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Discussion Starter #1
Hey there everyone,

Had my 1000 for about a year now and gotten fairly comfortable with it. Pretty much all my riding friends are on 4 cylinder liter bikes or busas (a few Italian Twins also...) so I'm obviously on the wrong bike but I do like to do some solo riding on the dirt roads myself so I think it's a good trade-off for me personally.

That being said, I'd like to get a little more corner pull from my bike when I'm riding with those guys. We sometimes cruise at some pretty high speeds where the timing retard in 5th and OD becomes cumbersome so I've already ordered a TRE for it recently. I'm running stock gearing and sounds like I would have been better off with a 1 down in the front and up 1 or 2 in the back coupled with the TRE from what I've read...

It still has stock exhausts, and I've considered the Black Widow and also Akra systems. It does not look like very many folks are still offering systems for the first gen bikes. Sound is a concern, because I like to ride distance also and in rural areas I don't want to be an annoyance. A little more pep and a weight shedding would be my primary factors I guess.

I've searched around a lot and found a lot of old threads but it seems like many of the parts or other websites referenced back at those times are now no longer offered or are discontinued.

Has anyone done any air box modifications or anything else to help the engine breathe better? I'm pretty handy so I don't mind DIY. Has anyone upgraded cams? Anything else worth doing/trying?
 

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there's very little if anything that can be done to a vee to wring out "more power." akras are great cans. i have a set. they will also save you several pounds.

your best bet to get a little more oomph is to change gearing. go down one in front or up two in the rear.

aside from that, get another bike.
 

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Hey there everyone,

Had my 1000 for about a year now and gotten fairly comfortable with it. Pretty much all my riding friends are on 4 cylinder liter bikes or busas (a few Italian Twins also...) so I'm obviously on the wrong bike but I do like to do some solo riding on the dirt roads myself so I think it's a good trade-off for me personally.

That being said, I'd like to get a little more corner pull from my bike when I'm riding with those guys. We sometimes cruise at some pretty high speeds where the timing retard in 5th and OD becomes cumbersome so I've already ordered a TRE for it recently. I'm running stock gearing and sounds like I would have been better off with a 1 down in the front and up 1 or 2 in the back coupled with the TRE from what I've read...

It still has stock exhausts, and I've considered the Black Widow and also Akra systems. It does not look like very many folks are still offering systems for the first gen bikes. Sound is a concern, because I like to ride distance also and in rural areas I don't want to be an annoyance. A little more pep and a weight shedding would be my primary factors I guess.

I've searched around a lot and found a lot of old threads but it seems like many of the parts or other websites referenced back at those times are now no longer offered or are discontinued.

Has anyone done any air box modifications or anything else to help the engine breathe better? I'm pretty handy so I don't mind DIY. Has anyone upgraded cams? Anything else worth doing/trying?
Corners in Florida? :surprise:
 

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Yep, not a lot that can be done to get more engine power. Weird, huh? But damn near everything has been tried in the last 17 years and nothing has ever really amounted to much.

However, suspension upgrades are readily available and have a profound effect. I'd definitely start there; you can make the Vee handle a LOT better.

And as mentioned, changing gearing is pretty common, fairly easy and cheap, and will give you more poke out of corners.

But the best money you'll ever spend is on upgrading your own software. Take a class or two on rapid transit via motorcycle; I can highly recommend Total Control Riding from Lee Parks. Speed is 90% rider, 10% bike. It's not engine power that's holding you back.


The only positive performance effect an aftermarket exhaust might have is that it's lighter. The stock cans are pretty heavy.

However, lighter cans will also be MUCH LOUDER. It's up to you whether you can tolerate the splitting headache from two pounding pipes mounted up high near your head. A four-cylinder bike with one pipe and an outlet further away is much more tolerable. A loud Vee can be seriously unpleasant.
 
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Discussion Starter #6
Yep, not a lot that can be done to get more engine power. Weird, huh? But damn near everything has been tried in the last 17 years and nothing has ever really amounted to much.

However, suspension upgrades are readily available and have a profound effect. I'd definitely start there; you can make the Vee handle a LOT better.

And as mentioned, changing gearing is pretty common, fairly easy and cheap, and will give you more poke out of corners.

But the best money you'll ever spend is on upgrading your own software. Take a class or two on rapid transit via motorcycle; I can highly recommend Total Control Riding from Lee Parks. Speed is 90% rider, 10% bike. It's not engine power that's holding you back.


The only positive performance effect an aftermarket exhaust might have is that it's lighter. The stock cans are pretty heavy.

However, lighter cans will also be MUCH LOUDER. It's up to you whether you can tolerate the splitting headache from two pounding pipes mounted up high near your head. A four-cylinder bike with one pipe and an outlet further away is much more tolerable. A loud Vee can be seriously unpleasant.
Thanks for the reply. The bike already does have front and rear suspension work (Race tech emulators, springs, and fork brace on the front), and the previous owner put a Hagon rear shock on it. The suspension is some of the best I've ever rode on. It soaks up little road bumps and asphalt ripples as well as even choppy wash board in the dirt with no problems. I guess the good suspension is one of the reasons I'm finding the limits of the engine.

I know the guy on vstom international swapped in the entire SV engine back in the day - has anyone ever done anything like SV heads/cams on a DL engine? Swapped a throttle body? Anything else along those lines. Maybe I go full SV engine eventually..


Sounds like in practical senses lower gearing with the TRE eliminator so it can use the higher RPMs in the top 2 gears is the best way to go for now.
 

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I recall seeing a few running starts at an SV or TL swap into a DL1000, but I don't ever remember seeing one completed.

There were several SV and TL variants making 108-135HP. The TL1000, especially the R, was a beast; monster engine in a lightweight, hardcore sportbike chassis.

I've ridden an SV and a TL. What you notice first on both is (obviously) the lack of bulk, which has far more effect on corner exits than the added engine power. The TL is downright brutal, and not something well-suited to long distances.

The DL is a big, roomy, extraordinarily capable sport-tourer with long-travel suspension and a lot of carrying capacity. The TL and SV have very different missions and chassis.
 

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Thanks for the reply. The bike already does have front and rear suspension work (Race tech emulators, springs, and fork brace on the front), and the previous owner put a Hagon rear shock on it. The suspension is some of the best I've ever rode on. It soaks up little road bumps and asphalt ripples as well as even choppy wash board in the dirt with no problems. I guess the good suspension is one of the reasons I'm finding the limits of the engine.

I know the guy on vstom international swapped in the entire SV engine back in the day - has anyone ever done anything like SV heads/cams on a DL engine? Swapped a throttle body? Anything else along those lines. Maybe I go full SV engine eventually..


Sounds like in practical senses lower gearing with the TRE eliminator so it can use the higher RPMs in the top 2 gears is the best way to go for now.
Just buying a used sport bike would be cheaper than serious mods to the DL.

Honestly, I don't see the issue. I ride with some guys on sport bikes who have significant track time under their belt, and don't have a problem keeping up with them on my 650.
Speed on the street is 50% what chances you're willing to take, 40% riding ability, and 10% bike.
 
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I know the guy on vstom international swapped in the entire SV engine back in the day - has anyone ever done anything like SV heads/cams on a DL engine? Swapped a throttle body? Anything else along those lines. Maybe I go full SV engine eventually..
That was John Weldon. You would wilt at the work that has to be done to make that engine work in a DL 1000!

If you MUST have power, you have to start over. SV's have stronger connecting rods, different stators, different pistons, different cams. The only way to really do all this right is build an engine. There is one and only one person that can do that turnkey with proven results. He runs Pi R Squared Racing and has built many of these engines. He goes by schmidt314 on SVPortal and SVrider. I have his info if needed.

He would probably build a "DL 1000" but use the new DL 1000 cylinders ( larger bore), good rods and pistons, and do his magic on the cylinder heads. But maintain the DL 1000 electronics.

Money is power! How fast do you want to go?
 

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Discussion Starter #15
Okay guys I guess I should have qualified this a little bit more in depth but was trying not write a whole book in my first few messages... :)

I *realize* the DL is never going to be as fast as pure sport bikes. But for all the reasons you guys mentioned it wont be (height, long suspension, seating position, comfort) are the reasons I dig the bike. I don't expect it to be a 1:1 match for a pure sport bikes. I don't want to change any of that stuff that makes it what it is - but a little more pull from 15mph to the speed limit *cough* is what I'm after. I'm perfectly content with the cornering ability of the bike and the lean angles it achieves. Every sport bike rider that's ever spent some time riding with our group winds up saying "That thing looks like a big moped from the rear but it's fast as shit in the curves!" or some variation. I love the DL, i don't want to change that stuff. I don't want to ride 130mph wheelies...that's not what I'm after.

I already have an SV650 and have little elsewhere to store a road bike so a 3rd bike is not practical for me. And if it was, a decent used SV1000 is $3500-$4k. It seems like I can do a lot of mods to a bike I already like better for even half that...so that's my train of thought. Entire used SV1000 engines with electrics and TBs are on ebay for about a grand give or take, and if that's an extra bolt on of 15-20hp that is reliable...that don't seem that bad compared to the alternatives?

I do appreciate the input, I just wanted to clarify my expectations based on the content of many of the replies here. The link to the velocity stacks for the air box is exactly the kind of stuff I'm looking for.
 

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The difference between having an SV engine and a DL frame and a running hybrid is probably more than the cost of a good second hand sports bike. I'm confident it can be done but it's not going to be the least expensive option by a fair margin. And just a comment, there's plenty of room in there with the existing engine out of the way. IF you can clear the frame I'd be tempted to look at stuffing a GSX-R or Ducati engine in there if I really wanted power in that chassis. (Gods know enough end up wrecked that the engines also aren't stupid expensive.)

I'll concede sports bikes can walk away from me on the straights but they have to catch me from the previous set of corners first. I'm finding my gen 2 DL1000 surprisingly fast in real world situations - the limit on how fast it'll go is definitely me, not the bike.
 

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Discussion Starter #17
Here is the text of the post on VSRI where John did the "nuts and bolts" listing of the SV to DL1000 swap. I tried to link to it but it won't let me...


All in all I love the conversion. Worked out well and is what I was hoping for. I did take the hard route though. Putting the 06 32 bit ECU into an 02 16 bit ECU is what caused most of the problems. If anyone else has the intention of doing this, sticking with the following combos will make the swap a lot easier.

1. If putting into an 02/03 DL, use an 03/04 SV engine & ECU. If an 04 & up DL, use an 05 & up SV engine & ECU. Doing this will allow the use of the DL harness with very little or no modifications. Probably won't hurt obtaining the SV harness along with the ECU just in case any sensor connectors are different. But they do appear to be the same in most cases.

2. Parts that need to be swapped from the DL to the SV engine. Front valve cover (radiator mount on different side), Primary sprocket cover (fits the frame better), radiator hoses (different bends for clearance), primary sprocket (unless converting to 530 chain) & ECU.

3. My 02 instruments work fine with the 06 ECU. So I would suspect any combination of DL instruments & SV ECU will function properly. You will lose the OD light as the SV doesn't have one and it's ECU doesn't know about it.

4. Engine mounts are the same. Fuel pumps have the same specs. Coils & plug wires are the same. The DL airbox will have to be modified for the larger throttle body boots, secondary actuator clearance & possibly some sensors moved around. Some extra air holes in the lid won't hurt.

5. The SV belly pan is a direct bolt-on with the exception of minor clearance problems with the sidestand switch and exhaust mounting bolt. A few snips and it's good to go. I might mention that the SV pan will offer zero protection from rocks & such. It is very thin ABS plastic.

Sticking to the above guidelines, this swap can probably be accomplished in one day. A weekend for sure.

What's up next for the SV-Strom? I have obtained a set of lowers & plan to strip, install hole for a slider & paint Bamboo Yellow to match. Down the road a piece, ABS.

Don't wish anything bad to happen, but if anybody hears of a savaged ABS 650, let me know please.

If anybody has any questions feel free to ask.

Now on to the hard part, getting the gearview & intercomm working right. Grin
- Quoted from the post linked above.



It appears the one he did himself took a lot of wiring harness work because he didn't know about the easier years to match up to begin with. If you get the right year stuff, it sounds very do-able...

Maybe I'll sell the SV650 to fund this venture and be the next guinea pig here for you guys
 

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Focusing on the question asked - I would say yes you can give it a little more oomph. The suggestion for gearing changes was an excellent one. Talk to BobbyVStrom. He is a member here and past racer who rides a gen 1 DL1000. He likes "fast" and has done at least some of this stuff to his bike.

I suspect that the standard mods will give you a few more Hp and responsiveness. Free-er flowing exhaust, K&N or other gauze type air filter, Power Commander or other similar FI module to correct the over rich conditions and give you the proper fuel/air mixture for more power (not max mpg though, but you loose only a couple mpg), loose the intake snorkel if one is there, open up the airbox, etc., along with gearing changes and you should feel the difference.

Think about better brakes and tires too though. Sintered brake pads in the front and stainless brake lines will give you much better feel and stopping power. That goes a long way to giving the bike a more sport bike feel.

All the above is pretty easy to do. Me personally I would check the power commander map files ahead of purchasing anything. You might find a map exactly for a combination that suits you.

Hope that helps. You can find some of this stuff on our site. My left brain will not let my right brain sell guaze air filters, but the 400+K mile DL1000 uses one. Maybe I should get over that.
 

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I currently own 5 motorcycles . Two of them are DL1000's . I also have a GSXR 1000, XR650R supermoto and a 650L .
I have spent most of my life on motorcycles and I am not young Lol. For me and the kind of riding I like to do the DL
with some mods is hard to beat. The roads we spend most of the time on are twisty and bumpy. The DL works great on these roads.
What I like best is the motor and how it pulls off the turns and is not fussy about what gear it is in. I would also like more power
but as is with some mods if feels like it is putting out more HP than it actually is. With the DL you get to use all of the power.
More HP would be nice but I do not want to loose the grunt
When I ride my GSXR on the street I never use all the power it has and spend most of the time below 8000 RPM.
It all depends on where you are riding. When I go out to the garage on Sunday morning nine out of ten times the DL is my choice.
It is comfortable, fast enough, has wind protection and I can ride it all day. it has become my favorite of all the bikes I have owned.
For riding in the twistys aside from suspension, brakes, gearing, tires and lowering the front. I like to use a DL 650 seat. It is a little lower
and makes me feel more into the bike rather than on top of it. I also do not put any more gas in the tank than I need to. For sporting rides this makes a difference. I will usually fill just above the metal piece in the center of the tank. The bike was never designed to be a sport bike but with a few mods it does surprisingly well.
 
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