Post by: gregjet on September 13, 2018, 09:36:00 PM
My project is primarily a weight loss one and I prefer smaller seats anyway.
Tried a search but only got refs saying how they liked the bigger seat.
Post by: Jonathan on September 13, 2018, 09:47:35 PM
Originally Posted by gregjet ![[+]](https://www.cb500x.com/vbicons/viewpostright.png "View Post")
I'd try your local dealer, if no joy on the forum...or maybe ask on a CBR owner's forum. the frame is supposed to be the same, but perhaps the panel gaps and tank location may be different, which would affect the seat.
Post by: Jonathan on September 13, 2018, 09:51:12 PM
Originally Posted by gregjet (https://cdn.img.cb500x.com/img_03.gif)
I reckon you'd be better sourcing a stock seat from a breaker and modifying it.
Looks like the CBR would fit, but would still need a tweak...i may be wrong.
One things for sure, you could use the additional rear space for better luggage carrying, and lose the pillion pegs to shed a few grammes
In the UK if a bike has a 'double' seat, it has to have pillion pegs to pass an MoT and vice versa
Post by: gregjet on September 13, 2018, 09:53:59 PM
Where I used to live I knew the dealer well enough to try it( I used to race with him and some of his staff), but the local dealer here is a seller not a motorcyclist and couldn't care less.
Post by: CaptainCranky on September 13, 2018, 10:05:51 PM
Post by: gregjet on September 14, 2018, 12:50:23 AM
It's really only whether the base fits on the chgassis mount points ( lock won't of course but I can fix that.
Post by: CaptainCranky on September 14, 2018, 12:58:41 AM
Originally Posted by gregjet :152:
I can't check that for you at the minute as my bike's all loaded up for a trip. I'll see if i can check that out on my return if it helps.
cool - on another "note"... her Arrow Pipe is TOTALLY compatible, but I fear certain death would be the outcome if I nicked it :114: :005: :455:
Post by: Oyabun on September 14, 2018, 05:51:29 AM
No way the seat will cross-fit. While the main structure of the subframe is the same, the latches and all other mounts are different.
In case you want to xchange seats, you gotya change the whole subframe too.
Post by: gregjet on September 14, 2018, 08:09:25 AM
Post by: Oyabun on September 14, 2018, 08:15:53 AM
The good part, that the lower front latching around the back of the airbox and below the tank lip is simar, so the F seat's front is supported. But good news stop here. The rear lower part of the tank is shaped to accomodate and lock the upward sloping lip of the seat front, you have to cut off the tab from the tank and make it fit. Also tabs should be welded on to be able screw down the rear part of the F seat pan. On the F and R subframes there is a crossmember to mount the separate rear seat or cowl - on the X it is not existent. Also the oe rear seat is latched at the aforementioned crossmember, while the X seat is locked at the rear.
Im not saying it cannot be done, but it is quite an intensive process and you might end up with the same or heavier weight and less holding capacity than the stocker setup.
Tried to upload the pics, but no joy now and I cannot resize them on mobile. Send me a pm with your email and I ssnd them to you.
Post by: Oyabun on September 14, 2018, 10:15:23 AM
What's your weight loss goal with the 500x?
Post by: gregjet on September 14, 2018, 12:10:28 PM
No goal. Project and experiment. Look at everything an think about what can be changed and what cannot.
My last project was a GS500F. Similar goal with some updating. Ended up 20kg lighter. Lots of Aluminium for steel and carbon fibre fabrication. Here are some pics from just before I sold it.
(https://cdn.img.cb500x.com/P5230002.jpg)
(https://cdn.img.cb500x.com/P5230003.jpg)
(https://cdn.img.cb500x.com/P5230004.jpg)
Post by: Oyabun on September 14, 2018, 01:01:28 PM
I think I understand.
I'm also a kind of person who always looking for things that can be improved, and as an engineer I automatically trust anyone with a lathe in the garage.
When I was racing, we used to start with removing weight from anything rotating and unsprung (wheels and brakes) first, then non-rotating unsprung (suspension), rotating masses (engine internals, clutch, etc), general "dead" weight from top and furthest of CoG to center in this order. So in principle while I would never spend money on titanium engine bolts (being expensive and very close to CoG) but would spend money and time replacing brake caliper banjo bolts and look into fitting a ligher cast alu swingarm.
I have a huge excel file subtly named as "CB500x_reengineering" on my computer with a ton of haphazad information from spring rate calculations to weight loss ordered in cost/gr, to cam profile measurements and design. Also on the cbr500r forums I have somewhat neglected topic listing weights of all OEM parts of the bike.
On my project bike (the older X) I've done the basics of de-cat headers, akra slipon, li-ion battery, etc and lost about 5 kilograms.
However I can say that while your suzuki looks like a track day bike, I'm using the X for touring so I have lot more constrains regarding usability.
So while dropping the passenger rearsets, and left side passenger rearset mount and replace the exhaust hanger with a lightweigh CF part would net a good 500gr loss of weight in total - i still need the rear pegs. Also a cnc milled rider rearset would save some significant weight I need my rearsets very sturdy. Depending the MY of your bike swapping 2013-16 (rider) rearsets to 2017+, saves about 480gr. Tried titanium platform pedals off from a YZ450R, but those are not too long living and each side worth a kidney - so sold them for the same price before they desintegrated.
Also the subframe is quite a heavy lump - replacing with one that is custom made from ally, would save some significant weight far from CoG, but I need to carry two persons and luggage - so fatigue breaks which ally is very prone of are out of the picture for me. However cutting the rearmost part of the subframe what holds the number plate normally and installing a tail tidy can also drop about 1200gr.
I'm happy to continue with other stuff on my list, but I guess we better to either continue in private or open a new topic to this.
Post by: Jonathan on September 14, 2018, 06:24:15 PM
Originally Posted by Oyabun Yet to see a swingarm conversion for the off roaders...not heard any reports of the pressed steel one going pear-shaped even under duress (Tet, Tat etc.) so it may not be an issue, but a stronger, less flexible arse end is always a boon, especially if you're running a fancy shock
Post by: gregjet on September 14, 2018, 08:34:45 PM
With that in mind I looked at the pegs on the X. Just the pegs at the moment. Gives me hope for more. Stock unmolested peg weighs 334g, stripped peg weighs 77grams. Difference 257g. So 2 pegs stripped weigh half a kg with no loss of function ( I detest rubber pegs) or strength.
(https://cdn.img.cb500x.com/P9140008.jpg)
(https://cdn.img.cb500x.com/P9140009.jpg)
(https://cdn.img.cb500x.com/P9140007.jpg)
You say you are an engineer ( I am not, just an enthusiastic tinkerer). Are you a user of Tony Foale's suspension software?. If so do you have the datum points for the CBX500 rear suspension ( or all of them for that matter)?
I am surprised there is no "Project" area and considering the info on the forum and no stickies in the thread areas.
Post by: gregjet on September 14, 2018, 08:45:14 PM
Post by: gregjet on September 20, 2018, 10:57:14 PM
To stop ball removal I will have to make a cover for the CX front seat hold down bracket though.
(https://cdn.img.cb500x.com/seat-cbr2fd38b94f0f38657.jpg)
Post by: gregjet on September 26, 2018, 09:31:46 PM
(https://cdn.img.cb500x.com/cbrseat-2.jpg)
(https://cdn.img.cb500x.com/cbrseat-1.jpg)
Post by: gregjet on September 26, 2018, 09:33:31 PM