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The look from the rear annoyed me with the driveshaft side pipe sitting out further than the left hand side once the TI exhausts were fitted. Whipped up a spacer last night. happy with the look now. Now if only the rain would stop.

+1 with Lucky Phil. Also, (I realize I posted this already) not to use the throttle rod "tunnel" for anything but the throttle rod.

It doesn't matter as long as the "loop" is intact. Whatever works best for the shortest length of hose with the biggest radius bends and least stress on the fittings. Stock routing on many things isn't necessarily the best option but sometimes just the easiest way for the production line assembly. Use you engineering judgment. Ciao

The thing with the displacement has to do with the difference in rotation of the crank vs the rotors. I seem to recall it is like a three to one relationship between crank rotation and rotor rotation. For every three rotations of the crank the rotor makes one rotation. Compare that to a piston engine, which would be equal to two to one as far as measuring displacement goes (in two rotations of the crank the engine would displace its swept volume of all the cylinders added up). Add to that each rotor has three "combustion chambers", so each rotor could be considered a three cylinder bank. In one full rotation of the rotor (equaling three rotations of the crank) each rotor fires three times. So, it is tricky to directly compare the displacement of a rotary directly to a four stroke piston engine. They just aren't a one to one comparison. But the result is, a twin rotor rotary sounds like an even firing interval six cylinder engine that revs to crazy high rpms. Throw a four rotor engine into the mix and it is getting near old school F1 V12 territory. They aren't really about longevity, but they can pack a lot of power into a small, light, package. And while they do wear out faster, they also have fewer parts to fail so they usually don't suffer from sudden premature failures.

I had Racetech Springs & valves fitted a few years ago From invoice springs fitted were 260Lx25.5IDx35.3OD 1.0Kg/mm I'm 100 kg plus 10kg of gear. I've just replaced fork oil and found I needed to build a fork compression tool to be able to completely drain the forks I copied one from Racetech's website

BillyB from my experience with Ohlins, Racetech & Traxxion in that order. Some companies have a lot bigger clients & accounts to deal with & they aren’t going to make much $ from our modest purchases. Hence the service you receive can vary from which technician you get on the phone, so if you find a knowledgeable & helpful tech, write his number down & share it with us So for those following in your footsteps that Racetech spring number helps & saves others from techs not paying as much time as they should. 👍

Not mine but nice 2002 LeMans for sale on FB, www.facebook.com/marketplace/item/606413023708370

https://www.yahoo.com/autos/crighton-cr700w-motorcycle-brings-rotary-125800772.htmlhttps://www.youtube.com/watch?v=Z4UeqXktmOgThe automotive world hasn't seen a rotary engine in production since the Mazda RX-8 was axed in 2012. However, the Crighton CR700W is bringing it back in spectacular fashion in a machine billed as the "ultimate track bike."In fact, the engine claims to have one of the highest specific power outputs of any naturally aspirated engine in the world. The dual-rotor mill displaces just 690cc, but generates 220 horsepower at 10,500 rpm (and 105 lb-ft at 9,500 rpm), which translates to 319 horsepower per liter. By comparison, the company says, most MotoGP race bikes make around 300 hp.There are many advantages to a rotary engine. For one, it's extremely compact and needs fewer parts than a conventional piston motor, and the one in the Crighton is comprised of just three moving parts. Due to its simplicity, the entire assembly weighs just 53 pounds. Even with its six-speed gearbox attached, the unit comes in at just 95 pounds.Combined with a Spondon-derived chassis made from 7000-series aluminum alloy and Dymag carbon fiber wheels, the entire CR700W weighs just 285 pounds. Even a Ducati Superleggera V4 tips the scales at 336 pounds, and it beats even the supercharged Kawasaki H2R in power per pound.The sticker starts at £85,000 ($116,130)

Have you noticed the big absent here? or more accurately, the brand that we don't seem to see in those images? Remember Aermacchi? (pronounced AermaKi) Well I do, personally. Michel Rougerie used to race on them, and in some interviews, he hinted that Walter Villa was favored by Aermacchi to win the 1975 250cc World championship. Anyway, back to Aermacchi-Harley Davidson, an unusual two stroke engine... And the famous Aermacchi "Ala d'Oro"

Can't remember John was one 3% everywhere and one 6%, can't remember. When I found out what they were I dismissed them as a bit of a joke at the time and I haven't got the spare brain capacity to retain details about junk. Clearly adding a flat %age over the entire map is not a tuning exercise worth paying a truck load of extra cash for. Ciao

Cool! 7.5 amps should be adequate. 13.28v at idle looks fine, but should increase to 14.2v at even 2002-2500 rpm and stay stable as the rpm increases. "Discharge before charging" for best results . . . monitor voltage while charging with any external charger: it should never exceed 15.0v or "float" below the 13.5-13.8v range. -> NEVER below 13.2v!

Thanks Docc. Yes, it's a PC545, approximately 5 years old according to the previous owner. I did in fact get a reading on the battery at idle: 13.28v (before I went for the ride). I use the attached 7.5amp Duracell charger. It was recommended by an old-timer at Batteries+ who said he was very familiar with the PC545. Sent from my Pixel 4a using Tapatalk

I am currently "conditioning" my eleven year old Odyssey PC545 that lives a dogged and neglected life in my CubCadet tractor, swampee, that largely just serves as a test bed for what happens to old PC545s. Expecting our G-string rated V11 charging system to bring back a needy Odyssey is probably asking too much of the system. Even my dedicated EnerSys Ultimizer charger wouldn't pull the old PC545 out this time - had to discharge the battery, then manually apply 10 amps until the voltage reached 15v; then attach the Ultimizer for the 13.56v "bulk charge" for 24 hours. Then repeat until the PC545 holds above 12.65 volts for days to weeks. @4corsa, check your charging voltage with your V11 running. Also, don't expect anything less than a 6 amp charger to actually charge a PC545 (assuming that is the battery you are using).

A work colleague of mine bought a second hand low klm RX8 for his wife. All good till 80,000klm and he started complaining about very hard starting when cold. He did lots of work on it such as plugs, ignition leads other stuff, very frustrated. He eventually took it to a Mazda Rotary specialist. He walked in the door and saw 3 RX8's sitting there with the engines out. He explained to the specialist his issue and he said straight away, "yep it needs a rebuild". Apparently it's typical and the rotary engine and they only go around 75,000 klm before requiring new seals and rotors at the very least, so basically a full rebuild. The other three cars there were in for the exact same issue. He had it rebuilt and sold it off. I've driven an RX3 and it was quite awesome at the time but I don't think the Rotary is a practical proposition even in a track bike personally. Ciao

Seem to remember back in the Norton Rotary days the displacement measurement is open to question and can be measured different ways, can't be a****d looking it up Is it just me, it looks awfully long, especially swing arm Still a lot of nice tech and very interesting. Greta T's in town at the moment When you're just back from the Dyno after a remap and doorbell goes

Too much cycle porn all at once! BTW, who is that Ago guy?

Thanks for the price Pressure,I have similar from a Centauro, in nice condition, just in case someone gets interested I'll sell for less than that.

~$230 + $30 shipping. 32k kilometers. Even if I have to replace the u-joints they're unobtanium. This shaft is for Daytona/Sport 1100, the exposed external spring type. Once it's in hand I'm going to present it to a CV joint/shaft manufacturer to see if they can make one with the required specs to refit. I'm sure if it can be done it won't be cheap, but that's just the kind of guy I am.

So I was on Griso Ghetto and a person posted aboutSouth’n Spine Raid at the Lodge at Tellico in Tellico Plains, Tennessee. I I was just through that area with my Griso. I went up Buck Bald Mountain chassing a KTM 890 R. I may want to join you guys next year as I really like that area. I own a 2007 Norge like the gentlman who posted the article, but I think I would rather ride the Griso. I was there for the Georgia rally. I wanted to do the Kentucky Rally like the gentelman who posted the article but it was my mothers birthday and we had a party for her. Here is a pic on top of Buck Bald. I have a GoPro Video of the ride up but too large to share here.

BOINK!