Hello! I have a few questions regarding a special build.

[Sid Squid]

I assisted with the measuring of a project to do similar swap, NC24/SV650, (I lent an engine for the trial fit, but sadly the owner abandoned the project), as I understand it the 24 and the 30 share an engine and main chassis of similar form. If that's so then as we decided it would go in then I think you may well be OK.
All SV650 engines have the same mountings and are dimensionally identical.
Twin pipe systems; none of the ones now available for the SV actually work, and only one ever worked properly anyway. They are a cosmetic addition that only adds weight.
I'm not aware of any system that exits to the left.
Essentially the SV, in standard form at least, isn't held back by the pipework, head-work can be done to extract a dab more go - curvies can easily be fitted with pointy inlet cam for useful ,(and cheap!), improvement.

Interesting project - do keep us posted.

Thanks Sid, the nc24 and nc30 frames and engines do differ quite alot (no parts are interchangable but you are right in the basic designs are similar but the nc30 frame is basically beefier beam frame with different engine mounts). Its excellent news regarding the same lumps in the curvy and later sv's - if we can get the one we have fitted and working it would just be a case of replicating the modifications. Personally I would like a left exit exhaust, this may be possible with a link pipe? But one of my other friends is keen on an sp1/2 style exhaust system purely for cosmetic reasons. Again if and when we can get this project off the ground and everything has undergone a shakedown then it would be the time to look into engine modifications, out of interest what are tried and tested means of extracting power from these engines? Many thanks Paul.

[Sid Squid]

Originally Posted by NcSv

Personally I would like a left exit exhaust, this may be possible with a link pipe?

I'm not sure that will be easy with any of the worthwhile pipework I've seen, the collector is quite far back and all the way out to the right - a function of how the rear header is plumbed in to the system. The rear header, as you likely know I'm sure, passes down through the swingarm then turns forward before rolling around to the right and joining the front pipe at the collector which is roughly underneath, but inboard, of the footrest hanger. A crossover pipe is going to be convoluted at least, there would be a rather sharp turn at least, and it may be awkward to get by the suspension linkage. High level on the right, or fab a new system is my initial thinking.

Originally Posted by NcSv

out of interest what are tried and tested means of extracting power from these engines? Many thanks Paul.

As said, a mix n' match cam swap on early engine gives a useful and simple bolt-on improvement, other than that an overbore is the easiest way to get more go. The standard valves are sized to give useful midspeed VE, so a bigger bore gives a nice bit extra in the midrange rather then top end - as standard it just can't flow enough for a significant top end raise. Induction and exhaust mods don't give much*, and certainly a disproportionally small gain considering their cost.

*One makers wares particularly just gave flat spots - interpreted by a surprising number of owners as a big gain either side of the rubbish bit .

High level pipework is probably the most sensible option, its just me being a bit of a tart really, It's got a single sided swingarm and I love the way its appearance is at the moment without any pipework covering the wheel. Underseat would be another option, my only "fear" is that it starts looking like some kind of Ducati rep which isn't the intention. As far as tuning goes midrange would be the goal as its a road bike first and foremost which will have occasional track use, again many thanks.

Right then popped down to Murrays at lunch time to take some measurements of the engine in the frame only to discover that he got bored yesterday and split down th Sv. So we decided to pop a front end into a spare nc30 frame and offered in the engine loosely. We made a few discoveries, firstly that with the sprocket aligned in the correct position the engine and throttle bodies do infact fit into the frame, on the flip side the Sv Rad in the standard position is a no go, Murray suggested maybe a side mounted vfr800 or TL1000 style radiator. Also the airbox is a big problem, infact there is no way it could be used as far as I could tell. Perhaps it would be possible to use pod filters or an aluminium fuel cell (we have found a local manufacturer of ally fuel cells, a 3 gallon item would be needed) and a dummy tank to act as sealed airbox maybe? The lower frame spars or the back of the engine would require machining to allow proper alignment/and a tighter fit to the frame. The next step will be to get it down to Jasons workshop for better working conditions and an engineers opinion. Anyway we remain optimistic and here are some rubbish photos.

















Problem, big problem.



Rvf tank fitted over throttle bodies

Hi folks.

I am a newbie to the forum and am in kahoots with NcSv (Dear God he says...). The concerned SV donor is that of my partners which a little old lady wrote off whilst I was riding it.

I also own an NC to an identical spec as NcSv's and hope to fit this motor into my NC also.

On sunday we got into my shed for a bit of preliminary fiddling to check on viability. It looks promising so far, but there are certain issues that will need to be addressed. These are off the top of my head, rads, air box, fuel tank and rear sprocket position.

Is it at all possible to run the SV motor on pod filters without too much fuss. I believe that due to the positioning this will almost certainly need to be essential, and with the use of a dummy fuel tank cover due to clearance.

POST accident condition...



This is basically all the cosmetic damage on the vehicle, the write off came from a bent frame, bent forks/yokes and wheel damage.

A few pics thus far...





So there we go I guess...

Hello Murray! How do?!

As Murray mentioned we had a chance to have a bit of a prelimary mock up yesterday and on the whole I felt that it went well. The engine itself along with the throttle bodies fit inside the nc30 frame, but the airbox is a major issue, the Rvf tank fits over the throttle bodies without any issues but it doesn't leave much room, as Murray says pod filters maybe an option. We have found a local fabricator who manufactures aluminium fuel cells so a custom 3 gallon item to sit at the back of a dummy tank might be an option. Perhaps a dummy tank cover could be sealed to produce an airbox? The problem with the standard positioned Sv rads would again as Murray mentioned be to use Vfr800 or sp1/2 side mounted rads, as ther is certainly room on at least the right side of the bike as the rider sits on the machine for 1 rad. The next stage will be to get it down to Jasons workshop to get an engineers opinion (and better working conditions!).

Murray have a look at this photo of a standard Sv, in our mock up we've got the front cylinder too high which will be contributing to our problems with the throttle bodies and airbox positions, we had the throttle bodies sat horizontally whereas the Sv has them canted forward (although the airbox probably would remain an issue). We're going to have to cut out the front brace and have it repositioned ?(I think). Do you want to use the black frame for this or the spare standard frame, give a bell and I'll pick up my spare frame from Jasons - its already got the yokes in.



What do you reckon?

Just been checking the 3rd pic I posted from that American guys bike and he has also removed the front brace to gain clearance - should have spotted that really. Asfar as the top rad goes it may be possible to use the standard Nc30 item (I've got a spare in the shed), which of course means that if we can then we can use a Rick Oliver top rad. Here are a few comparison shots.

Our old Repsol bike



Our last track bike



Ricks top rad

Heres another quick question for you knowledgable Sv owner types, is it possible to fit the later digital clockset to the curvy wiring loom?

Went round to see my engineer friend today, and he seems to think its a goer, won't be able to get it down to his workshop for a little while due to space issues and other projects, but has suggested that we get ourselves an ally welder and just go for it. The first thing he picked up on was the angle of the engine in the frame in the mock up but doesn't seem to think that we should be too worried about the airbox and he offered up several suggestions, his only concern was whether the Sv uses a ram air set up which could then cause a major headache.
The new ally subframes and battery box turned up this morning for the bike which was nice.