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Old 11-04-2011, 07:04 AM   #76
Airhead Wrangler OP
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Quote:
Originally Posted by AliBaba View Post


Aaarggh, you are right, it is 143 mm. I have a lot of trashed parts and picked a rear one. Sorry.
Hey, no prob. That makes my life a lot easier.
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R80ST Gets The HPN Treatment
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Current rides: HPN #834, '93 R100GSPD "red rocket", '73 R75/5 Toaster mongrel, '80 Ducati Pantah 500SL, '92 DR350, '67 Honda SS50, '80 Honda Chaly.
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Old 01-04-2012, 06:59 AM   #77
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Any updates from the other 5 guys who bought triples to fit 4860s?? I'd have mine slammed together by now, but I'm still waiting to get my frame back.
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Current rides: HPN #834, '93 R100GSPD "red rocket", '73 R75/5 Toaster mongrel, '80 Ducati Pantah 500SL, '92 DR350, '67 Honda SS50, '80 Honda Chaly.
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Old 01-04-2012, 11:20 AM   #78
igormortis
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Busy ridin' sorry... But who knows, there may be a parcel waiting patiently at home...
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Old 01-05-2012, 08:50 AM   #79
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Quote:
Originally Posted by AliBaba View Post
The wheel-axle is hollow and I wouldn't used it for a GS.
I looked into this and have satisfied myself that although the 26mm axle is a hollow aluminum tube, it was designed for bikes as heavy as the 950 super enduro which are about 430 lbs. It's the same part number used on all of these bikes:

KTM 125 SX 2011
KTM 125 SX 2012
KTM 125 SXS 2006
KTM 125 SXS 2007
KTM 125 SXS 2008
KTM 144 SX 2008
KTM 144 SX 2007
KTM 150 SX 2010
KTM 150 SX 2012
KTM 150 SX 2009
KTM 150 SX 2011
KTM 150 XC 2010
KTM 150 XC 2011
KTM 150 XC 2012
KTM 200 XC 2007
KTM 200 XC 2009
KTM 200 XC 2008
KTM 200 XC-W 2009
KTM 200 XC-W 2012
KTM 200 XC-W 2011
KTM 200 XC-W 2007
KTM 200 XC-W 2010
KTM 200 XC-W 2008
KTM 250 SX 2010
KTM 250 SX 2012
KTM 250 SX 2011
KTM 250 SX-F 2009
KTM 250 SX-F 2010
KTM 250 SX-F 2011
KTM 250 SX-F 2012
KTM 250 SXS-F 2008
KTM 250 SXS-F 2006
KTM 250 XC 2012
KTM 250 XC 2007
KTM 250 XC 2008
KTM 250 XC 2010
KTM 250 XC 2011
KTM 250 XC 2009
KTM 250 XC-F 2011
KTM 250 XC-F 2009
KTM 250 XC-F 2008
KTM 250 XC-F 2012
KTM 250 XC-F 2007
KTM 250 XC-W 2011
KTM 250 XC-W 2007
KTM 250 XC-W 2012
KTM 250 XC-W 2010
KTM 250 XC-W 2009
KTM 250 XC-W 2008
KTM 250 XCF-W 2009
KTM 250 XCF-W 2008
KTM 250 XCF-W 2012
KTM 250 XCF-W 2007
KTM 300 XC 2009
KTM 300 XC 2012
KTM 300 XC 2011
KTM 300 XC 2008
KTM 300 XC 2007
KTM 300 XC 2010
KTM 300 XC-W 2007
KTM 300 XC-W 2008
KTM 300 XC-W 2011
KTM 300 XC-W 2009
KTM 300 XC-W 2010
KTM 300 XC-W 2012
KTM 350 EXC-F 2012
KTM 350 SX-F 2011
KTM 350 SX-F 2012
KTM 350 XC-F 2012
KTM 350 XC-F 2011
KTM 350 XCF-W 2012
KTM 400 XC-W 2009
KTM 400 XC-W 2010
KTM 400 XC-W 2007
KTM 450 EXC 2007
KTM 450 EXC 2011
KTM 450 EXC 2009
KTM 450 EXC 2010
KTM 450 EXC-R 2008
KTM 450 SX-F 2010
KTM 450 SX-F 2011
KTM 450 SX-F 2012
KTM 450 SX-F 2009
KTM 450 SXS-F 2008
KTM 450 SXS-F 2007
KTM 450 XC 2007
KTM 450 XC-F 2008
KTM 450 XC-F 2009
KTM 450 XC-W 2009
KTM 450 XC-W 2012
KTM 450 XC-W 2007
KTM 450 XCR-W 2008
KTM 500 EXC 2012
KTM 500 XC-W 2012
KTM 505 XC-F 2008
KTM 525 EXC 2007
KTM 525 XC 2007
KTM 525 XC-W 2007
KTM 530 EXC 2010
KTM 530 EXC 2011
KTM 530 EXC 2009
KTM 530 EXC-R 2008
KTM 530 XC-W 2009
KTM 530 XCR-W 2008
KTM 540 SXS 2006
KTM 690 Enduro 2008
KTM Champion Edition (250 XCF-W) 2010
KTM Champion Edition (450 XC-W) 2010
KTM Champion Edition (530 EXC) 2010
KTM Preseries (505 SX-F) 2007
KTM R (690 Enduro) 2009
KTM R (690 Enduro) 2010
KTM R (690 Enduro) 2011
KTM R (950 Super Enduro) 2007
KTM R (950 Super Enduro) 2008
KTM R (950 Super Enduro) 2009
KTM Six Days (250 XCF-W) 2011
KTM Six Days (450 XC-W) 2010
KTM Six Days (450 XC-W) 2011
KTM Six Days (530 XC-W) 2011
KTM Six Days (530 XC-W) 2010
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R80ST Gets The HPN Treatment
Seattle to TDF on an airhead

Current rides: HPN #834, '93 R100GSPD "red rocket", '73 R75/5 Toaster mongrel, '80 Ducati Pantah 500SL, '92 DR350, '67 Honda SS50, '80 Honda Chaly.
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Old 01-11-2012, 07:58 PM   #80
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scary

Quote:
Originally Posted by Airhead Wrangler View Post
... measurement between clamping areas:

65mm upper clamp area
175mm gap
92mm lower clamp area

I used a crappy tape measure and judging by anton's avatar, his numbers for the clamping area lengths are probably better than mine, but the gap between the two is obviously MUCH bigger on the 990 I measured - not sure what year - so much so that they probably wouldn't work on an airhead.
Your post is a little scary to me. I'm refering to the part about the larger gap between clamping areas on the 950/990 4860's.

I have the 4860's from a 950, and was planning on using them on my GSPD. I am going to take some measurements and post what I find, since this is the USD to Airhead problem solving thread (from post one.) I've been dragging my feet a little in getting started on this project as I find my GSPD in it's current state to be super fun. It will also be super fun to make it better, and your thread is getting me more motivated to do that.

So much about using the WP4860's from a 950/990 seems desirable for a GS swap to my thinking. Especially notable are the amount of travel, dual caliper mounts, and larger axle size, which I assume (blindly?) must be stronger. Although admitedly less important an item to consider for fork swap potential because it is so easily changed, even the initial spring rate and damping in the 950/990 forks should be at a good starting point, judging by the similar weight of the two bikes.

These are the reasons for my fear that the gap between the clamping areas on the fork could end up being a dealbreaker, well, those reasons and the fact that I already paid dearly for the forks.

I wonder if the machined clamping areas on the forks are especially reinforced or thicker to stand up to the clamping force of the triples, as opposed to the rest of the fork tubes. ?

I also wonder how big of a deal it would be if the lower triple clamp was clamping half on and half off of the machined clamping area on the fork. ?

OK... measuring time and homework to do... just measured gap at 175mm...
uh oh
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Old 01-12-2012, 07:01 AM   #81
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Quote:
Originally Posted by Chadleys1 View Post
Your post is a little scary to me. I'm refering to the part about the larger gap between clamping areas on the 950/990 4860's.

OK... measuring time and homework to do... just measured gap at 175mm...
uh oh
Here's your homework for you. RFS (dirtbike) model forks shown on the left, adventure forks shown on the right. Assuming you use triples that are level straight across from the bearing seats to the clamps and of similar thickness to R-dubb's design, here's what it'll look like. With a 6mm spacer under the top triple (shown in pink), you're triples will be fully on the claming sections of the fork legs. The legs will protrude 29mm through the top of your top triple. You could make a lower triple where the clamps are lower than the bearing seat - sort of boomerang shaped - if you don't want the legs sticking so far out the top. Not ideal, but definitely workable.


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R80ST Gets The HPN Treatment
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Current rides: HPN #834, '93 R100GSPD "red rocket", '73 R75/5 Toaster mongrel, '80 Ducati Pantah 500SL, '92 DR350, '67 Honda SS50, '80 Honda Chaly.
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Old 01-12-2012, 08:02 AM   #82
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I guess the question is: where does the taper on the fork tube stop/start? Is the flat area equal where it meets the top triple and the lower triple so that they can both slide up and not run into the tapered part?

I wouldn't be worried about that axle at all. The weight difference between the dirtbike and the BMW doesn't matter. The fact that the KTMs are made to fly 30 feet in the air and crash down on that axle probably more than makes up for it.


mmmmmm popcorn
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Old 01-12-2012, 08:40 AM   #83
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Quote:
Originally Posted by bgoodsoil View Post
I wouldn't be worried about that axle at all. The weight difference between the dirtbike and the BMW doesn't matter. The fact that the KTMs are made to fly 30 feet in the air and crash down on that axle probably more than makes up for it.
Also, the 950 Super Enduro used the smaller 26mm dirt bike axle. The claimed dry weight of the Super Enduro is 407 lbs which means in reality on earth it weighs 430-440. That bike is made to do things that nobody but Stagehand would attempt on a BMW, so I feel pretty safe using the 26mm axle.

EDIT: Woops I just noticed that I already said all of this above.
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R80ST Gets The HPN Treatment
Seattle to TDF on an airhead

Current rides: HPN #834, '93 R100GSPD "red rocket", '73 R75/5 Toaster mongrel, '80 Ducati Pantah 500SL, '92 DR350, '67 Honda SS50, '80 Honda Chaly.

Airhead Wrangler screwed with this post 01-12-2012 at 08:45 AM
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Old 01-12-2012, 10:28 AM   #84
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Quote:
Originally Posted by Airhead Wrangler View Post
Also, the 950 Super Enduro used the smaller 26mm dirt bike axle. The claimed dry weight of the Super Enduro is 407 lbs which means in reality on earth it weighs 430-440. That bike is made to do things that nobody but Stagehand would attempt on a BMW, so I feel pretty safe using the 26mm axle.

EDIT: Woops I just noticed that I already said all of this above.
Airhead Wrangler, THANKS for "doing my homework," posting the diagram a couple of posts back, and for addressing my issue directly.

Maybe a 6mm "boomerang" in the bottom triple could eliminate the spacer up top?
Maybe I can get someone affiliated with WP to tell me it is OK to clamp a little outside the lines too ?

I am grateful for your helping me get this in order, I'll keep working on it and post if I come up with anything good.

Most importantly, the situation seems WORKABLE.

About the axle, I would feel safe on it too, with no worries whatsoever.

Bgoodsoil, you brought up a good point. I'll definitely take that into consideration.

Thanks fellas.
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Old 01-12-2012, 10:39 AM   #85
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Just be aware that the 950 sliders are longer than the dirtbike forks - see linked pic on 1st page. So, for the same amount of given travel, you end up with a taller front end.
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Old 01-12-2012, 10:50 AM   #86
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Also, check out posts #68 and 71. That guy used forks off a 950 Supermoto so he had to make triples with a monster offset, but it looks like he had the same distance between clamping sections to deal with as well.
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R80ST Gets The HPN Treatment
Seattle to TDF on an airhead

Current rides: HPN #834, '93 R100GSPD "red rocket", '73 R75/5 Toaster mongrel, '80 Ducati Pantah 500SL, '92 DR350, '67 Honda SS50, '80 Honda Chaly.
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Old 01-12-2012, 10:55 AM   #87
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Quote:
Originally Posted by Airhead Wrangler View Post
Also, the 950 Super Enduro used the smaller 26mm dirt bike axle. The claimed dry weight of the Super Enduro is 407 lbs which means in reality on earth it weighs 430-440. That bike is made to do things that nobody but Stagehand would attempt on a BMW, so I feel pretty safe using the 26mm axle.

EDIT: Woops I just noticed that I already said all of this above.

I wrote the comment because I've bent the axle on my EXC400 - but it might have been a freak-accident.
If your bikes starts to eat wheel-bearings then check the axle
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Old 01-12-2012, 03:49 PM   #88
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Quote:
Originally Posted by igormortis View Post
Just be aware that the 950 sliders are longer than the dirtbike forks - see linked pic on 1st page. So, for the same amount of given travel, you end up with a taller front end.
Or in my case, with an unmodified 950 front end compared to the SX, the same overall length fork with a little less travel.
The SE fork in that photo igormortis mentioned is modified, having 310mm travel, so it is considerably longer overall than mine.

An early measurement on mine showed my 950 forks around 1-1/2" longer from top tube to axle center in comparison to stock Marzocchi GSPD fork.
With this considered, the 29mm of fork protruding out the top triple seems just about right for me. Ideally, I'd only like one inch of extra height in the front end.

Thanks for the heads up, to you and Airhead Wrangler.
This is all valuable information for me.
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Chadleys1 screwed with this post 01-15-2012 at 04:15 PM
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Old 01-27-2012, 09:11 AM   #89
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Machine the top

I had my machinist put the whole fork leg including the lower brake mount in the lathe. I taped the lower to the upper so it would not sling around during machining. He used a steady rest and did not use a center on the lower end. We took off about 3 inches taper to get the proper rake/trail. The lower clamping area is no problem, just the upper. It's working great BTW.
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Old 01-28-2012, 04:59 AM   #90
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hmmmm ?

Quote:
Originally Posted by aerone View Post
I had my machinist put the whole fork leg including the lower brake mount in the lathe. I taped the lower to the upper so it would not sling around during machining. He used a steady rest and did not use a center on the lower end. We took off about 3 inches taper to get the proper rake/trail. The lower clamping area is no problem, just the upper. It's working great BTW.
aerone,
I looked at your pics from earlier in the thread... COOL BIKE !
I especially like the excellent brakes, you MAY have the most sophisticated front brakes of any Airhead GS. ?

I wonder if your SM 4860 forks had the same spacing on the machined-for-clamping-areas as the 4860 forks I have from a 950 ADV ?

I sent you a PM.
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