C'est fini! My Ninja 500 has come full circle and the final form is fairly close to what I had in mind way back in Article #1. While it doesn't look like Chandler's Superbike (option 1), it does have a neo-retro look of a Ducati 900 CR (work with me here) of the cheaper option 2.

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One of the last changes I made was to upgrade the original OEM shock to a higher performance Showa unit from a GSX-R 750. Instead of simply being adjustable for spring preload, my bike now has adjustable compression and rebound damping as well. Hopefully now the rear end will match the higher-performance front forks. The installation was fairly straightforward, aided by advice, photos, and parts from www.Sport-Twin.com's EX 500 mailing list. As you can see from the photos, the GSX-R shock is much more substantial than the stock unit. The Suzuki spring had to be swapped out with a 310-lb Fox spring to deal with the lighter Ninja. Both ends of the shock required minimal machining to fit, and the suspension linkage had to be spaced slightly apart to make room for the larger diameter spring.

As equipment is improved, fiddling is the next step. I've found that the front spring preload has to be cranked up significantly to prevent dive under braking. The rear seems to be set up fairly well, although no serious riding has yet taken place. I'm waiting to properly scuff in the tires before I really attack the local twisties (as limited as they are). As it stands, the Dunlops are so far removed from the stock Bridgestones that the bike feels entirely different and the Sargent Seat improved comfort significantly.

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In as sense, it is a different machine. Nothing affects a bike more than different legs. Racers advise working on tires and suspension first, and leave expensive engine mods until rider skill improves. That's what I hope to do this summer. The Manitoba Roadracing Association is holding a track day on May 24 at Gimli, so I'll see how far I can get the bike cranked over. Likely I'll use the locals' expertise to further fine-tune the bike. I've noticed some other EX/F2 hybrids have the fork tubes set higher in the triple clamps (more tube showing on top) for improved handling. Now it seems the bike turns in slower, so I may experiment in this area myself.

My own "expensive engine mods" have been limited to a Muzzy pipe. I installed it without the jet kit in order to establish a jetting base line. There is a noticeable flat spot from 4500 to about 6500 rpm, and some popping after shutting off the throttle at cruising speeds.

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The bike is due for a valve adjustment, and at that time I'll re-jet (with Dad's help) and change the fluids. I also have to fine-tune the aim of the headlights and mount the toolkit in a more accessible place as the solo tailpiece tapers sharply at the rear, taking up space once used for the kit. I hope to buckle the kit to one of the stays for the front fairing.

So after about 6 months of cold-fingered, hot-chocolate fuelled work in an unheated garage (along with bewildered stares from the local townsfolk), my bike is done. Now I don't know what to do. Really, I should cut up my Visa card and enjoy what I've got. In the back of my mind, though, custom rear-sets, a braided rear brake line, and some faux-carbon doodads beckon. What they say is true, I guess.... a project bike is never done. Now where did I put that catalogue?

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James Sheppard