Random bits and pieces of good stuff

From: SMTP%"lawrence@aclcb.purdue.edu" 22-MAR-1995 13:31:54.13
To: MEL1523
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Subj: Misc. Hawk stuff

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Date: Wed, 22 Mar 1995 14:33:18 +0000
To: MEL1523@ACS.TAMU.EDU
From: lawrence@aclcb.purdue.edu (Jim Lawrence)
Subject: Misc. Hawk stuff

>Date: Mon, 23 Jan 95 13:41:36
>From:
>Subject: Misc. Hawk stuff
>To: mx%"lawrence@aclcb.purdue.edu"
>Cc:
>X-POP3-Server: bchm1.aclcb.purdue.edu IUPOP3 V1.8-1/UCX
>X-POP3-ID: 1995-01-23.13:53:08.3523
>
>From: MX%"Doug_Wiebe@NeXT.COM" 25-AUG-1994 02:56:56.79
>To: MX%"hawkgt@dsea.com"
>CC:
>Subj: Re: PROJECT HAWK (very long response)
>
>Hi Erik,
>
>Imagine my surprise to see you posting to the Hawk list! Welcome aboard!
>
>This is a very long message and is mostly a re-hash for HawkGT veterans.
>Perhaps it should be the beginning of a Hawk FAQ?
>
>> I'm _planning_ on getting a Hawk and customizing it. It seems to
>> be the perfect bike personalize, and it seems to have so much untapped
>> potential.
>
>True indeed.
>
>> Since this is THE place for Hawk talk, I was wondering what things
>> people have done to "trick" out their Hawks. I'm talking performance
>> related stuff.
>
>Mine's still mostly stock but I've been collecting performance info for a
>while.
>
>> The plan (so far) is to get a Fox and have the front end reworked by Jim
>> Lindemann at a minimum.
>
>I had Jim revalve and blueprint the forks. A big improvement. I had him
>rebuild the stock shock at the same time. That helped, but after a few
>thousand miles it has basically reverted to the same piece o' shit. There are
>lots of choices for shocks (Ohlins, Works, Progress, also WP I think). There
>was a discussion of Fox shock installation a while back. Here's what I saved:
>
>> From: SMI1%CNODav%CTS@bangate.pge.com
>> Date: Wed, 22 Jun 94 10:17:35 PDT
>> To: hawkgt@dsea.com
>> Subject: fox shock installation
>>
>> I've finally bit the bullet and bought a fox twin clicker shock for my hawk
>> and have a question about its installation. I can't seem to find a good
>> place
>> to install the reservoir. The instructions suggest to clamp it on top of
>>the
>> frame below the tank on the left side. I'd hate to put it there because it
>> I'd have to fish the connecting hose through quite a bit and I'd have to
>>move
>> the reservoir every time to change the plugs. The right side seems would be
>>a
>> little cleaner but a little too hot. Has any one had any luck attaching it
>> to
>> the rear sub frame
>>
>> Thanks,
>>
>> Steve Itano
>> smi1@pge.com
>>
>> Date: Wed, 22 Jun 1994 18:57:36 -0700
>> From: raible@nas.nasa.gov (Eric Raible)
>> To: SMI1%CNODav%CTS@bangate.pge.com
>> Cc: hawkgt@dsea.com
>> Subject: Re: fox shock installation
>>
>>
>> I put mine on the left side of the subframe.
>> I had to remove a bit of plastic from the chain guard.
>>
>> - Eric
>>
>> From: AKAMATSUK@aol.com
>> Sender: "AKAMATSUK"
>> To: hawkgt@dsea.com
>> Date: Fri, 24 Jun 94 03:43:46 EDT
>> Subject: Re: fox shock installation
>>
>> I installed mine on the left sub-frame rail.
>>
>> One word of caution if you install your reservoir there... don't rotate the
>> hose clamp screw around so that it is hidden behind the reservoir. When you
>> hit a big bump and as the swing arm moves up, the brake line running on the
>> top of the chain guard can come in contact with the hose clamp screw head
>> hard enough to damage the line. I had this happen to me. Fortunately I
>> noticed the interference before the line broke.
>>
>> Ken
>> '89 Hawk GT
>> (highly modified)
>>
>
>
>> A Performance Machine caliper up front and
>
>Sounds good. Gonna use the stock rotor?
>
>> some clip ons.
>
>I think the consensus is to use F2 clip ons. Here is a report from the
>illustrious Mike Nielsen:
>
>> From: NIELSEN_MIKE/HP5200_09@opnmail3.corp.hp.com
>> Date: Mon, 6 Jun 94 10:03:00 -0700
>> Subject: Clip-on report
>> Sender: NIELSEN_MIKE/HP5200_09@opnmail3.corp.hp.com
>> To: hawkgt@dsea.com
>>
>>
>> Greetings all!!
>>
>> I have a little report to give all of you regarding clip ons
>> on the Hawk.
>>
>> Recently, I "fell" into a great deal on some F2 clip ons, $30.
>> Couldn't pass up the deal, even though I knew there would be problems
>> in the retrofit.
>>
>> If you get your hands on a pair, do it. It isn't terribly painful
>> to do.
>>
>> First, revove the old clip-ons. Duh.
>>
>> To do this, loosen the pinch bolts and remove the cheesy
>> snap rings on top of the stockers. The Hawk's bolts, internal locater
>> pins, and everything else fit PERFECTLY on the F2 clip ons, so
>> don't run off to the parts store yet.
>>
>> If you have a hackssaw and a grinder, your life will be much
>> simplified. Cut off the triple clamp locater pins on the F2 clipons and
>> grind them smooth, down to where they are level with the bottom
>> of the bar (you'll understand when you see them).
>>
>> Put the F2 bars on the forks, and align them where you feel comfortable
>> (a god place to start is where the flat edge of the now missing
>> locater pin lines up with the flat side of the triple clamp).
>>
>> If you don't have the F2 internals (weights, grommets, etc), DON'T
>> PANIC!! Use the Hawk's. They fit perfectly. Use your stock
>> bar-end weights also.
>>
>> The only real problem that I encountered was that the F2 bars are
>> SLIGHTLY shorter than the stockers, causing an involuntary
>> cruise control (the grip rubs against the end-weight).
>>
>> This will lower you about 3 inches, and it feels MUCH sportier
>> and aggressive.
>>
>> Have a blast,
>>
>> Mike
>>
>> PS - I looked at an older 600F (hurricane), and it looks
>> like the triple clamp locater pins match up PERFECTLY,
>> so you woon't have to grind them off. Check into it
>> if possible.
>
>Also:
>
>> From: AKAMATSUK@aol.com
>> X-Mailer: America Online Mailer
>> Sender: "AKAMATSUK"
>> To: hawkgt@dsea.com
>> Date: Sun, 03 Jul 94 02:37:10 EDT
>> Subject: Re: Sporty Hawk
>>
>> I swaped over to CBR600F2 bars about 5 days after buying my Hawk :>)
>>
>> F2 bars will work, but not the earlier CBR/Hurricane bars. Actually anything
>> for 41 mm dia. fork should work. One local fellow swapped over to the CB-1
>> bars after initially trying the F2s and finding them too low... CB-1s are bit
>> higher than the F2, but still much lower than the stock bar. I've been very
>> happy with the F2s; to me they're just right.
>>
>> Swapping to F2 or CB-1 bar, as opposed to GSX-R or aftermarket bar, is real
>> nice because it is a simple bolt on... the holes for the switch gear pins are
>> there already.
>>
>> Ken
>> '89 Hawk
>> '77 CB550F
>
>
>
>
>> Some questions:
>
>> How easy is the F2 front end graft to do?
>
>> To: race@thumper.lerc.nasa.gov
>> Subject: Re: cbr600f2 front forks
>> Date: Fri, 08 Apr 1994 10:42:07 -0700
>> From: Mike Lee - Team Banana Racing
>> Sender: owner-race@thumper.lerc.nasa.gov
>> Reply-To: race@thumper.lerc.nasa.gov
>>
>> An article in Motorcyclist a few months ago talked about the GT and what one
>>of
>> thuners did for his own personal bike (Velasco? TBR?). They went with a '94
>>F2
>> front end since it was a catridge fork and fully adjustable. Supposedly, the
>> tube diameters and axle spacing was identical, so they just slid the legs off
>> the F2, and into the Hawk triple clamp. The F2 wheel and brakes bolted right
>> up with the F2 hardware (spacers, etc). And that all there was to it.
>> I'll bet the clip-on diameters between the two bikes are identical too, so
>>the
>> brake mc will just bolt up as well.
>>
>> Mike
>>
>> Date: Tue, 29 Mar 1994 07:47:56 -1000 (HST)
>> From: Peter Hinely
>> Subject: RE: Hawk mongrel
>> To: BRIAN SUMMERS 202-260-3495
>> Cc: HawkGT@dsea.com
>> In-Reply-To: <01HAJE7F8YIG8X3Q6A@mr.rtpnc.epa.gov>
>>
>> It has the WHOLE front end from the F2: wheel, forks, clamps, clip-ons,
>> brakes, reservoir, and all. There is a guy at race track here that
>> installed a F2 front end on his Hawk too. Also check out February's Sport
>> Rider. There is an article on a hopped up Hawk with a F2 front end.
>>
>> Peter Hinely
>>
>> Date: Thu, 11 Aug 94 13:29:06 EDT
>> From: "Scott Lilliott"
>> To: race@thumper.lerc.nasa.gov
>> Sender: owner-race@thumper.lerc.nasa.gov
>> Reply-To: race@thumper.lerc.nasa.gov
>>
>> My brother (Todd Lilliott WSMC #83) races a Hawk and does very well with it.
>> He's made quite a few mods including the Fox shock, AND the F2 front end.
>> The F2 doesn't change the rake BUT it may change the trail, which is a
>> function of the rake and the fork tube offset. The F2 has better dampening
>> AND carries 2 disks. He just bought a used RC30 front wheel (6 lbs!) and
>> he said that it'll fit with the right spacers and a caliper bracket for the
>> disk.
>
>> Why is it worth doing? Is it
>> worth doing if it is only going to be a STREET bike?? I don't plan to
>> race this.
>>
>> Is it worth the effort because -
>>
>> a: For the extra brake it adds??
>> b: For the 3.5 inch wheel?
>
>IMO, the extra rotor and fat wheel are needed only for race applications. On
>the other hand, using the F2 front end would probably be a significant
>suspension improvement over stock, especially if you used the fully
>adjustable '94 F2 front end.
>
>
>> The bike is sorely lacking in OEM power, but understand the bike
>> is VERY responsive to rejetting and a pipe. Short of ENGINE mods,
>> what jet kits, aix box mods, etc etc have been tried here?
>
>From the esteemed Victor Johnson:
>
>From: "Victor L. Johnson"
>> Subject: Jets/Pipe/Airbox mods report ...
>> To: HawkGT@dsea.com
>> Date: Fri, 22 Apr 94 10:26:35 MDT
>> Mailer: Elm [revision: 70.85]
>>
>> Hawkers,
>>
>> A brief report on some recent modifications done to my '89 Hawk as promised
>> some time back on the airbox modification discussion of a month or so ago:
>>
>> NEW PARTS:
>>
>> 1. Two Brother$ Racing pipe
>> 2. UNI Filters for carbs (individual foam oiled filters)
>> 3. Dynojet carb kit.
>> 4. Fox shock
>>
>> WHAT WAS DONE:
>>
>> Removed the stock shock and put in the Fox before removing the
>>centerstand
>> for the TBR pipe. The Fox spring is a bit larger than the stock setup
>> so clearance around the shock is tight. I clamped the reservoir onto
>> the left frame spar under the tank to be able to change the compression
>> setting on the fly. This may change as it hits my leg a bit and has
>> also chipped the tank at the seam despite having over 1/8" clearance
>> when the bike is at rest.
>>
>> Removed the centerstand and stock pipe, headers, etc. The TBR front
>> header pipe was easy to get into place, the rear a bit harder. The most
>> difficult part of installation was not the snaking of pipe up into
>> position between engine/frame/studs, it was getting the lower nut
>> tightened on the rear stud. The TBR header pipe has a larger OD than the
>> stock header and with the frame smack in the way, I couldn't even get
>> a socket with universal extension in there. I managed to get it as
>>finger
>> tight as I could and then torqued up the upper nut to flange up and get
>> a good seal on the crush washer. The band thats hold the canister to
>> the right rear footpeg bracket requires that the bracket be drilled and
>> also needs about 1/4" of washers between the band ends to not put undue
>> stress on the canister. Mounting bolt and washers not supplied by TBR.
>> I pillaged the bolt/nut that was holding the stock pipe on and got the
>> necessary washers out of my "I may need these some day ..." supply. A
>> nice benefit of the new pipe will be the ability to pull the pipe with
>> one bolt and a couple of springs to get the rear tire on and off. Gone
>> is the fight to get it past the disk/muffler pinch point when changing
>> tires!
>>
>> Next, the airbox was removed. There is a small box on the bottom rear
>> of the airbox that supplies filtered air to each carb. I removed it from
>> the airbox, filled it with some low density foam, taped up the now open
>> top with electrical tape and eventually hooked it back up to the carbs.
>> It now rests on the top of the rear cylinder valve cover with a bit of
>> stuff taped to the bottom to make sure I don't have a meltdown. I cut
>> out a cylinder of high desity foam and used it to cover the breather tube
>> coming out of the rear valve cover. The foam will allow it to breath
>> while trapping oil from the vapors. How often it will have to be cleaned
>> to not make a mess remains to be seen.
>>
>> I yanked the carbs and did 2 out of 3 of the steps in the Dynojet kit.
>> The slide vent holes on the bottom of the slides were drilled out to
>>5/32"
>> and the stock jets (132 front/138 rear) were replaced with 136 front/140
>> rear. (I went conservative on the jets since here in Colorado, a good
>>bit
>> my favorite twisties are 7-10,000' ASL elevation.) I did not replace the
>> stock needles with the Dynojets since they are soft aluminum with a
>>finish
>> that tends to wear of real quick. I did shim up the stock needles just
>> a hair though.
>>
>> After the carbs were put back on, I fitted the oiled up UNI filters to
>> the base of the carbs instead of the airbox. On went the tank and the
>> fuel supply hooked back up. A bit of windmilling with started primed
>> the fuel system and the Hawk came to life ...
>>
>> THE RESULTS:
>>
>> The TBR pipe has a very nice throaty rumble to it but is not as
>>boisterous
>> as I had expected. My perception finds it loudest at ~3K rpm and then
>> the differential between it and the stock pipe closes as the revs go
>> up. I say "perception" cuz the wind noise masks at higher speeds and
>> the pipe's tip is almost flush with the license plate bracket. The
>> exhaust note from 4K to redline is very very nice ... sorta like the
>> rumble given out by that Duc 888 I chased a few years ago.
>>
>> What *is loud* is the carb roar coming through those foam filters when
>> whacking the throttle open. Spirited riding makes earplugs mandatory.
>> Riding easy with a mild throttle hand isn't a problem.
>>
>> Overall, torque is *much* improved from 3200 to redline. Below 3200, it
>> slobbers a bit when breathing through the UNIs but 3500 to 5000 is my
>> "usual" city/traffic shift range. The biggest improvement is at 5500 rpm
>> and up. At 5500, there is more torque than ever before and it pulls
>> hard all the way to redline. With the stock setup, the torque used to
>> fall off immediately after 7200 rpm. No more, it just keeps coming and
>> coming and ... :->
>>
>> A weekend run up to elevations of up to 8,000' did not produce the very
>> disappointing results of a year ago when I rejetted without pipe or
>> airbox changes. My main motivation for getting a bit more ooomph out of
>> the Hawk was the asthmatic performance at altitude. Nothing is more
>> aggravating that having to sit behind a 'Bago and suck exhaust fumes when
>> you don't have enough punch to pass on the few and limited straights that
>> quickly pop up and go away. :-/ This weekend, I'll get up to 10,000' to
>> see what happens. Based on that test, I may be able to get away with
>> going up to 140/144 jets in front/rear respectively.
>>
>> The shock? Can't really say yet. I haven't had the chance to work the
>> Hawk hard in the twisties yet. The last ride still had a good bit of
>> melt/runoff coming across the road and we haven't had good rains yet to
>> wash the dust/oil/whatever spooge off of the roads yet. Added to this,
>> the Hawk needs new meats as the Comp Ks are holdovers from last year.
>> What little riding I have done sure feels nice though. The stock
>> springer was really a piece of crap ...
>>
>> In summary, I gave up very little (not including $$$s here) and got a
>> whole lot. The Hawk has more torque, more power, and better behavior
>> with this setup. Overall rideability has improved across virtually all
>> of the rpm range and not sacrificed to a very narrow, tempermental top
>> end band. It handles sweet, and the TBR pipe is both aesthetically as
>> well as accoustically pleasing.
>>
>> While pricey, $400.00 to TBR, $500 to Fox and $70 to Dynojet, the Hawk
>> is really coming together to be an unbeatable package for shooting
>> through the Colorado high country passes and river canyons. I'm a
>> happy guy ...
>>
>> Cheers,
>> Victor "Dances with Hawks" Johnson
>>
>
>
>> What pipe have you tried?
>
>I have the stock pipe.
>
>Hope this helps,
>
>- Doug
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>From: Doug Wiebe
>Date: Wed, 24 Aug 94 19:01:22 -0700
>To: hawkgt@dsea.com
>Subject: Re: PROJECT HAWK (very long response)
>-------------------------------------------------------------------------------
>-
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>Date: Mon, 23 Jan 1995 13:41:27 EST
>From: lawrence@aclcb.purdue.edu
>To: LAWRENCE@ACLCB.PURDUE.EDU
>Message-ID: <0098AE4F.7C5AE200.77@aclcb.purdue.edu>
>Subject: Misc. Hawk stuff
>
>