zzr1100 clubsport to Zx14
Discussion
I fitted the ZX14 into Angus's Radical Clubsport.
At the time, short billet sumps were not available therefore the engine sits a bit high.
(AB Performance now make sumps).
The problem with shortening the original sump is that the oil filter mounts on the front of the sump rather than the block.
I shaved the oil drain plug off the original sump and moved it onto the side.
The ZX14 engines sump seems reasonably baffled as standard.
Complete new engine mounts were fabricated.
The ZZR1100 exhaust headers were modified to the ZX14.
The right pair of headers had to take a bit of a detour to clear the water pipes on the right side of the engine.
As the position of the gearbox sprocket was a bit higher than the ZZR1100's I had to notch and strengthen the crossbeam to provide clearance for the chain.
Reverse cannot be fitted to the end of the gearbox sprocket as the ZX14 has its speed sensor fitted there (engine needs this sensor to work so that the ECU does not restrict engine revs).
There was the usual problems with fitting a fuel tank with a return for the injection system, high pressure injection pump, filters and an adjustable fuel pressure regulator.
Wiring was reasonably straight forward but as the original clocks were not used there was one power feed to the speed sensor which needed reconnected.
As the ZX14 has a 6th gear speed limiter, a speedo healer is required to fool the ECU otherwise a lower rev limit comes in in 6th gear.
Getting a rev counter for the ZX14 is a bit of a problem as the bike used a CAN BUS system.
We used a powerCommander LCD unit for its rev counter.
A PowerCommander and re-mapping will be required.
We used the standard ZX14 oil/water oil cooler therefore only run the Radical's water radiator.
We also used the US spec ECU which does not have the immobiliser
Couple of other posts here
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
At the time, short billet sumps were not available therefore the engine sits a bit high.
(AB Performance now make sumps).
The problem with shortening the original sump is that the oil filter mounts on the front of the sump rather than the block.
I shaved the oil drain plug off the original sump and moved it onto the side.
The ZX14 engines sump seems reasonably baffled as standard.
Complete new engine mounts were fabricated.
The ZZR1100 exhaust headers were modified to the ZX14.
The right pair of headers had to take a bit of a detour to clear the water pipes on the right side of the engine.
As the position of the gearbox sprocket was a bit higher than the ZZR1100's I had to notch and strengthen the crossbeam to provide clearance for the chain.
Reverse cannot be fitted to the end of the gearbox sprocket as the ZX14 has its speed sensor fitted there (engine needs this sensor to work so that the ECU does not restrict engine revs).
There was the usual problems with fitting a fuel tank with a return for the injection system, high pressure injection pump, filters and an adjustable fuel pressure regulator.
Wiring was reasonably straight forward but as the original clocks were not used there was one power feed to the speed sensor which needed reconnected.
As the ZX14 has a 6th gear speed limiter, a speedo healer is required to fool the ECU otherwise a lower rev limit comes in in 6th gear.
Getting a rev counter for the ZX14 is a bit of a problem as the bike used a CAN BUS system.
We used a powerCommander LCD unit for its rev counter.
A PowerCommander and re-mapping will be required.
We used the standard ZX14 oil/water oil cooler therefore only run the Radical's water radiator.
We also used the US spec ECU which does not have the immobiliser
Couple of other posts here
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
Edited by minitici on Sunday 8th August 10:56
This is a really decent inexpensive Clubby.
Unbelievably, at Shelsley, it was always quicker to Kennel than the mighty Black Betty (with its 1585 engine, world class aero and mega talented driver).
A friend put one of these standard ZX14s in his LCM LoDrag Clubbie and on the RPE dyno it produced more power than my tuned RPE 1500 (pace Ted)!
Unbelievably, at Shelsley, it was always quicker to Kennel than the mighty Black Betty (with its 1585 engine, world class aero and mega talented driver).
A friend put one of these standard ZX14s in his LCM LoDrag Clubbie and on the RPE dyno it produced more power than my tuned RPE 1500 (pace Ted)!
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