Oh dear!

[J_Dub]

At least you're getting somewhere with it now, it'll be interesting to see what you think of the performance when you get it back on the road. Good to see you too, pop in anytime you're over this way.

[BluprintZ]

Did he give any reasons as to why it got so bad? It must have been running very rich. Maybe get him to take a look at the carbs

He's already stripped and cleaned the carbs, he said they weren't too bad really.

G ; )

[BluprintZ]

Had a call from Kev and the bike is back together and he's had her up to 150mph on the rolling road, at the redline.
The problem now seems to be that he's getting two traces on the readings, there seems to be an interference between the charging and ignition systems, with a higher than normal DC reading.
His advice is to replace the regulator/rectifier and see if that cures the problem, although he can't guarantee that it will, the problem is intermittent.
The readings from the alternator appear to be ok, so the problem is further up the charging chain.

G ; )

[darrsi]

Red98 - War & Peace, page 1.........i won't tell you the ending 

[Dead Eye]

Hmm... could this be a breakthrough in proving that the Regulator / Rectifier's are beginning to fail on the 600's :O

[red98]

oh no...what have i started...looks like "stutter after service"is going the same way 

[Hedgetrimmer]

oh no...what have i started...looks like "stutter after service"is going the same way 

Yeah Paul, it's all YOUR fault! 

[BluprintZ]

The bike is ready to pick up today, so now i need to find someone to take me to get it.
Looking forward to getting it back.

G ; )

[BluprintZ]

My mate picked the bike up from Kevs in his van the other day and took it to his workshop, because it was slashing down.
He has a tyre fitting machine and the new Bridgestones needed fitting.
He phoned me to let me know that when he removed the rear wheel, the rear pads fell in bits, so new front and rear pads were ordered and they have arrived today.
So all being well, i should be going over to pick the bike up tomorrow at some point.
Anyway, i got the info off Kev yesterday and for those of you who may be interested, here are the results.

Fault find: No 3 cylinder not sealing (valve seat rough). Remove head, grind in, clean and re-shim all 16 valves to correct clearances. New head gasket fitted.
As came in, leak rates were:  1      2       3      4.
                                          4%   6%   35%  4%
After work, No 3 --------------------------6%

All bores tested by vac [Max on day 12" Hg] All same at 8" Hg now.
                                     (Pump blocked)
No 3 plug had not been seated in head, or been changed for some time (rusty).
This caused hours of extra work to get new plug to seat down to bottom of thread. CR9E fitted with copper grease.

Coolant: This type of coolant was suspect, IE; unknown, so flushed and re-filled with with Good oat alloy maximum protection grade.

Valve clearances: Finished clearances and shims: 21/30.
                                                                          EX.
164 - 170 - 172 - 169 - 166 - 170 - 168 - 170.
.29  - .22  - .22 -  .22 - . 23 - .23 -  .22 - .22.
                                                                       11/20.
                                                                         IN.
182 - 185 - 181 - 178 - 182 - 182 - 181 - 186.
.17 -  .11 - .11  - .15  - .13  - .14  - .15 - .16.

New valve seals fitted.
New inlet rubbers fitted. All needed work to match head.
Work done with air grinder air tool.

Carbs stripped and cleaned, re-jetted to modified air box and high flow foam air filter.
This can be washed in warm soapy water each 4000 miles, dried and re-used.

Pilot at rest: 13.4     Air/fuel ratio.
30 mph:       13.5
50 mph:       13.6
70 mph:       13.6
77 mph:       13.7
90 mph:       13.7
110 mph:     13.4     *
130 mph:     13.1
150 mph:     12.8

* To obtain Max fuel economy, remove air corrector tube in airbox mouth.
Do NOT run over this speed(*) without the corrector.
It is safe to have the corrector in all the time if you wish.

Ignition:
1+4                2+3
15.11k sec.     14.80k
Coils ok.

Found to have distorted scope waveform (AC) while setting.
Also missfire at high speed.
This was cured with replacement Reg/Rec control box.
Note: Battery has one cell "bulge" due to this fault.

                 THE BILL!

Tune to suit + filter + jetting:           £150.
Grind in all valves:                           £160.
Head gasket and post:                      £52.
Valve stem seals x 16:                      £40.
Shims (exchange) x 10:                    £40.
New coolant + flush:                         £8.
Reg/Rec cont box:                            £56.

Remove and replace head + clean:    £80.
Match head to inlet rubbers:             £20.
Fuel:                                              £5.
Plugs x 4:                                      £20.

TOTAL:                                         £631.

EDIT:
Cam chain tensioner was found to have ball bearing at rear of spring.
This i thought was standard, however it would be unwise to remove this now without changing cam chain + spring, so re-fitted.

G ; )

[Dead Eye]

Glad to hear it's been sorted - just need the test ride now ^^

Considering the work done and the parts needed, that doesn't seem like an extortionate price from a mechanic which is good I know from experience that those jobs can be quite long

[BluprintZ]

Cheers Dead Eye.

One thing i forgot to mention, it seems that the bike (2002) has had a set of 1999 carbs fitted at some point, why so?...i do not know!

G ; )

[Dead Eye]

You're welcome ^^

What's the difference between the '99 and '02 carbs? Thought they were identical :/

Could be for any number of reasons - previous set could have been playing up? Maybe chewed up some of the bolts on a service?

[His Dudeness]

Hefty bill but it seems a reasonable price for the work done. Pretty sure the tensioner should have two ball bearings, one at either end of the springs. Hopefully all your woes are sorted now.

[BluprintZ]

Dead Eye: I'm not sure if there's any difference in the year of carbs either, i'll try and remember to ask Kev the next time i see him.
I forgot to take my USB key over the other day, so didn't get the pics off his 'puter, will try and get them also, some interesting (scary?) stuff on there.

Dude: Yep, i was indeedy an expensive job but at least i can rest assured that the bike is likely to be at the best it can be, engine wise now.

G ; )

[Dead Eye]

How do you know your current set is from a '99? Or is that just what Kev said? Be interested to find out

[BluprintZ]

How do you know your current set is from a '99? Or is that just what Kev said? Be interested to find out

It was what Kev mentioned, i'll ask him how he knows this when i next see him.

G ; )

[BluprintZ]

Well, in spite of some pretty miserable weather here in North Wales, i've managed to get out on the bike a few times since i got her back.
She's deffinately smoother on the throttle, goes like stink with none of the hunting or bogging down that was the original problem.
She feels slightly lumpy from tickover and when moving in slow moving traffic, although that is possibly how Kev has set the jetting and air filter, he did set it up to be more economical fuel wise, from 50mph up to 110, seeing as i use it mostly at that range, due to the amazing mountain roads hereabouts.
All in all, i'm happy with her and i suppose the cost was worth the enjoyment i've had on the few runs i've had on her up to now, although i wish it was the beginning of summer, rather than winter but i'm sure next year will be fun.

G ; )