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Simon's new A7
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SimonH



Joined: 04 Apr 2015
Posts: 190


Location: Yorkshire
PostPosted: Tue Jul 04, 2017 1:08 am    Post subject:  Reply with quote

Road testing and shakedown continuing,
I've replaced the failed fuel tubing with ordinary black rubber for now - this seems to be fine.
Sorted the oil pump return spring so it returns to the stop - rather than sticking half open.  Bike still lays a carpet of smoke.  50 miles completed so I'll be filling with neat gas from now on rather than premix.  First set of plugs have lasted this long but I suspect they now need replacing.  

Any ideas as to how much smoke these engines generate with modern oils?  I'm going to be very cautious about reducing the oil.

Clutch is starting to bed in which means gear changing is getting easier.
Hoping to get a safety (MOT) test tomorrow.
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12dot
Site Admin


Joined: 18 Jun 2009
Posts: 11671


Location: Minnesota
PostPosted: Tue Jul 04, 2017 7:02 am    Post subject: Reply with quote

Quote:
Any ideas as to how much smoke these engines generate with modern oils?  

Simon: I can only offer this - I use Yamalube 2S (semi-synthetic) in all my 500's and in the A7B which I just sold.
The only time that I leave "a cloud of smoke" is when I really get on the throttle.
In "normal" riding - there is just a hint of smoke leaving the exhausts.
Been doing this for quite a few years without any problems.
_________________
Another triple addict - you can never have enough of them

stock Kaw. triples - '69 H1 (2), '70 H1 (4), '71 H1-A (3), '72 H1-B (3), '72 H1-C (2), '73 H1-D (2). '74 H1-E (3), '75 H1-F (5), '76 KH500-A8 (3) '72 H2 (1),
non-stock Kaws. - '70 H1 w/Denco 90 hp. and dual disks,  '70 H1 w/ chrome Denco's,  1 "Yamasaki" (250 Yam. M-X'er w/Kaw. 500 engine)
other Kaws. '71 MT1 - Parnelli Jones (1), '73 MC-1 (1) -
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SimonH



Joined: 04 Apr 2015
Posts: 190


Location: Yorkshire
PostPosted: Wed Jul 05, 2017 1:08 am    Post subject: Reply with quote

Thanks for this.  Now surfing the interweb thingy looking for a local supplier  Very Happy
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SimonH



Joined: 04 Apr 2015
Posts: 190


Location: Yorkshire
PostPosted: Thu Jul 06, 2017 3:15 am    Post subject: Reply with quote

Well then!
Made it to the Test Station for the annual certificate.
New rubber fuel pipes held up, so no embarrassing breakdowns this time.



The test guy (Steve) found that the steering head bearings were loose  Embarassed
The bike has done just under 50 miles on test so I guess they are wearing in.
Also found the main/dip wires were reversed!  Confused

So a quick bit of adjustment and a pass certificate.  cheers

Today I'm filling out the paperwork for the licence plate  scratch
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SimonH



Joined: 04 Apr 2015
Posts: 190


Location: Yorkshire
PostPosted: Tue Jul 11, 2017 12:45 am    Post subject: Reply with quote

All the paperwork sent off for registration - so now we wait.

In the meantime I need to sort out the carburation etc.

One thing I note is that currently the motor over-oils on the right cylinder.
I intend to inspect the check valves.

I can't see how it could be the pump  scratch

Any suggestions?
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SimonH



Joined: 04 Apr 2015
Posts: 190


Location: Yorkshire
PostPosted: Thu Jul 13, 2017 9:59 am    Post subject: Reply with quote

Now a few miles have passed and the safety test done, it's time to get the motor properly set up.

Initial startup was done on a pair of A1 carbs which were in good nick and went straight on and ran reasonably well.  

First off was to strip a pair of A7 carbs VM28SC.  Apart from the grime, the oddest part was the differences.  Both carbs were fitted with 4L6 needles, which is what is listed in the parts book.  Not in the Service Manual, however, which lists 5EI4.  Ho Hum,  Confused busy trying to find out what the difference is.

Don't get me on the needle jets!  One carb had the correct O-4 (155), the other was fitted with an O-O (150).  These basically have very short upper parts, unlike the O-6 type fitted to the A1 needle jets.

There doesn't seem to be much agreement on main jet sizes!   scratch



A selection of parts. Note the different drillings on the needle jets.  The needles are for an A1 and too lean for the bigger engine.


The different needle jets.


The main jets - spot the deliberate mistake Sad

Now it's up to Allens Engineering to see if they can sort out some bits
before I start making stuff.
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SimonH



Joined: 04 Apr 2015
Posts: 190


Location: Yorkshire
PostPosted: Sat Aug 12, 2017 2:27 am    Post subject: Reply with quote

I'm battling the change from a Windows PC to a MAC!  Wibble!

Finally got the A7 carbs together.
Managed to order a NOS needle jet and two float valves,
My attempts at getting float bowl gaskets failed - the parts sent were about 10% too small, so I guess they're for another model.  Ended up making gaskets from 2mm cork which is fiddly!

I gave up with all the high-tech tubing and went for old fashioned rubber petrol pipe and PVC oil pipe.

The A7 carbs have banjo type petrol unions which fit more easily in the confined space.  They cleaned up nicely in the ultrasonic bath.



Clip-on K&Ns ordered to allow setting up the carbs without covers on.  K&Ns are really expensive here - which is depressing.  Sad

I'm still waiting for a license plate after the authorities asked for a Customs Declaration on a bike that's been here for at least 40 years.  It's just official time wasting. frumpy
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12dot
Site Admin


Joined: 18 Jun 2009
Posts: 11671


Location: Minnesota
PostPosted: Sat Aug 12, 2017 6:34 am    Post subject: Reply with quote

Quote:
I'm still waiting for a license plate after the authorities asked for a Customs Declaration on a bike that's been here for at least 40 years.  It's just official time wasting

That's too bad, Simon.  Sad Best of luck getting it straightened out.
You would think that the government has "better things to do" with your tax money than chase down 40 year old motorcycles.  scratch
_________________
Another triple addict - you can never have enough of them

stock Kaw. triples - '69 H1 (2), '70 H1 (4), '71 H1-A (3), '72 H1-B (3), '72 H1-C (2), '73 H1-D (2). '74 H1-E (3), '75 H1-F (5), '76 KH500-A8 (3) '72 H2 (1),
non-stock Kaws. - '70 H1 w/Denco 90 hp. and dual disks,  '70 H1 w/ chrome Denco's,  1 "Yamasaki" (250 Yam. M-X'er w/Kaw. 500 engine)
other Kaws. '71 MT1 - Parnelli Jones (1), '73 MC-1 (1) -
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SimonH



Joined: 04 Apr 2015
Posts: 190


Location: Yorkshire
PostPosted: Tue Aug 15, 2017 7:56 am    Post subject: Reply with quote

Meanwhile - while I'm waiting.  Sad

Finally got the A7 carbs complete and have now set up to adjust them properly
with external K&N filters and temporary clutch cover.

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12dot
Site Admin


Joined: 18 Jun 2009
Posts: 11671


Location: Minnesota
PostPosted: Tue Aug 15, 2017 8:10 am    Post subject: Reply with quote

Simon: While I will agree that your temporary air inlet is rather "innovative" - I might question if what you end up with jetting will be compatible with the "stock" more restrictive air intake system.

I guess you will just have to see........

I/We always found that the stock air system was too restrictive for good performance on the A1/A7. We just cut a circular hole in the RH and the LH engine covers and installed a flat screen/filter setup so the air had a "straight shot" into both carbs, just like your temporary setup. It DID improve performance.
_________________
Another triple addict - you can never have enough of them

stock Kaw. triples - '69 H1 (2), '70 H1 (4), '71 H1-A (3), '72 H1-B (3), '72 H1-C (2), '73 H1-D (2). '74 H1-E (3), '75 H1-F (5), '76 KH500-A8 (3) '72 H2 (1),
non-stock Kaws. - '70 H1 w/Denco 90 hp. and dual disks,  '70 H1 w/ chrome Denco's,  1 "Yamasaki" (250 Yam. M-X'er w/Kaw. 500 engine)
other Kaws. '71 MT1 - Parnelli Jones (1), '73 MC-1 (1) -
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