DieselBike.net

Found this on youtube

https://www.youtube.com/watch?v=M0UbGMQblc0

the piston is about 6mm higher than the dr650 piston.
but a new cylinder liner has to be made.
make it 6 mm longer and make a pocket into the cylinderhead .

And back on the project.
and from now on I will continue with the diesel every Saturday or Sunday.

I took a piston from a lifan 192 diesel because the piston pin exactly matches that of a suzuki dr650.

I converted a jawa 640 (almost the same as a 632) to diesel using a yanmar clone engine.

But i used the original gearbox.

If you want any info or photo`s send me a pm or email.

You could find them plenty secondhand for around €50

Just an example

Honda cbr600 F4
Alternator specs
345Watt / 5000 rpm

Take one of a motorcycle, it is no different from that of a winsun.
And probably better quality too.

I once did an oil temperature measurement with a 186 diesel where forced cooling was removed.

Even on a very hot day and low speed the oil temperature was never over the 100 degrees C.

Did you measure compression?

New start with the project.
Because i was very busy in my own company (making motorcycle parts and building motorcycles) i had no time for this project.

I started with the engine build a few weeks ago.
First i wanted to build a complete new engine , but i took a suzuki dr650 engine as a base.

I can not imagine that the power transfer problem could be solved.

You could use the same the electric motor also as a generator to charge the battery.

He tried to fit a K100 cardan on the joint part. But that would have been too much work, basically having a new joint made between the arm and cardan. So i'm cancelling the cardan upgrade. The original cardan will be put together again as it was originally, and i'll ride it till it breaks something...

Yes indeed, unfortunately, the person who gave me these hints and apparantly knows how to calculate the exhaust length at 34mm innder diameter, is hard to contact, I suppose he is busy, or fed up with my questions.. Flowing would matter but i am a bit hesitant to remvove and install the very vulner...

Don 8 bikes in the last 2 years and no problems at all.(2 of them converted to diesel)

You should keep in mind that you are not insured when your bike is converted to diesel and not registered agian with the rdw.

Dan, you might be right. The kubota's are neat engines, but hard to get over here, and will require an total other subframe, and since it is a 2 cylinder, would have to get new papers for the bike- which can be a lot of trouble where i live.. To get new papers when you put an other engine in the bi...

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I have rewinding it with 1 mm wire.(that is what i have in the workshop) But original it was 0,8 mm. What i did was the following: I disconnect the regulator. Started the engine with the original coil. Measure the output ac voltage of the coil when the motor is running on idle. I measured 10,2 volt ...

This is the rewind coil.

I had the same isseu with the 186.
The problem is the coil.
The output voltage of the coil is too low.(only good on full rpm)

I solved this by rewinding the coil with more windings.
The result was that the system even charge at ilde.

I don`t like to spam my work here on the forum.

Ok.
A tip:
Pre heat the sprocket and hub before welding.
And let it cool down slowly.

I make offset sprockets for motorcycles.(6 - 10 pieces a week)
In the past i welded the sprockets on a hub.
1 on the 5 sprockets was wobbling.

Now i make them out of solid and shape the internal splines.

I think making a pressfit and welding cost more time than making it of solid.

The problem with welding and a press fit is that the sprocket can be wobbling.(that is my experience)

Why press fit and welding?
When you find the right machineshop the can make it solid like the original one.

I `am just curious but how much cost a custom sprocket?

You could better rewind the coil of the altenator.(more windings each coil)
The problem with the 186 engines is that the coil of the altenator only deliver enough power on high rpm.(must run faster than 2000 rpm)

Still working on the design.
I'm very busy with my own business , so the project is not going fast.

But it will be a 416 cc one cilinder.
With a cassette gearbox , external fuelpump , overhead camshaft and liquid cooled cylinder.

You are absolutely right about the drag.
But the advantage of light wheels are much bigger than the drag isseu of the wheels.

Light wheels give a much better handeling in corners (specially good for the suspension) , better braking and a better acceleration.

And i lost more weight on the wheels by removing the spoke covers.
Each cover weighs 500 gram.
So the total weight reduction is 1.5 Kg each wheel.
The next step is to sandblast the wheels.