Beer Can Ally bikes CR500 conversions

Anyone needing rounded sq. tubing for there build you can get it from a company called
Industrialmetalsupply.com, $2 a ft. shipping to me in il. $14 from AZ. They sell to hobbist not just industrialist.

CR250-99 model stator / CDI up grade.
http://www.bannedcr500riders.com/board/viewtopic.php?t=8044

AlisoBob’s Gen 4 A/F Conversion

LINKY CLICKY

GEN 1- ’97-’99 CR250
’98-’99 CR125

GEN 2- ’00-’01 CR250 and 125

GEN 3- ’02-’07 CR250 and 125
’02-’04 CRF450 (although had handling problems the 250 didn’t)

GEN 4- ’04-’08 CRF250R (and the X model, when it started)
’05-’08 CRF450R( and X)

—————————————————————-
(per steve-o)
’97-’99 Gen1 (Al CR125R/CR250R)

’00-’01 Gen2 (Al CR125R/CR250R)

’02-’04 Gen3 (Al CR125R/CR250R, CR-F)

’05-’07 Gen4 (Al CR-F)

’08+ Gen5 (Al CR-F)

…………………………………………………………………………..

For example the gen 1 conversion is a two day project that requires minimal thought and work, where as the bike you are doing appears to need more time and effort. Is the average Hoon (hardcore as they are), gonna appreciate the performance advantage? In other words, should I consider a gen 3 above all others because I will be stoked beyond the stoke I would get from the older A/F donors?
.
.
.
The answer is YES if you are the type of rider that can take advantage of the chassis tuning and improved brakes and suspension that the newest generation Honda’s offer over the older units. They turn better, are more flexible and as such are more forgiving & less fatigueing, and they stop better as well.

That said, a gen. one chassis is in many ways an order of magnatude better than the steel bikes in terms of handling, suspension and brakes. The steelie still gets the nod for being more comfy…particularly when sitting.

Gen. two bikes became significantly more forgiving (i.e. more flexible) and turned much, much better than the gen. one.

Gen. three bikes were more of all of the above, and are considered by many to be the best handling two stroke Honda chassis of all time. Some think the turning became a little too sharp and lost some stability at high speeds. Most probably cannot tell the difference between gen. two and gen. three outside of the physical appearance. The conversion effort for both is the pretty much same however, and gen. three bikes are plentiful, so why not get the later, better suspension and brakes?

Gen. four through six are all four stroke bikes. They require about the same level of effort and knowledge as the gen. three chassis to convert, but with them you get the very latest refinements in chassis tuning, suspension and brakes as well as the most up-to-date styling.

One last thought as well: The older the bike, the harder it is to get parts. Right now that may not be a significant problem, but it will be in years to come. I used to have a surgically clean 1987 KX500, and it was a good bike with a fantastic engine. But, parts for that bike were tough to come by, and the 1998 CR500 I bought to replace it was a better bike with better parts availability. And so it goes, that in the world of motorsport, newer is usually better (through refinement learned at the track and on the trail) and is for sure easier to live with day in and day out.
.
.
.
I agree with Shan on everything, but want to add these thoughts…
I dont like the rad placement on the Gen 1
Honda only made the Gen 2 for 2 years.. Thats allot of development money down the shitter, couldnt be that great of a bike……
I like having something others dont ( Gen 4)
If I was “Joe Average” with only a hammer and a pair of vise grips in the garage, I would be all over that Gen 1. Both for price, and ease of conversion.
My order, best to least… for the general public.
Gen 1
Gen 4
Gen 3
Gen2
.
.
.
THE FINAL COSTS:

Before I list them, first let me explain something about how I computed it…

If my Steelie was stolen before I started this project, I would have been bummed, but another way to look at it would be to say that the bike was fully amortized…. That is to say that I had received more enjoyment from the bike, in the time I have owned it, than its real value. Its another way of expressing that I had gotten all my moneys worth out of the bike, yet still owned it….. make sense? As such, the original cost of my ’97 Steelie was not factored in….

Ok, now for the costs of the conversion…..

$1100 Cost of CRF250X
$100 1″ tubing
$30 Lexan for airbox spacer
$72 FMF Silencer
$16 Coil Wire
$100 Misc Items ( Muggy Rod, hoseclamps, electrical ,screws, etc..)
$500 Welding

Total: $1918

Credits for cast off parts sold:

$200 500 Forks and Shock, Swingarm ( Earth calling Troy Lewis… Come in Please!)
$50 500 PMB Kick Stand
$325 Blown up CRF250 Engine
$50 CRF Wiring Harness
$150 CRF Carb
$20 CRF Clutch Perch
$25 CRF Kicker
$15 CRF Pipe
$115 Spare CR500 Rear Wheel w/ Paddle
$80 CR500 Rear Wheel Loose
$71 500 Front Wheel
$26 CRF Rear Brake Bracket
$36 500 Rad Braces
$38 500 Front Brake
$20 CRF Shock Spring
$20 500 Rear Brake
$29 500 Skid Plate

Total: $1270

Net Cost for Conversion: $ 648…. Not too shabby.

Now, for the Bling Factor:

$400 New 18″ Rear Wheel ( For Dunes)
$280 Quad Style Flexx Bars
$51 Used Front Wheel ( For Dunes )
$48 10 paddle Tire
$38 Sand Front
$10 Front Tube
$99 Fork Springs
$99 Shock Spring
$52 HandGuard Mounts
$12 Grips

Total: $1089

B-day Gift Shark Fin
B-day Gift Skid Plate
X-mas Gift Peg Lowering Kit
X-mas Gift Ironman sprocket for Dune Wheel.
Gift Coil Mount ( Thanks Danny G.!)
Gift Motor Mounts ( Thanks Shanman!)
Gift Swingarm Spacers and Bushings ( Thanks Joe!)

Grand total in Costs: $1737

What did I get? A CR500A/FX converted exactly how I wanted it. Plus bars and pegs to help it fit me, AND extra wheelsets for going to the dunes.

Granted, I did have a fair bit of luck in finding the chassis, and great friends like Shan and Graves feeding me parts… BUT… If you already own a Steelie, and can score a Gen 1 for a reasonable amount…. I think you can come up with similar numbers building your own A/F conversion.

………………………………………………………………………………….

OK this might save some confusion when stuffing a CR500 engine into these frames.

The Std CRF250 04-09 uses a 49mm on the left and a 59mm on the right, with the CR500 engine get a 54mm for the left side and you are done.

The Std CRF450 02-04 uses a 49mm on the left and a 54 on the right, with the CR500 engine swap right to left and get a 59mm for the right side and you are done

The Std CRF450 05-09 uses a 46mm on the left and a 54mm on the right, with the CR500 engine swap right to left and get a 59mm for the right side and you are done.

The Std CR125 02-07 uses a 54mm on the left and a 59mm on the right, with the CR500 engine you are good to go as is.

The Std CR250 02-07 uses a 49mm on the left and a 54mm on the right, with the CR500 engine swap right to left and get a 59mm for the right side and you are done.

Part# for the 54mm bush is 52142-KZ4-J40, left side of swingarm.

Part# for the 59mm bush is 52141-KZ4-J40, right side of swingarm.

If any of this is incorrect, please let me know so I can change it before any mistakes are made.