Kim was tired of waiting for the 2009 RC4 for ktm that never came. So he asked him self what he would want in a sportsbike and then he followed through.

Q: what was the intention with the bike  ?

A: from the beginning my intentions was to make a small sportsbike that where roadlegal , but as time passed by i gave up those ideas . That had some positive side-effects such as being able to make the exhaust as i wanted it to .

This shows the original WP-suspension, 748-exhaust can, and a preliminary draft for the seat and the fairing.

At this stage it was still the intention to get a road legal registration for the project.’

The first preliminary assembly of the frame, rear swingarm, subframe, footrests, rear suspension unit, engine, coolers and tank.

Q: The build is quite massive. Is this your first build ?
A: The RC4 (as you could call it now since KTM haven’t got one yet) is my first    
build project. I have been riding for 20 years on a variety of bikes, mostly on my old faithful Guzzi LM3, and I have been modifying these, but only in details. Other bikes currently running is a Yamaha MT-03, also with only
minor modifications, and then a brand new Ducati Monster 1100S, currently completely disassembled as a basis for the new project.

Q: Can you tell me a little about the build process ?
A:I always fancied big singles, but back when I started the project (late 1999), there were very few big single streetbikes, and the whole Motard
scene was only just starting, so the idea was to create a light weight big single with a road/track chassis.
I had been sketching on this idea for a couple of years, and late 1999 I then decided that I had to try to do this. If I didn’t, I would just regret it some day when it was too late.
There isn’t any particular bike that has been a big inspiration. I tried to work from my own ideas and stick to the basic idea of light weight, a good
chassis and no superfluous components or design gadgets, but also a
reasonable reliability.
I had been considering what engine to use, and decided on the now old KTM
640 LC4 as a good compromise between light weight, power and reliability.
Using a Husaberg engine would have saved 15 kg, but I it would have broken
down all the time and vibrated too hell.
So I got hold of a brand new LC4 engine, measured and modelled it in the CAD
system and started from there. I did consider using a KTM DUKE II as a
donor, but there were not enough parts from this that could be used to make
it worthwhile.
I now took the basic geometry from the 250 racers around at the time, and
made it a little bit more conservative. The idea was that you can be more
conservative on the geometry with a light weight bike, which has been
verified on the final bike.

I figured out the geometry for the rear swing arm based on the criteria of
zero lift under acceleration, and then moved the engine as far forward as
possible, still allowing for exhaust and coolers.
I now had to pick the suspension components, and decided on components from
WP, which later proved to bee very unwise, but at the time it seemed a good
choice. Having modelled the suspension components as well as the engine, I started
figuring out the frame and rear swing arm design, and I very soon found that
the original idea for the frame didn’t work because a LC4 engine is somewhat
taller than you think it is. And at the same time I had to decide on what
principle to use for the rear suspension/rear swing arm.
The only thing decided up front was that it had to be a tubular steel
trellis frame, and looking at the stiffness for the rear swing arm, it was
also decided very early that the rear swing arm had to be made as a tubular
steel trellis design as well.
Slowly trying out a variety of different designs, using FEM-calculations on
the computer to keep track of the stiffness, I ended up with the basic
configuration for the frame and rear swing arm. Again using FEM
calculations, all the detailed dimensions were settled. And I have actually
spent more time on the rear swing arm than on the frame to get the desired
stiffness.
This process is somewhat more tedious than it seems because it’s an
evolution, and you can not finalize the frame and rear swing arm before you
are certain of almost all the rest of the deign. It’s not difficult, but you
have to have some patience and be prepared to change things that you
otherwise figured was finished.
So alongside working on the frame and rear swing arm, a lot of the rest was
decided, such as the coolers, where to put the electrics, the exhaust route,
the footrests, etc.
During this process, I had to decide what components to use before being
able to finalize anything, so all the standard components used was purchased
as the final detailed design evolved.

Q: Have you got a list of specifications ?

There is a very long list of components, but just to give en impression I
will list some of them here:

There is a very long list of components, but just to give en impression I
will list some of them here:

Custom designed and manufactured parts:
Frame (steel trellis – TIG welded)
Engine mount plates (titanium)
Oil filter mount
Rear swing arm (steel trellis – TIG welded)
Front wheel axle, shims and nut
Complete triple tree with axle, shims and nut
Front brake disc hub (custom made by PFM)
Front brake caliper mount
Rear brake caliper mount
Rear wheel axle, ex-centers, shims and nut
Rear swing arm axle
Complete cooling system including expansion chamber
Footrest consoles including details
Complete exhaust system including flanges and canister
Instrument and electrics console
Tank
Seat
And a lot of other smaller details

Components used from other bikes/suppliers:
Engine: Stock KTM 640 LC4 (Only modification is stiffer clutch springs)
Carburetor: Keihin FCR 41 mm flatslide (a huge improvement to the OEM
Mikuni CV. Not more power, but a very precise response)
Electrics: Stock ignition and rectifier system from KTM DUKE II
Oil cooler: ABP Racing
Wheels: KTM DUKE II cast aluminium from BBS
Front brake caliper: PFM 6 pot for the old 40 mm Brembo mount
Rear brake caliper: Grimeca 2 pot from a scooter
Front brake disc: PFM narrow band rotor with custom hub
Rear brake disc: KTM DUKE II
Front brake master: AP adjustable master
Rear brake master: Spiegler
Footrest arms and pegs: Harris (CBR900RR)
Front suspension: First a WP ROMA fork (CRAP!!!!), that was later replaced
with a wonderful Ohlins RG fork (for the Monster S4)
Rear suspension: First a WP shock (CRAP!!!!), that was later replaced with a
wonderful Ohlins unit (both for the Aprilia RS250)
Clip on’s: LSL Sport Match
Clutch master: Magura hydraulic unit for the KTM’s
Etc.

The frame and rear swing arm was actually the last components to be
manufactured, since I could not determine the final details until the rest
was finished.  But finally I had all the parts ready, and I started doing the final assembly. A lot of the sub assemblies had been tested out during the process, but it was very different putting everything together as a complete bike. All components were still without any surface treatment/painting at this stage since any corrections necessary are a lot easier to do then.
But everything fitted as intended and nothing had to be modified, mostly thanks to being able to design in 3D CAD, and only the final detailing, like
the electrical wiring had to be done directly during the assembly.

There was one thing however that actually wasn’t finalized yet, and that was
the seat and the intended small fairing. I had got stuck on this, and I
ended up doing an improvised seat in cut and bent aluminium plate, just to
test the bike. As you can see from the pictures, this seat became the final
one, and I never got round to finalizing the small fairing either.
The reason for this is that the improvised seat actually works quite well,
so the final seat and intended faring are purely cosmetically, and I needed
some help to do these, which just never happened.

After running in and setting up the jetting in a dyno bench, everything was
disassembled, painted and surface treated and then put back together again.
The dyno test was quite exiting. I had had the bike started but never
actually been riding it or putting some load on the engine, so standing
beside the bike seeing and hearing it being run out was very good indeed.
And we managed to find a very good setting of the Keihin flatslide, with
somewhat bigger jets than anticipated, and the power and torque curves were
also better than anticipated, considering the stock engine. The power
delivery is quite strong in the bottom and middle, without any dips in the
power curve, but as for all big singles, it drops off quite fast when you
get past the point of maximum power. I believe the custom exhaust with quite
a big expansion chamber before the canister is responsible for this good
result.
The only mishap during the dyno run was that the crank ventilation had to be
modified. It’s quite unbelievable how much pressure is build up in the
crankcase of a big single, and the oil was virtually pumped out in the upper
rev range. But it was easily fixed with a volume chamber in the vent pipe.

So now I went for the first test ride. This was done a track day at the
local race track, and I was sent out together with 20 other riders without
ever actually riding the bike, so I was quite nervous, and I started out
somewhat careful and slowly building up speed.
But in general everything started out OK. The bike was handling OK, although
it was not as agile as anticipated and the feedback from the front was not
as good as it should be. During the next track days, I started to try and
sort out the setting of the suspension, but although everything was done
very systematically, there wasn’t any real progress, and especially the
front kept being slow with a strange lack of response.
And soon after this, I got so many problems with leaks from the WP front
fork that I finally decided to ditch the whole WP thing and switch to
Ohlins. I had to design and manufacture a new triple tree for the Ohlins
fork since the diameters and length was different from the WP, but when I
got out on the first test after the Ohlins suspension was fitted, I forgot
about all the trouble that these WP units had caused.
After a few runs tuning in the settings, the feedback from the front was
dramatically improved, and the whole bike was so much better that I just
couldn’t believe how big the difference was.
It is still not quite as fast steering as anticipated, but it’s very neutral
and doesn’t do anything that you don’t expect.
Another result from the change to Ohlins was that I was able to turn down
the steering damper to almost zero, where I had to run it harder than liked
with the WP units to avoid tank slapping at a particular bumpy section.

The second year of running I started using slicks, and on the first track
days that year the weather was quite hot, and these slicks are quite
impressive in grip when hot, so I had some of theses fastest lap times
during these days. It was really really fun.
But later the weather got colder and I had a crash because the front just
let go mid corner without any warning. This was not very fun, so I decided
to experiment a little with different tyres and also different tyre sizes.
I ended up using 150/60 ZR 17 on the rear and 120/60 ZR 17 on the front,
where I previously had used 160/60 ZR 17 on the rear and 120/70 ZR 17 on the
front. And I ditched the slicks in favour of the Pirelli Supercorsa Pro’s.
It seems that the slimmer rear tire and lower front tire improves the
response, at least on my build, and I think it’s because the rear rim is
only 4.5″ which gives a very steep angle of the shoulders of a 160/60 tyre.

I have been riding the bike like this now for 5 seasons, with only very
small modifications, and the only real problem except for the whole
suspension business, has been a cracked exhaust can. The mount of the can to
the rear frame was apparently not effective, so vibrations caused cracking
of the mount. This was modified with a similar can, but with an improved
mount that can isolate the can properly from the vibrations in the rear
frame.
Vibrations was actually the main concern during the complete design phase,
but the only problem from vibration has been the exhaust can and the only
real vibration felt is in the rear seat frame at about 6000 rpm.

I did this project in perhaps the most tedious and also expensive way,
meaning that I picked components from many different sources and had to
custom design and manufacture many parts that you normally would not
customize, and I would not necessarily recommend to do a project in this
way, but it’s been great fun to design and also to ride, and I do not
believe the result would have been as satisfactory if I had used more
standard parts and therefore had to make more compromises.

And I will get the bodywork done properly on the new project. I promise.

I could go on like this forever, but I think I have to stop for now.
Just to answer your final questions:

The time-line of the KTM project is: Start design late 1999, first runs in
spring 2005, final configuration and sorting in 2006, and still running with
great joy on the local track days.

I’m now 44, and lives just north of Copenhagen, Denmark.
I don’t do bikes for my living, although I would love to do that.
I’m educated as a mechanical engineer, and have been designing foundry
machines and setting up CAD and PDM systems for many years, and now design
equipment for large tower cranes.

I hope you are able to use this information, and you are welcome to get back
to me for more information.

It all started when I bought a yellow 2003 749 (mint condition) way back in ‘04. I can never leave anything stock, and one thing led to another. I wanted to do something differant with the bike, something that would make Ducati purists cringe.

The bike was lowered, and I made some custom exhaust for it. Designed some custom night rider tailights for it, and then it snowballed. I tore it all the way down for a full black frame color change and a nice semi-gloss black cherry paintjob.

Well neadless to say this wasn’t enough. I wanted something CRAZY! So we decided to repaint it. I wanted to go for an old school look, so we sprayed it hot rod black with solid red flake scallops. equipped with red and white pin stripes all around. I also designed a nice air ride kit for it. Along with some carbon pieces and custom sidemount exhaust.

For some this would be enough… but no no no, when things snowball around here, it never stops! I ended up making a one-off, 14 over, aluminum tubular swingarm to house a custom fat spoked rim. We went with “Ride Wright Fat 50″ 18 inch wheels, with a 300 in the back, chrome spokes with black rims. 

The air ride was redisigned to slam the bike even more and have an assortment of settings like firmness and automatic level sensing. I cut 6″ off the bottom of the fairing and made a skidplate/kickstand that mounted on the bottom of the motor. this allowed the bike to be dropped straight on the ground.

]]> http://www.motorcyclebuilders.net/features/?feed=rss2&p=289 0 http://www.motorcyclebuilders.net/features/?p=183 http://www.motorcyclebuilders.net/features/?p=183#comments Mon, 21 Dec 2009 08:59:59 +0000 crazycustoms http://192.168.0.13/wordpress/?p=183

It is with great pride we present the March feature of Motorcyclebuilders.net

The buell chopper , Built by ken from pitsburgh

Silver Buell Chopper Q : Hi there Ken , when i first saw your bike i said to myself. this is a bike that i really like, and that i defenetly want to do a feature about it.The bike screams quality and makes me wonder what you have done before , because this can’t be your first bike, or is it? A : This is the first v-twin bike that I have built. I have mildly customized some sportbikes in the past. But this is the most extensive build that I have done yet. Q : You told me that you used a buel as a donorbike,that is very interesting since most people use harley as a base for their chopperbuilds, what is your inspiration ? A : I was inspired by other buell based choppers that I have seen before. I knew they could be built for much less money that a big twin custom. Plus I have ridden sportbikes for the last 14 years so I liked the idea of combining many performance parts normally found on a sportbike, like USD forks, and performance wheels and brakes with the look and stance of a custom chopper. Q : As i mentioned before , you used a buel as a donorbike , can you tell me more about it ? A : The original donor bike was a 2002 Buell Cyclone M2. I used only the motor. The rest of the parts I sold off to fund the rest of the build. But the nice part about these kits is that most of the parts from the dono r bike can be used and transferred over. The bike really looks god and you can really tell by watching it , that great effort has been made to make it stand out. Tell me a little about the build and the obvious modifications to the original parts on the bike. Most of all of the original parts have been modified. Both wheels have been cut, widened and rewelded. The rear has gone from a 5.5”wide 17” wheel to a 8.5” wide 18” wheel to accommodate a 260 tire. The front has had the same treatment. It hasn’t been made any wider but diameter was increased to 18 inches to match the rear. The front forks are a mixture of parts from a Buell XB and Buell X1 lightning. The front fender mounts have been cut off and smoothed, and then they have been powdercoated to match all of the other parts on the bike. In addition to the rear wheel being widened, there has been a front XB perimeter rotor grafted onto the rear. The bracket that holds the rear brake caliper was also custom fabricated out of a solid chunk of billet aluminum. The handlebars are completely one off as well. The rear sprocket is also a one off=2 0design to match the contour of the rear wheel. Front sprocket, and press fit cover are also one off pieces. Everything that wasn’t handmade for this bike like the headlight, controls, and intake, have either been customized or powdercoated. I didn’t want any shiny chrome surfaces so if it was chrome or polished, it got a satin powdercoat finish or a coat of paint. The headlight was originally from a Victory motorcycle. I thought that it matched the lines of the gastank. But it had a giant hole in the back because victory runs all of their wires through there and inside the headlight bucket. So it had to be closed off, and smoothed. All of the welds were ground smooth and filled in. the frame is smooth and there is no evidence of welds anywhere on the bike. It has an internal throttle, hidden clutch cable, and wiring. Q : Have you done anything to the enginge then? A : Engine is stock except for a Dynatek ignition, jet kit, and custom exhaust. Q: Since we have a bunch of paintartists on the forum we want to know some little things about the paintjobb , A : The paintjob is all done by hand and some of the graphics are airbrushed, there are no decals on the bike.
		Quick links: Intro I Numbers I Interview I Images I Build stages I Verdict
		Engine From buell cyclone M2 Chassi Custom harley frame Suspension Front forks with parts from Buell XB and X1 Rear : NADA Fairings Custom made Paint Custom Exhaust Custom Fuel tank Custom Instruments NADA Tires Secret Lights Secret

The Newstalgic gixxer made by Joshua Hofhine
from San diego california

This is what joshua started with.

Almost ready with the mocking up.