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I have a 2006 DL 1000 and would like to put TL 1000R heads and cams on the stock motor. Has any one done this conversion? or know if it is possible? any help with this would be appreciated.
 

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Best and most practical option "has been done" is to drop an SV1000 engine in.
 

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SV 1000 Conversion

I have done the conversion following the VSRI example from John and the only draw-back is the SV close ratio trans and loss of 6th gear overdrive and a high 1st gear. If you don`t ride off-road technical where a low 1st gear is necessary, then you will love this conversion. Sportbike posers beware.
 

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You could do what I did. Replace the heads with sets from an SV, including cams and put SV throttle bodies on.

Best of both worlds.
 

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You could do what I did. Replace the heads with sets from an SV, including cams and put SV throttle bodies on.

Best of both worlds.
Was this pretty much a direct bolt-on swap? Any gotchas to be aware of? Did the fuel injection system bolt-up ok as well?
 

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You'll have to modify the rear intake cam to work with the cam position sensor. (maybe different models may have this pin, my 2005 US SV1000 cams did not)

Since this pickup is only timing critical in the sense that it needs to correctly identify cylinder one and two, I figured I'd eyeball the location compared to the DL cams, and it works just fine. I used a steel 1/4" shank from a rotary rasp bit I never used. Drilled a tight hole in the cam, and pressed the shank in. Obviously, you'll want to get the hight correct.

The rest of the heads will bolt right up.

On the fuel injection side, you'll need to transfer the plug from the STVA from the DL throttle bodies to the SV TBs. On the SV, the STVA is driven through the six prong plug, rather than being on a separate plug. The pins will pop right out of the 6 prong connector, and into the DL connector.

The STPS plug on the DL harness needs to be changed to a different type. Again, just pop the pins out, and pop them in a new connector.

The TPS has two pins reversed, and I found it easiest to switch them around in the 6 prong connector. (I'm doing this off the top of my head, so I'm not exactly sure which ones.)

You'll need the SV intake boots. (bolt right on)

I reused the DL TB to airbox boots, but they're an incredibly tight fit, and it's not quite proper to introduce an intake restriction there. If you want to use the SV ones, you'll need to modify the airbox to deal with the larger diameter stacks. (not a very big deal i'm assuming), but I've heard that the SV box does not fit under the tank.

I'm still using the DL throttle cables, but they're too long (connection is on the front TB). I think dl650 cables will fit. SV cables could work too, but they have a different bend at the throttle housing, and you'd have to use SV throttle housing as well.

Only issue is the idle adjuster. I cannot get it to a place where it's easily adjustable. It is too short.

You may run into issues with the IAPS. I don't know how the larger TBs are going to change your vacuum signal, and subsequent fueling. Mine is broken, so I wouldn't know.

You will probably need a power commander to correct the fueling across the map. Mine was leaned out quite a bit in the midrange, but that could also but due to other changes.

If at some point you find yourself running a TRE'd, IAPS disconnected, single piped 2002 V, with 2005 SV heads and cams, 2005 throttlebodies with secondaries out, DL intake stacks, and a K&N filter, then I can supply you with a map that should put you in the ballpark. ;)
 

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Thanks for the info. It might be my winter project. Did you find a significant increase HP/TQ? How much difference is there in the valve lift and duration between the SV and DL? I'll admit I am a HP junkie.

So far I've done the ATRE, Akrapovics and K&N. There definitely was a noticeable increase in acceleration and more to be had if I richen it up. I have the power commander but haven't had a chance to install it yet. It just came a few days ago.
 

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Thanks for the info. It might be my winter project. Did you find a significant increase HP/TQ? How much difference is there in the valve lift and duration between the SV and DL? I'll admit I am a HP junkie.
It's hard to say, I've never ridden a well tuned DL. This project got started out of necessity, because the DL I bought was a dog.

I had to replace the heads because it was run at zero valve clearance for a while. the valves were tuliped, and the seats were ruined. I only found SV heads that I was going to use the DL cams with, and then they turned out to be out of spec.
Running the SV heads and cams with the DL throttle bodies was a noticeable mismatch, hence the need for SV TBs.

I'm a bit of a torque junkie myself, and the current setup delivers plenty from about 3K rpm. Every little thing I've done over the last year has had a positive impact on performance.

I rode an FJ1200 for years, and now the DL almost puts the same grin on my face during acceleration as the FJ did.

In the tight stuff the DL is vastly superior. Replacing two stock cans with one carbon can has made the bike a joy to throw around, and as a bonus, it freed up some useable power under 3.5K rpm.
 
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