skyungjae said:A drop in 72V battery is now available that doesn't require you to sacrifice your OEM one. Great for those who are running aftermarket controllers.
https://litespeedbikes.mybigcommerce.com/72v-30ah-for-surron/
Jonathan1981 said:Thoroughbred has figured it out. lol. I've been building custom light weight dirt bikes for over 10 years. So I've been down this road already
John in CR said:Jonathan1981 said:Thoroughbred has figured it out. lol. I've been building custom light weight dirt bikes for over 10 years. So I've been down this road already
What's the best bang for the buck forks and rear shock with air pressure adjustability? Supplier? When building a bike from scratch how do you determine the ratio for rear shock placement? ie ratio of pivot to axle distance to pivot to swingarm shock mount distance.
The route I've gone so far (always using air shocks), because I'm toward the heavier end of the scale but don't go for jumping and big travel, is to give up travel so I can stay with a lighter smaller bike shock at lower pressure. One build I went a bit too long on the pivot to shock mount distance, so I only have about 2" of travel, but it's street only use on a low slung rocket scooter and it works fine at just 100psi as long as I dodge big holes in the road.
Jonathan1981 said:John in CR said:Jonathan1981 said:Thoroughbred has figured it out. lol. I've been building custom light weight dirt bikes for over 10 years. So I've been down this road already
What's the best bang for the buck forks and rear shock with air pressure adjustability? Supplier? When building a bike from scratch how do you determine the ratio for rear shock placement? ie ratio of pivot to axle distance to pivot to swingarm shock mount distance.
The route I've gone so far (always using air shocks), because I'm toward the heavier end of the scale but don't go for jumping and big travel, is to give up travel so I can stay with a lighter smaller bike shock at lower pressure. One build I went a bit too long on the pivot to shock mount distance, so I only have about 2" of travel, but it's street only use on a low slung rocket scooter and it works fine at just 100psi as long as I dodge big holes in the road.
I just piggy backed off of a zillion years of R&D from honda motorsports racing, pretty easy transplant. The rear suspension setup with the rising rate was the #1 game changer. The picture of that bike above can do 50 foot doubles all day long (I weigh ~ 150, bike is ~ 135), you can't do that on a Surron, the thing will explode.
So Air shocks aren't normally used in an MX application just because air tends to heat up more than a spring.
skyungjae said:A drop in 72V battery is now available that doesn't require you to sacrifice your OEM one. Great for those who are running aftermarket controllers.
https://litespeedbikes.mybigcommerce.com/72v-30ah-for-surron/
skyungjae said:From: https://www.facebook.com/groups/385187845425959
2003-2004 GSX-R Peg Brackets (for those who are having trouble finding or can't wait for replacement factory ones)
*Needs a washer and nut for the threads on the peg mount
*Lose 3 position adjustment for pegs
*LOSE KICKSTAND
GSXR.jpg
GSXR Washer.jpg
thoroughbred said:The CRF forks are working great. Most of the theoretical problems with this swap are non-issues in my riding environment. I want a stable motorcycle feel rather than a twitchy mountainbike feel and, not surprisingly, the crf forks provide that. Steep descents are especially more friendly now.
The CRF forks have used about 8.5 inches of available travel, the DNM forks used about 7 inches of their available travel.
Running more air in the rear tire helps but the thin carcass is at its limit as trail speed increases. I'm trying out a Dunlop Geomax next to see how that feels back there.
artisanstone said:thoroughbred said:The CRF forks are working great. Most of the theoretical problems with this swap are non-issues in my riding environment. I want a stable motorcycle feel rather than a twitchy mountainbike feel and, not surprisingly, the crf forks provide that. Steep descents are especially more friendly now.
The CRF forks have used about 8.5 inches of available travel, the DNM forks used about 7 inches of their available travel.
Running more air in the rear tire helps but the thin carcass is at its limit as trail speed increases. I'm trying out a Dunlop Geomax next to see how that feels back there.
I'm interested in this idea. Can you describe what was necessary as far as steering stem and bearings etc.?
Jonathan1981 said:Wow. So I'm a little late to the party with all the stuff I wanted to do on with Surron but eh...that's life. So I ended up finishing the full CAD model this spring. Here's a glimpse on my GC portfolio. The full file package is the COMPLETE bike, even connectors 500+ hours of work. Blood sweat and tears, unequivocally most difficult project I've ever worked on. I'd love to meet the frame designer because this thing is extremely intricate and complex. Very high level design work here...
I'm sharing the motor and more images on the my GC page.
https://grabcad.com/library/2018-surron-light-bee-1
L-Side_profile_3.jpg
CNC_1.jpg
Batt-1_BG.jpg
thoroughbred said:does that battery consumption seem accurate? I think I'm burning over 60Wh/km offroad