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S&S Pistons Installation Instructions

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Filed Under (S&S) by admin on 31-10-2010

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For maximum piston and ring life, fit pistons using close fit dimensions. Close fit requires absolute adherence to new engine break-in as described on page 7. 2. For immediate drag strip use, fit pistons using loose fit dimensions. Break in rings and pistons with 50 easy miles if possible. Piston and ring life will be reduced with loose fit dimensions. 3. Measure all pistons at widest point across thrust face, perpendicular to wristpin hole. Several measurements should be taken to locate widest point. Typically, this will be at bottom of piston skirt for pre-1984 big twins, and approximately 1⁄ 2 ” below level of wristpin hole in pistons for Harley- Davidson®Evolution®and Twin Cam 88®engines. If pre-1984 piston is notched for placement in rear cylinder, use measurement directly above notch for skirt measurement. 4. S&S®recommends #220-#280 grit stone for final honing of stock bore and Sidewinder®, S&ST124 and S&S big bore cylinders. #320 grit stone is recommended for engines using S&S 92-4500, 92-4510, or 92-4520 pistons. 5. Follow procedure recommended in Harley- Davidson®service manual for boring and honing stock bore big twin and Twin Cam 88®cylinders. Follow instructions included with S&S Cylinder Torque Plate Kit when boring and honing S&S 35⁄ 8 ” or 4″, 41⁄ 8 “bore cylinders. Torque plates must be used to simulate compressive stress in an assembled engine. Cylinders will distort if torque plates are not used.

Harley-Davidson Big Twin Evolution and Twin Cam Edelbrock/ JE Sport INSTALLATION INSTRUCTIONSsman Pistons

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Filed Under (Harley Davidson) by admin on 07-02-2011

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INSTALLATION PROCEDURE Note: All Evolution® “Big Twin” pistons are marked “Front” or “Rear” and come with rings, wrist pins, and locks. • Note: We highly recommend that a dealer or trained mechanic perform the installation of these pistons. Specialized equipment is required for honing and finishing the cylinders to ensure long life of the piston and cylinder assembly. 1. Remove original equipment cylinders from engine. Refer to a shop manual or other reference book for specific steps, if needed. (Note: Care should be taken not to bend the studs or damage the cylinder during removal of the cylinders.) 2. With a small screwdriver, move the wrist pin retainer around to gain access to the tail of the retainer as it lines up with the notch in the bottom of the wrist pin hole. 3. Use a small screwdriver, pick or awl to roll the wrist pin retainer out of its groove. 4. Push wrist pin out and remove piston. 5. Repeat procedure for the other piston. 6. At this point, take cylinders, new pistons, and piston-to-wall clearance specifications to your dealer or machine shop to perform necessary machining operations. • IMPORTANT NOTE (Evolution® and Twin Cam®): The cylinder bore must be machined/honed to provide .0025″ of piston-to-wall clearance. Measure the piston diameter at a point .500″ up from the lower skirt (See Figure 3). 7. Starting with the front cylinder, install new piston rings and one wrist pin retaining clip (Note: Second ring has a dot which must face up when the ring is installed) . 8. Place the piston over the conecting rod, making sure that the intake valve pocket is towards the intake side. (For Evolution ® , see Figure 1. For Twin Cam ® , see Figure 2) . Coat the wrist pin with engine oil and insert it into the piston. Install the second wrist pin retainer into the groove. 9. Lightly coat the piston skirt with engine oil. Place a piston ring compressor over the piston/ring assembly and compress. Place the cylinder over the piston and gently push down until all rings are in the cylinder. Remove the ring compressor, and push the cylinder the rest of the way down. (Note: Be careful not to get oil onto the base gasket.) 10. Place two nuts and washers on opposite corners of the #1 cylinder to hold it down while you repeat the procedure for cylinder #2. 11. Assemble the rest of the engine per factory specifications. Start the engine and let it run at 2000 rpm for about 10 minutes.

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S&S Super Stock Cylinder Head Kit Installation Instructions for 1984 And Later Evolution Big Twin and Sportster Engines

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Filed Under (Harley Davidson) by admin on 28-11-2010

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check Piston Alignment in Cylinder Bore The purpose of this procedure is to check for and correct possible piston misalignment in the cylinder bore. During normal manufacturing, engine components such as crankcases, cylinders, and connecting rods can be machined to dimensions within factory specifications but on the extreme ends of the tolerance range. Sometimes these components when combined together form an assembly that is borderline or actually “out of print”. The worst result is that the pistons can run cocked in the cylinder bores causing the connecting rods to thrust to the sides exerting unnecessary stress on the pistons, rings, rod bearings and other related parts. This procedure is not the same as “blue printing”, but it provides almost the same result. We feel that not enough emphasis is given to checking the piston alignment in the cylinder bore. NOTE – All engines should be checked upon disassembly. This applies to any engine receiving new pistons which includes those being completely overhauled. CAUTION – Pistons which do not run true in cylinder bores may cause excessive connecting rod side thrusting. This may lead to premature ring, piston, connecting rod and rod bearing wear and eventual failure of these parts. Visual Procedure A. Reinstall cylinders on old pistons without rings. Hold cylinders securely in place. B. Move piston tight toward camside of engine. C. Turn engine over in normal direction of travel 2 or 3 revolutions and observe piston during process. D. Move piston toward driveside of engine and repeat Step C. If misalignment exists, piston will appear closer to cylinder wall at one point around circumference. Condition can be corrected by bending rod in opposite direction. Figure 1 shows an exaggerated side view. E. Repeat Steps B to D for other cylinder. F. Remove pistons and cylinders. Observe pistons for wear spots on sides above top compression ring. If either side near wristpin is worn clean while side opposite is carboned up, then piston was not running straight and true in cylinder bore. Piston will also generally show diagonal wear pattern on thrust faces of skirts and possibly signs of connecting rod to wristpin boss contact inside piston.

New Automatic Transmission for Motorcycles Human-Friendly Transmission

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Filed Under (Honda) by admin on 18-12-2011

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High-pressure fluid flow The engine rotates the pump swash plate, which has a gear mechanism. The rotating swash plate pushes the pump pistons to increase the pressure on the hydraulic fluid and feed it to the high-pressure annular chamber. The high- pressure fluid is then fed to the oil motor piston chamber where it pushes the pistons forward, which then push the motor swash plate. Power Fluid flow from pump to motor Fluid flow from motor to pump Low-pressure fluid flow The lower-pressure hydraulic fluid returns to the pump through the low-pressure annular chamber. In this way, the fluid circulates between the pump and the motor. Movement of distributor valves and pistons The distributor valves play an important role in fluid circulation. The valves are placed both in the oil pump and motor. When the pump pistons move to the compression side, the valves connect the piston chamber and the high- pressure chamber. When the pump pistons move to the expansion side, the valves allow a connection between the piston chamber and the low-pressure chamber. The valve in the oil motor moves opposite to its counterpart in the pump, ensuring the circulation of fluid within the system

BMW PISTONS AND RINGS INSTALLATION INSTRUCTIONS

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Filed Under (BMW) by admin on 26-10-2010

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1. Always clean the grooves before installing rings. Carbon build-up in the groove will lead to ring “bottoming” and can result in engine seizure. 2. Check the fit of rings in the groove. A maximum of .003″ side clearance is allowable. 3. Check the cylinders for taper and out-of-roundness. Any taper of out-of-roundness will have an adverse effect on the performance of an engine. Excessive piston clearance will detract from maximum performance as well. 4. Allow ample ring gap. There is far more danger of ring butting than of an appreciable compression loss through the ring gap. Gaps, if staggered, do not cause any measurable reduction of compression. Compression rings should be fitted with a minimum of .004″ end gap per inch of cylinder deglazing. 5. Always deglaze cylinder walls before installing new rings. A 400 grit stone is recommended for deglazing. 6. All parts should be spotlessly clean before installation. Dirt in any form is the worst enemy of a hi- performance engine. You may wash all parts in hot, soapy water. Ring Gap Installation 1. Do not gap oil control rings. Start with the oil control expander. Expander Ring ends butt together. Do not overlap them. 2. Install oil control rings. Set gap 90 from where expander ring butts together. Gap top oil control ring 180 from lower oil control ring gap. 3. Install 2nd and top ring also with marks up. Stagger gaps

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VENOLIA Piston Installation Manual

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Filed Under (Tips and Review) by admin on 15-11-2010

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Cam Milled Side Reliefs The VENOLIA special profile is designed to remove excess weight without sacrificing reliability. It is one of the most critical operations in piston manufacturing. The milling cutter follows the contours of the master and works in much the same way as a cam grinder. Note: Cam milled reliefs are standard on some types of pistons. Nitrous Oxide When ordering pistons for use with nitrous oxide, please make note on the order form or inform your VENOLIA representative. Please specify the approximate amount of horsepower you plan on adding with the nitrous. Due to extreme demands on piston integrity by the increased cylinder pressure and temperature, VENOLIA will use a slightly different design criteria to insure maximum piston durability under these conditions. Bore Size The skirts on VENOLIA pistons are ground to fit the bore size. When ordering pistons, specify the exact bore size on the engine block. When boring the cylinders oversize, it is advisable to use standard overbore sizes. The standard overbore sizes are .020˝, .030˝, .040˝ and .060˝. Valve Clearance The lift of the cam does not determine the amount of clearance required in the valve pocket, the amount of overlap does. Give us the valve lift at overlap at T.D.C. and plus and minus degrees from T.D.C

HARLEY DAVIDSON EFI SCREAMIN' EAGLE BIG BORE EFI STAGE 2 KIT INSTALLATION INSTRUCTIONS

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Filed Under (Harley Davidson) by admin on 29-01-2011

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INSTALLATION Installation of this kit is divided into six steps: 1. Big-Bore Cylinder and Piston Conversion 2. High Performance Camshafts 3. High Performance Clutch Diaphragm Spring 4. High Performance Air Cleaner 5. Calibrate the ECM 6. Exhaust NOTES This Big-Bore Stage 2 kit is intended for High Performance applications only. This engine-related performance part is legal for sale or use in California on pollution-controlled motor vehicles. Engine-related performance parts are intended for the experienced rider only. -J04173 1 of 5 The air cleaner contained in these kits is designed to perform with these kits only. Any other combination of components is not confirmed to be legal for street use. The Product Information Label contained in this kit is required in the state of California only. This label is required to aid in passing the California Smog Check Program. Place the Product Information Label on the right side of the frame, directly beneath the VIN sticker. Do not place the label on motorcycles other than those specified in the Instruction Sheet. Gaskets provided in the 1690 conversion kit eliminate the need for original head gasket O-rings. For this reason, DO NOT install the Original Equipment (OE) O-rings (Part Number 11273) to the top of cylinder dowels, or severe engine damage may occur. Big-Bore Cylinder and Piston Conversion NOTE Installation of this kit requires removal of the cylinder heads, cylinders and pistons. Refer to Section 3, ENGINE: STRIPPING MOTORCYCLE FOR SERVICE and TOP END OVERHAUL of the applicable Service Manual for instructions. High Performance Camshafts NOTE Installation of this kit requires removal and re-installation of the cam support plate. Refer to Section 3, ENGINE: BOTTOM END Cam Support Plate, Removal and Disassembly/Assembly (Camshaft, Camshaft Bearings) of the applicable Service Manual for instructions. Measuring Piston-to-Valve Clearance After installing non-stock cams, check piston-to-valve clear- ance. 1. Apply 1/8-inch (3 mm) layer of clay to crowns of pistons in areas where valves meet pistons. 2. Refer to the appropriate Service Manual and assemble the heads and valve train, and tighten cylinder studs to torque specified. 3. Turn engine through two complete revolutions by hand. 4. Remove heads and measure clay at its thinnest point. NOTE Clay must measure 0.080 inch (2.03 mm) at its thinnest point. If this measurement does not meet minimum thickness, depth of valve notches must be increased. The depth of the notches must not exceed 0.135 inch (3.43 mm). Measuring Valve-to-Valve Clearance NOTE Wait ten minutes before turning the engine after installing push rods. This allows tappets to bleed down and prevents you from bending push rods or valves. 1. Rotate the engine so that both valves of the front cylinder are partially open. Shine a light through the exhaust port and look through the spark plug hole to view the valves. Turn engine, if required, to the point where the exhaust evel sensor to the fuel pump with screw (3). Tighten the screw enough to seat the fuel sensor against the mounting tab e. Route fuel level sensor wiring under the fuel hose and connect the fuel level sensor to the low fuel switch connector on the fuel pump module. If necessary use the jumper harness (Figure 4, item 5). f. See Figure 2. Secure the fuel pump wires and con- nectors

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HARLEY-DAVIDSON V-ROD BIG BORE KIT INSTALLATION INSTRUCTIONS

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Filed Under (Harley Davidson) by admin on 31-10-2010

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The cylinder sleeves provided with the Wiseco V-Rod big bore kit have been finished honed to size and the piston to cylinder clearance has been set. Prior to installation, the sleeves must be washed in hot soapy water (not parts washer solvent) and dried. Coat the bore surface with motor oil and wipe it with a white towel. If the towel shows any remaining grit, repeat the hot soapy water washing process until the towel will only show clean motor oil. CAUTION: Test fit the cleaned sleeve (without O-Rings installed) into the engine block. Sleeve should drop into position. If sleeve will not easily drop into position, warm the engine block with a hair dryer until sleeve will drop into position. Remove sleeve, then continue installation procedures. From the bottom side of the sleeve, gently roll the 2-cylinder sleeve O-rings into the two grooves on each sleeve. Apply motor oil to the O-rings and gently install the sleeves into the block until bottomed. CAUTION: DO NOT ATTEMPT TO INSTALL SLEEVES WITHOUT LUBRICATING THE O-RINGS. FAILURE TO LUBRICATE O-RINGS COULD RESULT IN TORN OR DAMAGED O-RINGS THAT WOULD NOT BE EVIDENT UNTIL ENGINE WAS STARTED. INCORRECTLY INSTALLED O-RINGS CAN RESULT IN CATASTROPHIC ENGINE DAMAGE. NOTE: REFER TO THE OEM SERVICE MANUAL FOR ALL TORQUE SPECIFICATIONS PISTON RING PREPARATION Wiseco V-Rod pistons incorporate an advanced 2 ring system • The top ring is file-fit, and as such, requires that the end gap must be clearanced. The proper end gap clearance is .016-.018″ with the ring installed squarely in the bore. The top ring must be installed on the piston with the dot marking toward the top of the piston. • The oil ring is comprised of the expander and two rails. Install the expander first, and then the rails. Check to make sure the expander tips have not overlapped. It is not necessary to clearance the end gaps on the oil rails. The rails should be installed without modification. PISTON INSTALLATION The Wiseco V-Rod big bore kit is supplied with pistons that are front and rear cylinder specific. Install the front piston 4792M10795 in the front cylinder with the arrow facing the front of the engine. Install the rear piston 4793M10795 in the rear cylinder with the arrow facing the front of the engine. A piston ring compressor is required to install the pistons into the cylinders. Front of engine ➔ 4792M10795 ( Front piston) 4793M10795 ( Rear piston) FWD 4793M10795 FWD 4792M10795 For further information call the Wiseco Tech Line:

TRIUMPH 750 BIG BORE CYLINDER AND PISTON SET FOR 650 TWINS INSTALLATION

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Filed Under (Triumph) by admin on 29-10-2010

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Step 1. Unpack your big bore kit and inspect the contents. There should be the following: 1. Cylinder x l 2. piston with wristpin x 2 3. Hepolite piston ring set x l 4. Special big bore head gasket Step 2. Thoroughly wash the cylinder bores with soap and water. Do not use solvent! Dry bores with air or a lint free towel and let completely air dry. This step is most important and will greatly extend the life of the pistons. Step 3. Following the procedure outlined in your service manual, drain the fuel tank, remove the exhaust system, fuel tank and carburetors. Have a catch basin handy to capture any fuel that may spill from the carburetors, as fuel is highly flammable and can be ignited by a dryer pilot light etc. from a long distance. Clean up any spilled fuel immediately and dispose of away from any source of ignition. Store the fuel tank in a well vented area, outdoors is best, in the event your fuel taps should leak. Step 4. Remove the rocker boxes by slacking the 9 head bolts a little at a time in a star pattern. Remove the 6 nuts at the front and back of the head. Remove the 4 corner rocker box bolts. Remove the head bolts and rocker boxes. Remove the push rods. Examine the push rods to insure they are straight and the ends are tight. Replace any suspect push rod. Step 5. Remove the cylinder head. Now would be a good time for guide and valve renewal. This is best left to an expert. More cylinder heads have been ruined by auto machine shops than by hard use. If you do not have a qualified shop in your area please call for a referral. Step 6. Remove the push rod tubes and the cylinder base nuts. Clip rubber bands around the top of the lifters to keep them from dropping into the crankcase. Have a few lint free rags handy. Bring the pistons to the top of the stroke and begin lifting off the cylinder. If the cylinder is hard to lift off, thread a nut on one of the base studs and use a tire lever to pry against the bottom fin close to its base using the stud as a fulcrum. After partially raising the cylinder stuff the crankcase mouth with rags to keep any carbon or broken rings from entering the crankcase. These will remain in place until step 12. Step 7. Leaving the rags in the crankcase remove the wrist pin circlips from the pistons and discard. Heat the piston and gently push the wrist pin out. Do not use force as this can damage the connecting rod or its bearings. Be sure to account for all the clips as one left in the crankcase can do extensive damage. Step 8. Clean all gasket surfaces to remove any traces of the old gaskets. Use Pennatex gasket remover if needed. Be very careful not to scratch the gasket surface or to allow any gasket particles to enter the crankcase. Even a small bit of gasket can stop the oil pump from working! Step 9. Note the direction and location of the lifters. These must be replaced in the same position as when removed. Remove the lifter blocks from the old cylinder. Start by removing the small retaining bolts and washers. The lifter blocks are extremely fragile and are easily broken. They are also very expensive so great care must be taken in this step! Triumph special tool 222-616008 is advisable here. Apply pressure to the center of the block only. Do not press against the tangs that locate the lifter! A tool can be fabricated using two dowels to locate in the lifter holes. Step 10. Clean and examine the lifters and camshaft faces. Clean the lifter blocks and remove the sealing oring under the locating flange. Replace these with the new orings in the gasket set. Apply a smear of gasket sealant to the lifter block oring and press into the new cylinder. Be sure the lifter block is parallel with the bores and the grooved block is on the exhaust side. Apply a small amount of assembly oil to the lifters and replace in the exact position they came from

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1984-1999 Harley-Davidson Evolution Engines Replacement Cylinder Heads Installation Instructions

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Filed Under (Harley Davidson) by admin on 28-10-2010

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Installation of an S&S Super Stock cylinder head kit is easy and can be performed by any Harley-Davidson®repair shop equipped to do engine overhauls. No special tools other than those used in normal overhaul repair work are required. Read instructions thoroughly before starting work. When they are completely understood proceed with installation. 1. Remove Components and Inspect Parts Follow procedures outlined in appropriate Harley-Davidson® service manual to prepare motorcycle for top end service. NOTE: Disconnect batteryand drain all gasoline from gas tanks beforedoing any work. Gasoline is extremely flammable and explosive under certain conditions and toxic when breathed. Do not smoke. Perform installation in a well ventilated area away from open flames or sparks. A. Remove gas tanks and all other parts required to perform top end service. B. Remove carburetor, rocker covers, pushrods and pushrod tube assemblies, cylinder heads and cylinders. Also remove piston rings from piston. Do not remove pistons. NOTE: Be careful not to introduce any dirt or other foreign material into crankcase during disassembly of engine. Metal filings, dirtand any other foreign contamination in engine may cause premature wear and/or irreversible damage to bearings and other internal engine components. C. Thoroughly clean and inspect all parts that are to be reused. Any parts that show signs of wear or damage should be replaced. WARNING CAUTION 2. Check Piston Alignment in Cylinder Bore The purpose of this procedure is to check for and correct possible piston misalignment in the cylinder bore. During normal manufacturing, engine components such as crankcases, cylinders, and connecting rods can be machined to dimensions within factory specifications but on the extreme ends of the tolerance range. Sometimes these components when combined together form an assembly that is borderline or actually “out of print”. The worst result isthat the pistons can run cocked in the cylinder bores causing the connecting rods to thrust to the sides exerting unnecessary stress on the pistons, rings, rod bearings and other related parts. This procedure is not the same as blue printing, but it provides almost the same result. We feel that not enough emphasis is given to checking the piston alignment in the cylinder bore.