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Discussion Starter #1
I think my project, almost finished

Finally i managed to tranform the engine, and perform as the engine of ER-6(Or ninja650 in usa)

You ''only'' need

Camshafts from ER/Ninja650
Pipes from ER6/Ninja650
Snorckels removed
After market slip on

The engine lost some low end power(but it's not dead like stock er6), but at 7000rpm's there is a kick now, the rpm's go up faster, and there is power until redline
PCV with autotune will be the final step, and offcourse some fine tuning

P.S. With cumshafts only there is not a big different from stock, i needed the pipes too to make the engine equal
V rocks :goodidea::cheers:
 

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:goodidea:

Somebody has to make a comment about a "cumshaft"... :D
 

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My tongue is bleeding!!!
 

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Discussion Starter #8
Sounds like a good modification for top end performance gains. Do you like it better this way?

If you like to redline when u driving in aggresive way, hell yeah!!!
Plus there is more power at high speeds
BUT, in curvy road, you must keep at least more than 5-6000rpm's now, cause now there is the famous ''whole'' of ER6 at 5000rpm's, off course if you want to go really fast
It's not so bad, but the Versys setup had no whole at all, only the lost of power up from 8500rpm's, which i hated VERY much

P.S. I must comment, that maybe the pipes from themselves, make a big difference at how the power comes up
P.S.2. If you own a ER6-Ninja650 and you want more power at low-mid range, put the pipes of Versys
P.S.3. Sorry for my bad English

o after apo k-b??
Nai ego eimai :)
 

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If you kept your V camshafts, you might try the V intake for your intake and the ER6 intake for your exhaust. That may clean up the low end some. Without the ER6 head, the compression may be a little low for the cams as well.
 

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P.S.3. Sorry for my bad English


Nai ego eimai :)
No apology needed. The way my day was going yesterday you were the only person that made me chuckle! Thanks! :D

As for the mod, I think it sounds awesome. Who doesn't want MORE power! :thumb:
 

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Discussion Starter #14
If you kept your V camshafts, you might try the V intake for your intake and the ER6 intake for your exhaust. That may clean up the low end some. Without the ER6 head, the compression may be a little low for the cams as well.

This thing about the er6 intake, told me too another guy and maybe you are right
But i came to know it after installing both of ER6 in my bike

As i saw, cause i have many friends with V and ER6, the performance is, if not 100%, 95% identical to ER6, in all rpm's
I knew too that ER6 has 0.6:1 more compression* than Versys, and i was worried about this, but no difference in real life

*As a famous American ER6 tuner checked, the pistons of ER6 and Versys, have different part number, but they have the same compression, so this different of the compression doesnt came from the pistons, but maybe from the head, or maybe from another thing(that i cant think)
 

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....

*As a famous American ER6 tuner checked, the pistons of ER6 and Versys, have different part number, but they have the same compression, so this different of the compression doesnt came from the pistons, but maybe from the head, or maybe from another thing(that i cant think)
Connecting rod lenght, different crankshaft, head seated closer to the block/piston, duration of the opening / closing of the cam


LOP
 

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Crank, rods and pistons are all the same.
Versys head is different- lower compression
Versys intake cam has slightly more lift and duration.
After, although I sold you what you wanted,
my suggestion would be to put the stock Versys
intake cam in the intake, and 650R intake cam in the exhaust.
Should help with the flat spot.
Currently I run 2 Versys intakes in my race bike.
Also unless you bought a race header, put the Versys
headed back on. The crossover tube will help smooth things out also.
 
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I found out V pistons are the different numbers only in early years, only after measuring and seeing they were the same. Also ignition timing is different on ER6 and expect fueling, so its ECU would be required.

V2sam had lightened race ER6 full system/mapped/filter and others I cant remeber, and theres little in it starighline. (have a vid) I've gone back to V cams.
 
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Parts fiche shows all year Versys pistons the same part # as
08+ 650R/ER-N
06+07 had different part #
This is off KMC web site.
My quick look up off the online parts fiche I use most often show
only current 13001-0087 piston for all years and models.
sure your right, one of those quick posts from top of my head. Also meant "Stock V" little in it in case not clear?

But it could be because now superseeded online?, see post I did a year or two ago.

I cant believe it makes econmic sense to change the head when pistons are the obvious route, or gasket, but I lost interest at that point. Next time I;l remove layer from head/no base/ to set squish/bump comp.

----------------------------------------------------------

"Appeared to confirm the part numbers I looked up as being different, as could see a 60 and 87 stamped on the pistons but - turns out a red herring as looking at later part numbers, has in fact been superseeded and now are the same!

Having measured the pistons at carefully every point, thats doesnt suprise me now!

er6
130010087 PISTON-ENGINE
Replaces discontinued product 130010060

110040064 GASKET-HEAD
Replaces discontinued product 110040035

the heads are different but they check out in the measurments we did over the phone. Noting the Er6 changes itself so you can never be sure excatly what the part number relates to? i.e colour

110080107 HEAD-COMP-CYLINDER V 2007
110080107 HEAD-COMP-CYLINDER v 2009

110080089 HEAD-COMP-CYLINDER ER6 2006
110080182 HEAD-COMP-CYLINDER ER6 2009


the dynamic CR is interesting, but given the Er6 inlet cams close later, in practise the DCR should be lower than the Versys.

Cam chains are the same, if head gasket thinner? Would have expected the chain to be at different points (as timing marks - between rivets - procedure is the same)

am surprised its not pistons though, the easiest and cheapest method, as thinner head gasket is less relaible method for a volume manufacter."
 

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Discussion Starter #20 (Edited)
Crank, rods and pistons are all the same.
Versys head is different- lower compression
Versys intake cam has slightly more lift and duration.
After, although I sold you what you wanted,
my suggestion would be to put the stock Versys
intake cam in the intake, and 650R intake cam in the exhaust.
Should help with the flat spot.
Currently I run 2 Versys intakes in my race bike.
Also unless you bought a race header, put the Versys
headed back on. The crossover tube will help smooth things out also.

Thank you for the advice again, but i think that i will keep it this way
I like the way how performs now
Next step is the Power Comander

P.S.2. The headeres are from ER6. Unfortunately i cant put the Versys headers back, cause they are broken(Not accident)
P.S. I wish i live near you:D
 
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