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Pressureangle

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Pressureangle last won the day on June 17

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  • My bikes
    '97 1100 Sport i '89 Mille GT '71 Norton Fastback Commando '74 Aermacchi 350 Sprint
  • Location
    South Florida

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Community Answers

  1. I had mine done recently by the local WP performance center, which fortunately is only a half hour away. For less than $400 they came back renewed, bushings, seals, cleaned, and hydroblasted. They look nearly new, and they were criminally stained when I took them in. I looked into refurbishing them myself, but I didn't want that particular educational experience at that price, and they needed to be cleaned up better than I could do myself.
  2. That's a wonderful sentiment, but not really applicable in much of the country, or a meaningfully long voyage.
  3. You're precisely correct, and it's been so always, since WWII. Americans fell out of love with motorcycles, and into love with money; a racetrack is a huge investment with little return, and difficult to populate not in the least part because of the cost of liability insurance, the U.S. being the captain of Litigation in the world. It sucks, it shows, and it isn't going to change any time soon.
  4. Probably not, though on a carbureted bike it could throw off the idle mixture a little if the carbs aren't well synchronized.
  5. Here's my opinion, feel free to disregard it. If you're getting 40mpg, your 'driving' mixture is quite-good-to-lean. If your plugs are black, it's rich at idle or isn't ridden long enough when warm to clean them. Mine had the dreaded '2800/3200 rpm stutter' and intermittent idle stall until I replaced the cam chain with a gearset- then these things, completely unexpectedly, disappeared. At the very least, be certain your cam chain is adjusted properly. The stock adjuster must be attended manually. For my time invested, I'd at minimum replace the stock tensioner with a Valtec, or adjust the stock one properly while awaiting a set of Caruso cam gears. Edit; got my bikes mixed up. The '97 has a spring-type tensioner, but it's woefully weak and I believe allows enough timing variation to confuse the ECU at idle and in the ~3k rpm range.
  6. So now that I'm confident in my Sport's front end, you'll have to give it a test ride.
  7. My first road bike was a KZ400. It had a soul. It's just that soul was reminiscent of the slaves who built the pyramids. Honda Hawks seemed relevant at the time, but their soul was part of the Honda hive mind. EX500s (the 80's ones) had the most obnoxious exhaust tone ever to come from a spark plug. Perhaps the newer stuff isn't so bad. I'm not persecuting them really, they just leave a bad taste in my ears.
  8. Don't discount the possibility that it's run rich so long that your intake valves are so fouled they interfere with airflow and thus richen the mixture, particularly at low RPM. Run a pint of Marvel Mystery Oil through with a tank of gas and see if it doesn't help. In any case, it won't hurt- it will clean any deposits from the intake and combustion chamber. It's very wise to familiarize yourself with the tuning software, but you can probably find someone locally who either knows it, or is familiar enough with other tuners to help out sufficiently.
  9. What Lucky Phil means, is that if you take the manifolds off the heads you don't have to deal with the misalignment caused by the angles of the intakes from side to side. Slip the rubbers on, slip the manifolds in, bolt the manifolds back up last. There are probably gaskets for them, but I'd not be afraid to use Yamabond or equivalent.
  10. The EX500 is the most soulless motorcycle ever built. Can't argue the handling, though. They were like flies on the racetrack. He describes the 1100 Sport at 7:10.
  11. So who has the highest quality TB boots? I should probably replace mine also, though they're not leaking they are ugly.
  12. There are two particular peculiarities to "American V-Twin" (H-D of course) engines not shared by any other modern motorcycle engine; one cylinder cooling in the hot air of the forward one, and roller bearings everywhere except the rocker arms. The cylinder arrangement causes the rear cylinder to run much hotter, but also receive far more oil from the crankshaft than the forward cylinder, as the windage from the crank causes the oil to climb the crankcase wall until it finds the rear cylinder with little left for the front. Roller bearings do not tolerate deposits, nor skidding; if they skid they flat-spot. So film strength is paramount here. Additionally, the rod journals oval when overspeeded to the point that the side clearance goes negative, creating an enormous pressure point. So both heat and film strength are paramount, even if it's only in these particular, localized places under unusual conditions. It makes sense. Obviously, the test is a performance test without regard to composition or price.
  13. The test equipment was, if I read it correctly (not thoroughly) an actual set of Norton tappets and presumably a Norton camshaft. It's directly applicable to 'Guzzi because both use non-roller cam followers. Norton tappets have a narrower profile than MG, and largely due to mediocre quality control had cam and follower wear issues (as have *all* British bikes). So the test rig is as close to real-world testing as possible, rather than the old 'Timken test' which didn't allow for a moving line of contact nor the heat dissipation of the oil itself. The rest of the engine is similar- air cooled, plain bearings and shaft rockers, etc.
  14. If you read the underlying thread, he explains his equipment and techniques which are much more thorough than 'usual'. What I'm trying to reconcile in my mind is how you may have a lower film strength while at the same time having a lower heat value. The only thing I can figure so far is that the oil is more effectively removing heat from the metals.
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