OK - here`s the first instalment of a brief description of the build - I`ll start by pasting the couple of posts that I put on here last year...
1)
A simple USD conversion for the KR1/1S is to use ZXR400`H` model yokes. These have the same stem dimensions as the KR1 and fit straight on using the standard ZXR bearings and seals - the steering stops are in the right position, the only modification required to fit later model fork legs is to bore the bottom yoke where the legs fit through from 50mm to 52mm - this is a half hours work for any competent machinist.
Once you have bored the bottom yoke you have a front end which will take either ZXR400L forks or, better still, the ones from a ZX636 B1H (2003/4) or C1H (2005/6) model which both use the excellent 4-pad Tokico radial brake calipers. The fork legs from the ZX636 are the correct length to match the KR`s chassis geometry.
The combination of components that I`m using in my build is C1H fork legs, calipers and discs with a B1H wheel (interchangeable with the later model) which is a 3-spoker and matches my RGV VJ22 rear pretty well. Handlebars and radial master cylinder are from a late model GSXR600 and I`ll be using the mudguard from a ZX-10R as it is smaller and less clunky looking than the ZX-6R unit. I have modified the forks to suit the lighter bike by changing the springs for stock RVF400 NC35 ones (which drop straight in) and the oil for 2.5W instead of 5W.
2)
Continuing the build - we have wheels...!
The front is actually from a Hornet, simply because I had it in my spares stash, I already make an adaptor kit for it to fit the ZXR forks and it uses the same discs as the NC30. Powdercoating is the gold that Subaru use on Impreza wheels, done by Aerocoat (who also did the gloss black frame), discs are Arashi waveys.
Rear is a 17" RGV250 unit, fitted using an adaptor kit made to the spec that`s posted in the archive on here, Talon sprocket, wavey disc.
Shock is a Nitron R2, suspension linkage uses BDKs jack up arms. It`s probably common knowledge on here but fitting the 1S swingarm to the KR1 frame requires more than just boring the pivot holes for the larger diameter bolt. Because the KR1 uses metal cap type grease seals and the 1S doesn`t, you have to shim the ends of the bearing inner sleeve to avoid `squeezing` the frame when you tighten the pivot bolt (0.5mm each end did mine) and then shim the swingarm itself to control the sidefloat (1mm each end in my case). Shim sizes are 20 x 28 and 28 x 40 respectively - you can buy them on ebay from a supplier called `Screws City`.
The finish on the swingarm is vapour blasted and then clear anodised, which didn`t come out exactly as expected but I think I quite like it - it`s a kind of satin finish mid-grey, looks very like mag wheels do when they been stripped for recoating. Good BS potential, though - `nah mate, it`s the factory race kit magnesium swingarm...`
Now the new stuff -
Engine arrived back from BDK, thoroughly cleaned and reassembled with a rebuilt crank, lightly ported but not tuned KR1S barrels fitted with their F3 KIPS valves, lightened flywheel and large diameter carb rubbers, I added the Chinese built (surprisingly good quality) PWK34 carbs
Back to the chassis, another session saw the rebuilt brake calipers (freshly repainted in matt black by Powerhouse), master cylinders and HEL hoses fitted, along with the GSX-R handlebars, modified FXCNC footrest kit plus various brackets, front mudguard and the bulk of the wiring and electrical components, including the Ignitech DCCDIP2 ignition system.
To be continued...