Sunday, December 29, 2013

Getting nosey

Just a quick reminder to all my friends to be sure to use eye protection at all times! I zipped out to the garage, because I had a few minutes to spare, in order to start polishing a piece for one of my projects.  I put on some protective glasses (but not a full face shield) and went at the wire wheel.  Again, I was polishing, not grinding... however I guess a portion of the metal I was working was a bit weak, and a spot weld (not mine) gave way and up popped a nice sharp piece of aluminum, right in my face...

 You can kinda see the path the piece took as it ricocheted up my schnozz, hit the bridge of the safety glasses, and then kissed me on the forehead before flying up into the garage somewhere.  It looks worse than it was (bled like crazy, but the cuts were quite shallow), and my ever-patient wife (on our anniversary) took a photo prior to helping out with some basic first aid.  I can't afford to get any uglier, so I'd best use the full mask at all times!  And no, I can't seem to flip the photo upright, for some reason!

Saturday, December 28, 2013

Parts for Sale

Need to clear out the garage somewhat  With my parts for winter projects coming in, I have some surplus items.  The following are currently on eBay...

I have my old muzzy/scorpion exhaust system for sale.  Headers are wrapped with exhaust wrap, and otherwise the system is in very good shape.  One would have to develop a way to hang the rear muffler strap somehow, but it wouldn't be impossible.  This kit, with a PCIII, got me 71hp.

Also switching out the front calipers, so my R6 stoppers are available as well.  These have been rebuilt, with new seals and rubber grease (after being ultrasonically cleaned), and come with a nearly new set of Speigler pads installed.

Click on the links, which should take you to the ebay auctions.

Sunday, December 22, 2013

Triple Threat

No one makes aftermarket top triple clamps for the zx6r (2005-06).  On ebay I came across a billet set for 2007 and newer bikes.  How different can they be?  A bit actually, but nothing that a bit of machining can't fix.
The stock top triple is at the top of this pic.  I've already removed the ignition key tab; with the aftermarket one on the bottom, the ring will also be removed, but "less" of it, as there are two nice threaded posts on the underside... perfect for mounting brake reservoirs.  So just the blue colored area will be machined off.  A "top hat" spacer will need to be inserted, and it turns out I had a perfect match (in regards to ID measurement) in my box of bits... its the piece sitting on the drawings.  The new triple will have to be machined slightly larger regarding the center hole, and this new spacer pressed in with an interference fit.  Lastly, the new triple is too "thick" where the center stem slides through, so about 10mm will be machined off the bottom.  After that, it should all mount up quite nicely.  A bit of hassle, perhaps, but sometimes the fun is in the challenge. Off to see the machinist tomorrow.  Will keep you all posted.

Saturday, December 21, 2013

More global Supertwin News

This was made official a few days ago, but I just stumbled across this pic this morning.
These two fellas are TT legends, and real roads racers extraordinaire.  Of course, a nice detail shot of the cool KMR Kawasaki is nice to see as well.  Mick was emailing me about the sexy PFM calipers on his bike, and it appears Ryan has fitted the same to his racers.  In the next few weeks, I'll get my hands on a few new items to play with on my racer.  Everything from a front fender, to a fuel tank, new (even bigger) radiator, and a top triple clamp as well.  -30 outside this morning, so not really keen to head out there just yet!

Saturday, December 7, 2013

Some new and old photos

Bitterly cold today -- below -30C with the wind chill.  Just braved the insane stores to do some Christmas shopping. Thought I'd warm up updating the blog, before heading out again to hit the gym.  Not much news to report on the bike per se, but I have a few photos to share.
Not sure if I've ever posted this before.  Dug it out of an old file from one of the trackday photographers.  During a race a few years ago.  Kinda neat as it gives a sense of the entry into turn 1.  I'm likely not leading at this point -- Doug Martens has probably scampered off on his Ducati by this point.  That green KTM fairing was a bugger to mount, and subsequently got destroyed in a crash.  Sure made the bike look unique, however!

These next 2 pics of course aren't me or my bike...
 Mick had emailed me to ask about my oil cooler mod that I had tried on my ex.  Turns out Mick has had some considerable success at the IOM TT, having Australian star Cameron Donald race for his team.  He sent some photos as well -- you can see this is a pretty trick machine, with the usual mods -- swingarm, KMR bodywork, some serious front calipers, and the USD forks, likely from a zx10r or similar... although the Maxton sticker on the side shows that they have been tweaked somewhat!  Not sure of what kind of exhaust
system is being used...  Mick has been great in that we've exchanged a number of emails, with me providing him with a few details of the oil cooler mod, and me in turn peppering him with queries about airboxes, throttle bodies subframes, etc.  With just the ability to ask questions of an established TT team, running ex650s, I should be able to glean some valuable information!

Sunday, November 24, 2013

A few more mods...

Plan on installing this Koso race dash over the break/before round 1.  It is good enough for KTM to use on their moto3 bikes, so it should be good enough for me!
It combines a bunch of features I am looking for into 1 gauge... while the max rpm is a bit high (16,000 rpm!), it does have a nice large shift light that you can see on the upper RHS.  Just below it is a digital temperature gauge, which uses the same hardware I already have with my Koso water temp gauge.  It runs off of a separate 9volt battery, so that will make installation a bit simpler.  The only work will be finding the correct tach lead, but the manual should have the correct information on that.  This works out OK, as the now-redundant water temp gauge from the racebike will be used on the cx500 project I am also working on.  It will be awhile before I get my hands on this, but I have the whole winter to monkey with it!  When I get the new engine on the dyno, I will have some updated information on the peak hp RPM, and set the shift light accordingly.

Monday, November 11, 2013

More Electrickery

While I wait for the stock loom to reach me before posting it off to Track Electronics (see below), I set about working on the lightweight stator/rotor assembly as built by BRG racing.  I actually had it on the bike in the new engine, but as I was working through the earlier non-starting issues, I removed it, thinking the non-stock rotor and stator could be the root of the problem.  Now that I have the new engine running as it should, I can go back to re-installing this light rotor to test next year.
First step was finding a second alternator cover, so I could switch between the two if needed.  Once sourced, I went about installing the stator.
This is from a 2006-07 CBR1000rr.  BRG machined an alloy spacer ring to set the smaller stator out from the alternator cover to get the right "depth".  I also spliced in the 3 EX650 wires and connector into the CBR loom.  Three wires into 3 wires... pretty simple.

The other component is the CBR rotor.  The weight differential is quite significant -- a few pounds between the stock ex rotor and the cbr one.  I need to make a tool to hold onto the rotor while it is being tightened, but some time in the garage with the torch and an old wrench should do the trick.  In order to line everything up, there is another aluminum spacer, and the stock starter bearings all work.  I just need to remove the stock rotor from the ex engine and swap over these parts.  I've ordered a proper puller from TransCanada Motorsports (see the link on the right), as I anticipate needing this tool, rather than borrowing one off of Scotty all the time!

If it works as it should, this will only add to the lightness of the bottom end of the race engine.  All things considered, I am not gonna get a HUGE power gain from this engine.  While it has been rebuilt and basically blueprinted, aside from some intake work, very little has been done... no bored throttle bodies, no forced air, no displacement bump, and just a slight increase in compression using stock pistons.  However, it should run a treat with the crankshaft work, and this lighter rotor.  However, that being said, I am basically beta-testing this part.  I believe there is one other racer running this setup in California.  It should also be noted that this setup is far lighter than the machined stock rotor options offered... machining the stock rotor only saves just under 1 pound.  I might weigh the two to compare!

Sunday, October 27, 2013

Another new Sponsor

Track Electronics out of the UK has agreed to provide one of their custom race harnesses for my EX650 racer at a considerable discount.  This company has had considerable success this year winning the Supertwin class in the Manx GP with rider Michael Russell.  Here is a you tube clip with the highlights...

Because information and pics of proper race er6/ex650s are so rare, with their permission, here is some details of their machine:

The Kawasaki ER6 Supertwin has benefitted from further developments since being raced at the TT by Dan Kneen with modified radiators/ new electronics/ a revised airbox design & lowered subframe - visit the Track Electronics Facebook page & "like" to get regular updates on "Project ER".
Bike Spec is as follows:
  • Chassis/ Frame/ Swingarm/ Air Intake/ Fairing Bracket - All modified & manufactured by local specialist bike engineers Silverback Manufacturing.
  • Exhaust - Full Arrow System (hoping to run MHP developement system @ MGP)
  • Front End - ZX6R (1998 G2) forks using Maxton Internals/ ZX6R Calipers/ Yokes witha Brembo 19x20 Master Cylinder & HEL Hoses.
  • Shock - Maxton GP10
  • Bodywork - Modified Triumph 675 Fairing/ CBR1000RR Seat Unit.
  • Electronics - Track Electronics Custom Harness (weighing less than 1lb)/ AIM EVO4 Datalogger & Race Dash/ Standard ECU/ Bazzaz FI Unit/ Translogic Quickshift Controller with Cordona Sensor.
  • Radiator - Standard with additional lower radiator (modified GSXR1000 Oil Cooler mounted below.
The bike has been designed completely "in-house" using local firms where possible & trying not to go the conventinal "chuck someone 12k to build me a bike route", examples being:
: Front end (1999 ZX6R forks/ yokes/ wheel/ brakes with Maxton internals - total cost £350).
: Subframe - designed & built by local bike engineering firm Silverback Manufacturing - its fully adjustable & allows us lower or raise the rear of the tank by 25mm & holds the ECU/ Battery/ Dalatogger/ Regulator -Rectifier.
: Radiator - everyone tells you needed a big rad at big £'s, we modified a GSXR1000 Oil Cooler to run below the standard rad - price including hoses £46, she's now done a TT, 4 Track Days & the MGP with no problems. 

Hmmm, interesting comment about the oil cooler... considering I can't see how the cooler would be mounted and plumbed with the Arrow Minitwin exhaust headers, I'd love to get some more details. The plan is to get a used 06-08 race loom off of eBay (already sourced) and mail it off to blighty for them to do their work.  The finished loom is apparently less than 1 pound in weight!

Some pics of their machine...
 Right rear.  Evo Minitwin exhaust, and a neat aluminum rear subframe.  Versys swingarm and Maxton Shock.
Other view of the subframe.
There is that mystery oil cooler.  From a gixxer 1000... just wondering how they plumbed it into the engine... perhaps I can convince John to send me some detailed pictures.  Apparently the bike also has a neat air intake system/ram air as well.

Please check out Track Electronic's website to the right.  If you want to look at specifics on their supertwin project, you can follow them on facebook as well; click on the facebook link in the text above.

Friday, October 4, 2013

End of Season Report

This is going to be a fairly multimedia-heavy post, as I have both pics and video to go with the write up.
I was able to get away from work at a decent time (not early, but not late either) and make my way to the track.  The forecast was for cold but clear temps; overnight would be hovering around the freezing point, but I would only have to stay in Chez Mazda for one night.  My parents were coming out for a visit.  Dad can watch from the track while mom is too freaked out... she'd spend Sunday in Gimli.  At least Saturday night meant a stay in a hotel room, which made me feel like a factory racer, at least for a day.
Saturday was my last day as novice trackday instructor.  It has been an enjoyable 2 years, but not racing on Saturday takes me out of any chance for a championship... certainly top 3 anyway.  AJ was out for the weekend and got some pics of me, with video camera perched on top of my helmet for the benefit of the new riders to see themselves.
One of the things we do is the "I lead, I follow" process.  I basically lead for 2 laps, and then in turn, each trackday rider works their way to the front so I can follow, take video, and offer some suggestions.  A smaller group this round, and they were all quite quick (until one guy fell in the afternoon -- lowside in turn 3).  In this pic, we are exiting turn 9 and I am about to go way wide to let the rider on the honda by so I can follow.

Eye of the tiger!  Prior to starting I talk about body position, being smooth, and foot position.  The key thing I focus on is vision -- looking through the turn, not just past your front wheel.  Overcast conditions, a clear visor, and AJ's f-stop setting shows that I remembered my own advice.

My hope for Sunday was to maintain my podium streak... that way I could say that every race I entered this season, I was in the top 3.  I'd really like to have a few "1s" in there, but it was not to be.  In both races I was closer to the front than before, but could not finish higher than 3rd.  Early on during the weekend I realized that the quickshifter was not working well with the agricultural transmission of the ex650, but the gearing change was better for top speed.  Another 7mph (indicated) and the ability to pull 6th gear on the front straight led to some better lap times on Sunday morning.  Going against my superstition (the last time I videoed my racing I crashed), I left the camera on my head and got both Sunday races recorded.
As always, from the rider's perspective it is far more interesting.  I made 2 errors this race that got in my way of improving my position -- I missed a shift on the start (you can see riders from behind me on the grid pass), and less obvious is a missed downshift going into turn one around lap 8 or so.  That left me with no drive exiting the turn, and Jason pulls a gap.  Got a solid 3rd, with 4th a fair distance (13 seconds) adrift.  A number of consistent laps in the mid 1:06 range.

My last race of the season was just weird.  Another crap start had me stuck in 5th, then 4th for awhile, before I got into 3rd place.  Everyone's lap times were down, and it resulted in a tighter finish 1st to 4th.  In a weird twist, had I kept the same pace from race 3 as I did in race 2, I would have won by 5 seconds.  Bizarre.  I felt I was going fast, but I obviously wasn't... the laptimer doesn't lie!  At seasons end, I finished 5th overall (again!) in the Expert Canadian Thunder Championship.  Not bad for missing 2 rounds and competing in only 8 out of 18 sprint races.  And I kept my season-long podium streak intact!

Some pics from AJ...

Looking at these pics I feel a bit old, only because for some reason, I hardly ever drag a knee at Gimli.  It doesn't seem to be affecting my speed or laptimes, but I guess my body position and slowly decreasing flexibility in my hips are making it more difficult.  While I am riding, I don't really care, but everyone likes to see themselves tipped 'reet over.  I think I am getting decent lean, but I just don't bother or aren't able to stick out me knee as much as I used to.  The track has something to do with it as well -- both MAM and Mid-America are far smoother with longer turns with more time at lean... I drag my knees all the time there!  But aside from a quick scuff (usually over a bump when the suspension compresses!) my knee sliders stay unscathed.  Perhaps some yoga over the winter...?

The off-season began as soon as the last race ended.  Pop helped me load the trailer, I had lunch in Gimli with my folks, and the drive home had me planning the steps to, as quickly as possible, get the old engine out and the new (finally finished) racebike engine in.  Kate had suffered long enough -- 8 months sharing the computer room/office with a motorcycle engine had to end.  The following weekend I got the old engine out, the new one in, filled with fluids, and with anticipation I thumbed the starter button.  The engine turned over, and over, and over, and... didn't run.  The process of the rest of the weekend and evenings over the following week would fill a book.  In a roundabout way, at time of this post, I am pretty sure I've figured out why.  No internal engine parts or small animals were harmed during this process... but if the solution I've arrived at doesn't solve the problem, all bets (particularly involving small animals) are off. I hope to post a video shortly to show what is up...

Saturday, September 14, 2013

Secret weapon...

Worth 1/2 second a lap?  We shall see next weekend...

Local machining guru/friend was able to turn down a stock 6061 rod to work with the quickshifter and the woodcraft rearsets.

Saturday, August 31, 2013

Stolen Pics

A few photos I have snagged from other MRA members...
At the awards presentation ceremony at the last round, on Saturday evening.  In typical club racer/privateer fashion, we were summoned to the presentation in the midst of me servicing my bike.  No mechanics or Dunlop truck to change tires for me.  I was midway spooning on a new rear tire for Sunday's racing.  So no nice Pilot, Racetech, or Speigler shirt... an old Oakley t-shirt that I had no problem getting dirty doing wrenching work at the track.  At least I was able to write down all the sponsors to thank!  Thanks to Cynthia of HFR for the photo!

This is a picture of 2013 Novice Thunderbike Champion and mechanic extraordinaire, Geoff Ives, in the foreground.  You can see me in one of my rare occasions of being in front of Glen.  I believe this was the first race of round 4.  I eventually got by Geoff after his jackrabbit start, but Glen also finished in front of me as well...

At least I can claim these photos as my own.  Better take some shots now, in case the pretty thing is thrown down the track at the last round of the season!

Saturday, August 24, 2013

Paint and Sprocket

The last week of holidays gave me the time to prep and paint the tank to match the rest of the bike.  A fairly easy process -- just used some 350 grit on the decals to remove them, and feathered that out to 400 on the rest of the tank.  This coat of clear went on far smoother than the fairings, but I think I might have been fractionally off on the mix -- after a few days, the clear still seems a bit "soft".... and I am out of clear.  I'll leave it as is and see how it holds up.  I've read on the interweb about how it is best to err on the side of extra hardner; well, I was basically dry on the hardner, so it is what it is.  I'll give it some more time to cure, install the gripster pads to the side of the tank, and what will be will be.

I'm always reminding the race school students to draw a track map and reflect on their riding; their shift points, turn in points, what gear they are using, etc.  As long as I have been coming to Gimli, I have always been thinking about this stuff.  The last 2 rounds made me realize that I was NOT needing to shift into 6th on the two straights.  Holding 5th into the over-rev didn't cost me any time, and saved 1 downshift on 2 places on the track.  With that in mind, I decided to experiment with a larger rear sprocket.
The idea of going up in my gearing (or down, depending on how you think about it) should (in theory) provide a few benefits.  The acceleration will obviously improve.  I'm looking forward to some improved starts.  Not that they are particularly bad, but I'll take any advantage since I am starting from row 2.  Hopefully this advantage will continue through the gears, and allow me to "pull' 6th gear on the two straights.  It will cost me another upshift and downshift, but if a higher top speed, combined with quicker acceleration is the result, lower lap times might be in the cards.  Of course one can go too low, but I can at least explore the theory.  The wheelbase will also be shortened up a bit, and that might also help with some quicker handling.  We shall see...

Monday, August 19, 2013

A Day (or 4) at the Races

I was originally going to do this for the last round, but because I left my camera at the track (thanks Rene/Bob for grabbing it for me) these had to wait.  They are a bit of a compilation of rounds 4 and 5.

 Just about ready to hit the road.  I have a checklist in a binder to keep track of all the stuff I have acquired over the years to bring to the track.  Ironically, this was the first time in over a decade of racing that I forgot to bring HOME something I brought to the track...

On the road.  Good old Trans Canada Highway #1.  About 80% of the Canadian population lives within 2 hours of the US border, so our main highway is #1.  I believe there are still a few areas where it is still 2-way, but the majority is 2 lane divided, and even more lanes around larger centers like Toronto or Calgary.  Out on the bald prairie, that's not the case.

As much as I wonder about a better race hauler, the Mazda does a decent job.  I drive it like a granny -- this is my favorite sight when towing the trailer.  In overdrive, the engine nicely turning over at around 2000 rpm, and doing the national speed limit of 60 mph/100 kph.  I think I get pretty decent fuel mileage cruising along like this.  Not sure if there is a vehicle, short of a diesel Mercedes Sprinter van, that would get good mileage and haul a bike and a bunch of gear.

You've got to love Canada... railway is king, especially freight.  Our railways rarely bother to haul people, but in terms of getting grain to the east or goods to the west, nothing gets in the way of the railroad... including highway traffic!  Can you imagine STOPPING in the middle of I-90 in the states or the M-whatever in the UK for a train?  Having traveled a little on superhighways in the USA and Europe, this makes me chuckle every time.

After heading North at Winnipeg, I drive into the area known as the "Interlake".  Beautiful scenery when you get to some of the resorts around Lake Winnipeg -- the town of Gimli in particular is nice in the summer.   But getting there can be a quiet and lonely journey.  No traffic for miles!  And this is 2-way traffic, of course.

At the track the other racers have already begun to set up their pit locations in the paddock.

My sleeping quarters for two nights.  Being shorter of stature, I am able to stretch out and sleep in the back of the Mazda.  An inflatable mattress over top of foam, with a sleeping bag, is certainly tolerable.  In the upper left corner of the pic you can see the screen duct taped into the rear window opening.  Need a breeze in the evening, however mosquitoes will eat you alive, so you can't really sleep under the stars cowboy-style.  Gear is kept inside, as it often rains overnight.  May and September rounds are particularly chilly, and I've slept with a toque on my head to stay warm.

The bike under the awning, with the tires cooking for the next session.  This was after race 1 on Sunday... trying to air out the leathers as the humidity was pretty high.

Gratuitous blingy wheel shot.

Race report:
It was a great weekend for me, as I scored another two podiums (both 2nd place finishes) after a Saturday spent working with another 9 new novice trackday riders.  Two weekends in a row with healthy numbers of new riders is a good sign for any club.  Hopefully the trend continues.  I was able to get some good video of the riders, dole out a few pointers, and answer some questions as well.  Later on in the day I was able to get out with the advanced trackday riders, which allowed me to circulate the track at speed, in preparation for the next day's racing.  After a morning rain shower, lap times were slower than usual, and with a fierce wind, nobody was breaking any records.  In preparation for this round, I went down one tooth on the rear, hoping that combined with my fairing, I would be able to pull a higher terminal speed on the front straight.  Using a z1000 gauge, the speedo is miles off -- it was reading 145mph last round, without a fairing!  However everything is relative and it gave me a figure to compare to.  With the wind and the gearing change, I went no faster... I still hit an indicated 145 on the front straight.  However for the first time all year I passed a fellow sv650 rider on the straight... something I could never do with the naked bodywork.  At the end of the day I fitted a new rear tire, reverted back to the 45t rear sprocket and got ready for Sunday.

I was pleased to see during practice on Sunday morning a "152" appear on the speedo.  As well, the bike seemed to accelerate faster with the fairing (as well as the rear sprocket change, but I rode that gearing all year without a fairing)... this should bode well for the races!  7 mph increase in top speed on a 71hp bike is nothing to sneeze at.

Sunday saw me start from the 5th position on the grid, again due to missing out on points in round 1 and 2, and also skipping the Saturday races for instructing duties.  In race 1 I got a decent start, slotted into 4th, and began to work my way forward.  I was able to get by Mert by lap two, and Jason by lap 3 or 4... but aside from keeping Glen in sight for a couple of laps, I never really challenged him at all.  I crossed the line in 2nd, 7 seconds adrift, and 15 or so seconds ahead of the 3rd place finisher.  Aside from a 1:06 on lap 3, my times were consistently 1:07s... again, a bit slower than I'd like, but all lap times were down on what they usually were.

Race 2 was a far more dramatic affair, with me entering turn 1 in 4th again off the start.  This race it took me awhile to get by Mert, and by this time Jason had extended his lead on me from his pole position start.  By lap 7 I was able to draw even with him entering turn 1, but backed off as he had the better line; I did get by on lap 8, and then spent the next few circuits riding defensively, as I could always hear his booming SV right behind me through all the turns.  On the white flag lap, I was still leading out of turn 5, with only the fast 6-7-8 combination and turn 9 left in order to maintain my position.  It should be secure, although a lapped rider appeared not too far ahead.  Depending when I caught up, it could be perfect timing, or terrible timing.  As luck would have it, I came up on the rider entering turn 9; he went wide while I hugged the inside (another blocking move on Jason), and I held on for a photo finish, 0.7 seconds ahead.  An entertaining race, and satisfying in that luck turned in my favor on this occasion.  Still 7 seconds adrift of the winner (Glen again), but not miles away.

Aside from replacing a fork seal, the bike will remain as is for the final round of the season.  I'm shooting for another 2 podiums again as a goal to round out the year.  Hopefully that can boost me up to 5th in the standings (for the 3rd straight year!).  However, with club racing, you never know who is going to show up, and with what bike.

Geoff Ives managed to set the cams in my engine at the racetrack over the weekend (top fella!), so the superbike engine is basically ready for the final pieces for assembly.  If things go according to plan, I'll swap it in after the last race, get it broken in and dynoed before fall ends, and mothball it for the brutal 5 months of winter.

Wednesday, August 7, 2013

Headlong Progress

I tried once to put the cylinder on without a piston ring compressor tool, to no avail.  I ordered a simple one from Transcanada, and after it arrived, a quick stop at Princess Auto for a torque wrench saw me return home hoping for success.  Short of a spare set of hands, it took awhile, but I was able to seat the cylinder on the case, with the rings oriented in their right locations around the piston.  Job done!
For now, the cams, cam caps and guides are just put in loosely.  RLR racing sent me the Kent Cams specs for the new cams, which are adjustable.  With no experience on how to degree cams, I am going to leave it for someone else to do, incorporating the proper tools.  I'd love to "watch" it being done, if possible.  I've built a lot of engines which just had cam sprocket marks to orient the cams at TDC -- a KTM, a Suzuki engine, the Ducati 900ss engine (which had belts, of course!)  At this point, and error on my part, due to having no experience, would undo all the work and expense I have put into the engine so far.  When in doubt, chicken out.  I've got a line on a potential guru in Winnipeg that might be able to help me out.

Saturday, August 3, 2013

Fairings finished

Poor photos again (iPhone), but it gives you the idea...

Kinda reminds me of the Ducati Corse paint option on late model 848s... mine of course is done with Tremclad.  It has 2 coats of clear overtop.

It is on straight!  Bike is a bit cockeyed in the front stand, and I am taking the pic at an angle.  Unfortunately the end result of the clear is some pretty serious orange peel.  Oh well, its a racebike, right?

Sponsor decals along the lower bellypan.  Thanks for the support!

The racier fairing necessitated moving the reservoirs inboard -- not a bad idea regardless, as they are protected in the event of a crash.  I am using proper clear Tyvex tubing for brakes from Curvygirl.