow.

Friction plates: swap-in from 1996 ZX6R Kawasaki. Tabs have been shortened 1mm to match RG dimension, but this is not necessary for use.

Steels: surfaced to 180 grit finish. Dimpled to allow oil retention

Springs: Barnett part for 1986 GSXR750

Spring keepers: 1996 ZX6R. Springs are spaced to allow correct installed height.

Transmission:

GHN 6 speed unit. Billet steel, 5 dogs per gear, close ratio. Retains use of kickstarter.

Damper shaft:

Stock