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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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Lilac LS-18 Motorcycle Maintenance Standards

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Filed Under (Lilac) by admin on 25-11-2010

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CYLINDER AND CYLINDER HEAD MAINTENANCE ITEM STANDARD REPAIR LIMIT METHOD REMARKS Cylinder Bore 54 -0.01 54.1 Boring After boring honing should be performed Ovality 0.01 0.05 Boring After boring honing should be performed Taper 0.01 0.05 Boring After boring honing should be performed Oversize 0.25 steps 55 max. Do R and L cylinders at same time / 4 steps Valve Seat Width 0.8 – 1.0 1.3 Adjust Use a cutter Angle 45∞ Combustion Chamber Volume 18.2cc -0.5cc Remove carbon if heavy accumulation Compression Ratio 7.8:1 Head Gasket Thickness 1.0 Cylinder Head Nut Torque 3.0 kg/m (22 ft.-lb.) Out standard Adjust 8mm nut Intake and Exhaust Ports Port Wall SurfaceMust be smooth Remove carbon Intake and Exh. Valve GuidesOD 12 +0.09 +0.1 ID 7 +0.01 -0.0 7.06 Exchange Intake Valve Stem Diameter 7 -0.02 -0.03 6.9 Exchange Head Thickness 1 0.7 Exchange Exhaust Valve Stem Diameter 7 -0.02 -0.03 6.9 Exchange Head Thickness 1 0.7 Exchange Intake and Exhaust Valve Seat Face Width Range 0.8~1.0 1.3 Use valve seat cutter Intake Valve Guide Clearance 0.02~0.04 0.08 Replace valve or guide Exhaust Valve Guide Clearance 0.06~0.08 0.12 Replace valve or guide Valve Spring (Large) Installed Load 10.2 kg 8.7 kg Replace Fitted length 31.5 Free Length 36.5 34.7 Replace Tilt 1.5/100 3/100 Replace Valve Spring (Small) Installed Load 5.48 kg 4.65 kg Replace Fitted length 29.5 Page 4 of 10 Free Length 33.5 31.8 Replace Tilt 1.5/100 3/100 Replace Rocker Arm ID 12 +0.00 +0.02112.07 Replace Rocker Shaft OD 12 -0.06 -0.024 11.92 Replace Arm and Shaft Clearance 0.045~0.006 0.10 Replace arm or shaft Tappet Clearance 0.05 Out standard Adjust Measure cold at TDC Rocker Arm Ball Surface 1.8îR -0.006 -0.024 Replace if severe wear Pushrod Bend 0.1 0.5 Straighten Over 100mm (2) CRANKSHAFT, PISTON AND CONROD MAINTENANCE ITEM STANDARD REPAIR LIMIT METHOD REMARKS Piston OD @ Top 53.65 -0.02 Max Diameter 53.95 -0.015 53.85 Replace Ovality 0.1 Piston and Cylinder Clearance 0.04~0.05 0.15 Replace Piston Ring Groove Clearance 0.03~0.07 0.10 Replace Piston Oversize Step 0.25 4 steps Top Ring and 2nd Ring Thickness 2 -0.01 -0.03 1.92 Replace Width 2.5 -0.01 0.55kg Tension 0.85 – 1.15kg 1 Replace End Gap 0.15 – 0.35 Replace Oil Ring Thickness 3.2 -0.01 -0.03 3.12 Replace Width 2.5 -0.1 Tension 1.0~1.3kg 0.65kg Replace End Gap 0.15~0.35 1 Replace Ring Gap Position 120∞ 3 equal spacesOut standard Adjust Avoid Piston Pin Axis Ring Oversizes 0.25 steps 4 steps Piston Pin OD 15 -0.0 +0.006 14.95 Replace Pin Hole in Piston ID 15 +0.012 -0.015.05 Replace Pin and Piston Clearance -0.006 ~ +0.012 0.06 Replace Hand push fit piston at 100∞C Conrod Small End Bush ID 15+0.027+0.016 15.07 Replace bush Conrod and Piston Pin Clearance 0.01~0.027 0.07 Replace Crankpin OD 24.94 +0.0+0.0124.90 Replace Crankpin Roller OD 5 (+0.001+0.003) Refer to conrod ID Replace 3Sizes; 52 per assembly for selective fit 5 (+0.0 -0.002) 5 (-0.003 -0.005) Conrod ID 34.95+0.03+0.02435.02 Axial Play 0.2~0.4 0.5 Adjust Radial Play 0.026~0.036 0.06 Replace

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Kawasaki KZ 900/ KZ 1000 Piston Kits Installation Manual

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Filed Under (Kawasaki) by admin on 25-10-2010

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075CC 72MM KZ 900: Resleeving and bore crankcase ROAD 10.5:1 MTC-K1075 KZ 1000: 2mm oversize 2.834 In KZ 1000: Cylinder boring DRAG 12.5:1 MTC-K1075H TURBO 9.0:1 MTC-K1075T 1135CC 74MM Resleeving and bore crankcase ROAD 10.5:1 MTC-K1135 KZ 1000: 4mm oversize 2.913 In DRAG 12.5:1 MTC-K1135H TURBO 7.8:1 MTC-K1135T 1197CC 76MM Resleeving and bore crankcase ROAD 10.5:1 MTC-K1197 KZ 1000: 6 mm oversize 2.992 In DRAG 12.5:1 MTC-K1197H TURBO 7.8:1 MTC-K1197T 1261CC 78MM Resleeving and bore crankcase ROAD 10.5:1 MTC-K1261 KZ 1000: 8mm oversize 3.070 In DRAG 12.5:1 MTC-K1261H TURBO 7.8:1 MTC-K1261T 1327CC 80MM Big block required bore crankcase ROAD 10.5:1 MTC-K1327 KZ 1000: 10mm oversize 3.149 In DRAG 13.5:1 MTC-K1327H TURBO 7.8:1 MTC-K1327T 1428CC 83MM Big block required bore crankcase ROAD 10.5:1 MTC-K1428 KZ 1000: 13mm oversize 3.267 In DRAG 13.5:1 MTC-K1428H TURBO 7.8:1 MTC-K1428T 1500CC 85MM Big block required bore crankcase DRAG 13.5:1 MTC-K1500H KZ 1000: 15mm oversize 3.346 In TURBO 7.8:1 MTC-K1500T

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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:

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2010 Harley-Davidson FLHR Road King front and rear 4-piston braking system Installation

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

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in Vivid Black with blue and silver pinstripes, six-speed. Air-cooled, Twin Cam 96™ engine with Electronic Sequential Port Fuel Injection (ESPFI), ABS, security system, cast wheels with independent front and rear 4-piston braking system. Motorcycle generously donated by Harley-Davidson Motor Company Police & Fleet Sales. MSRP excludes all taxes title/documentary fees, registration, tags, dealer prep, labor and installation charges, insurance, optional equipment and accessories, certificate of compliance or non-compliance fees, and finance charges. Delivery must be coordinated through Rockville Harley-Davidson by November 30, 2010. Winner is responsible for any applicable fees above. 6,000 tickets printed. Odds of winning are 1:6,000. Ticket holder need not be present to win. Licensed by the D.C. Lottery and Charitable Games Control Board. Must be 18 years or older to win. No substitutes, return for cash, or other models. As per IRS tax code, amounts paid for chances in a raffle do not qualify as a deductible charitable contribution. Taxes on prizes are the responsibility of the winner. Harley-Davidson is proud to be a sponsor of the National Law Enforcement Officers Memorial Fund. Harley-Davidson Motor Company is a prize provider only, and Harley-Davidson, Inc., and Harley-Davidson Motor Company have no responsibility regarding conduct or administration of the raffle.

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SUZUKI MOTORCYCLES Gsxr 600, Gsxr 750, Gsxr 1000 teak the lead

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Filed Under (Suzuki) by admin on 12-11-2010

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The launch of the sixth generation of Gsxr marked a shift in Suzuki’s emphasis on two fronts. One, the Gsxr 1000 now took the upper hand in the development stakes. Historically, the Gsxr 750 led the march-arriving first, gaining the most recent technology, absorbing the lion’s share of corporate pride-but by 2003 the Gsxr 1000 was in the lead. Two, the Gsxr 1000 represents another, more subtle shift for Suzuki engineering, in which the designers-the lucky guys who get to clothe these amazing machines-have more freedom of expression. With this generation, the designs turned edgier, sharper, more aggressive looking than ever. What’s more, the Gsxr 1000 K3 would be the proving ground for a host of changes brought to the Gsxr 600 and Gsxr 750 for 2004. In fact, nearly every upgrade to the smaller bikes appeared on the Gsxr 1000 a year before. But the real impetus for driving the Gsxr 1000 to the head of development and, indeed, shortening its development cycle was competition both on the track and in the showroom. For the track, it was understood that Superbike racing would revert to allowing 1000 cc four-cylinder bikes in place of the 750s that had been the limit since 1982. In 2002, Yoshimura and Mat Mladin barely lost the AMA Superbike crown to Nicky Hayden aboard the Honda RC5!. But it would be the RC’s swan song of competitiveness with the change to 1000 cc fours. To keep speeds in check, the AMA Superbike rules would require 1000 cc fours to have some additional limitations compared to the twins and triples. For example, “Cylinder heads may be ported and machined, but altering of valve angles will not be permitted; aftermarket valves, springs, retainers, and other valve-train components will be permitted; valves must be stock size and same basic material as original equipment; aftermarket camshafts will be permitted, but earn lift and resulting valve lift must be no greater than stock. “In addition, the “stock crankshaft must be retained, The only allowable modifications are balancing, polishing of bearing surfaces and attachment of accessory drives. Homologated transmission gear sets (one optional set of ratios per approved model) will be permitted. Optional sets will be price-controlled and must be available to any legitimate AMA Superbike competitor. Homologated fuel-injection throttle-body assemblies (one optional type per approved model) and aftermarket airboxes will be permitted. Modifications to throttle bodies will not be permitted. Optional throttle bodies will be price-controlled and must be available to any legitimate AMA Superbike competitor.” The thinking was simple: keep the liter bikes from sucking through massive throttle bodies, and the horsepower might not (and, it was hoped, would not) go through the roof. In preparation for racing, Suzuki moto wanted to make a host of small changes to the Gsxr 1000, but its motivation was also to keep the bike at the forefront of open-class street bikes. Suzuki engineers knew that Honda and Kawasaki were readying all-new models-the CBR 954 RR and the ZX 9 R had long since been vanquished-and rumor had it that Yamaha was ready with yet another push with the R1.It was the right time to make alterations to the Gsxr 1000. Heading the list was, as one might expect, a revised engine.

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HONDA GL1500 Headlamp Adjustments Manual

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Filed Under (Honda) by admin on 08-04-2011

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Headlamp Adjusting Procedure Tools needed • Long, slender #1 Phillips screwdriver (for adjusters behind the rubber plugs) • #2 Phillips screwdriver (for the other adjuster screw) • 12-inch square of cardboard • Flat wall or garage door • Paper, tape, marker NOTE: All adjustments are very fine. You have to turn the screws A LOT to see changes in adjustment. This procedure is best done after dark, because you will need to do some test rides. Preparation 1. Set the bike on its center stand, 10 feet away from an unobstructed wall or garage door, and square to the wall or door. 2. Remove the front fairing cover and lower vent grille to gain access to the headlamp adjusters. 3. Idle the engine or connect a battery charger to the battery, to prevent battery drain. Headlamp assembly viewed from the front, showing positions of mirrors and adjusters (pretend the lens has been removed) . Low Beam Vertical Alignment 1. With the lights on low beam, cover the right half of the lamp assembly with the cardboard square, so only the left bulb is shining on the wall. 2. Using a marker, mark the top of the left low beam on the wall (use paper taped to the wall if you don’t want to mark the wall itself) . 3. Move the cardboard so it blocks the left bulb, so only the right bulb is shining on the wall. 4. The top of the right low beam should be even with the mark you made for the left low beam. If it’s not, adjust by turning the screw behind the rubber plug at the top of the lamp assembly, using a long, slender #1 Phillips screwdriver. 5. Move the cardboard back and forth between the bulbs to verify that the low beams are at the same height. On high beam, the two hotspots should line up vertically. High Beam Vertical Adjustment 1. With the lights on high beam, note the position of the beams’ hot spots on the wall in relation to the mark you made in step 5 above. 2. Most owners complain about their low beams being too low on the roadway. To correct this, lower the high beams by turning the screw behind the rubber plug at the bottom of the headlamp assembly, using a long, slender #1 Phillips screwdriver. You can watch the high beam hot spot being lowered on the wall in relation to the mark you made. 3. Take a test ride. Get out on a dark street, and adjust the high beams using the dash knob until you like what you can see. Then switch to low beam and see how that looks. 4. Repeat these steps until you get the low beam pattern you want. Left/Right Adjustment 1. Back to the wall. Set the bike on its center stand at a distance of 25 feet from the wall and square to the wall. Center the front wheel. 2. Shine the high beams on the wall. 3. Step to the back of the bike, and level your eye with the center of the passenger backrest. Use the center of the backrest and the center of the windshield like a gunsight. The center of the hotspot of the high beam should hit the wall in this line. 4. Adjust by turning the uncovered screw at the bottom of the headlamp assembly, using a #2 Phillips screwdriver.

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Harley Davidson 6- SPEED CONVERSION KIT FOR BIG TWIN 5- SPEED TRANSMISSIONS INSTALLATION

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Filed Under (Harley Davidson) by admin on 05-03-2012

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5/16 Bolt hole boss clearance This can easily be checked with the trap door gasket. Put the gasket on the dowel pins. AII material of the boss around the hole that “sticks outside” the gasket (60 degrees forward to 60 degree backwards) must be removed (see figure A). Primary fork clearance Place the gasket on the housing and remove material as indicated for clearing the shifter fork (see figure B). WWW . ZODIAC . NL PERFORMANCE PRODUCTS FOR HARLEY-DAVIDSON ® INSTALLATION INSTRUCTIONS FOR 6 SPEED CONVERSION KIT AND 6 SPEED BUILDER KIT speed transmission. Also make sure you have a 1990 or later Factory Service Manual available. Tools The conversion kit should only be used in new or low milage transmissions. If gears or bearings of a used Gear set Removal Refer to the Factory Service Manual Section for Mainshaft and Countershaft removal. When you get to the point of actually sliding the gear set out make sure you properly mark the 5th gear set as described in the Factory Service Manual (for used transmissions only). Further follow the factory removal procedure. Clearance Checks The 6 Speed conversion and builder kit will fit in most OEM or aftermarket transmission housings without may be needed. The following clearances must be checked before assembling the 6 speed transmission. 28-05-2008 We recommend the kits are installed by a qualified mechanic with knowledge of the Harley-Davidson 5 needed are the same as used for a 5 Speed transmission. 5 speed transmission are worn, new ones must be installed, or better, the builder kit should be used. any modification of the housing. However due to casting differences, in some instances some modification
WWW . ZODIAC . NL PERFORMANCE PRODUCTS FOR HARLEY-DAVIDSON ® Pillow block clearance (right side) Make sure there is clearance between the pillow block and the housing. Any clearance is O.K. (see figure C). Fork shaft support clearance Again use the gasket as the template and remove the material as indicated (see figure D). Shift drum end play The end play of the shift drum must be checked prior to final installation. Install the shift drum. Measure the end play with feeler gauges at the right pillow block (see figure E). End play should be between .004″ and .010″, some 1/2″ X 7/8″ 0.008″ thick shims are included to adjust the end play

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HARLEY-DAVIDSON FLH/ FLT MODELS 1985-1996 REAR LOWERING KIT INSTALLATION INSTRUCTIONS

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Filed Under (Harley Davidson) by admin on 04-03-2012

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may encounter clearance problems when re-installing the saddlebags. Check for a minimum of 5mm. clearance to prevent damage to the saddlebags. Measure clearance in the recessed area in the “backside” of the saddlebags where the shock sits. Check front, back and side clearance. THE BAGS MUST INSTALL WITHOUT UNDO FORCE. If they don’t, they are hitting the shock and/or shock boot. ****************** Inspect the clearance through the full range of motion of the swing arm ******************* n If more clearance is required, three suggested options are as follows: 1. Place washers between the mounting points where the saddlebags attach to the rails. This will move the bag slightly outward and away from the shock body. NOTE: On saddlebags utilizing DZUS FASTENERS (’85-’92), replace these with bolt/nut combination (as on ’93-’94 years). This will allow you to use washers to gain necessary clearance. 2. Remove or slide off the rubber boot that covers the shock shaft and attaches the body of the shock. The boot can be modified and reattached to the shaft (not the body) and secured with nylon ties and/or removed completely. This should gain you a minimum of 3mm of clearance. 3. Slot and/or space the saddlebag “rail/frame cage” mounting holes to allow the entire frame assembly to be moved out slightly from the shock body. You should use this modification only as a last resort n Lower motorcycle and check preload (shock spring stiffness). Adjustment may be necessary to suit personal preference in ride comfort. Read your Harley-Davidson owners manual for procedure. Test Ride.

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HARLEY DAVIDSON TOUR-PAK WALL ORGANIZER INSTALLATION INSTRUCTIONS

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Filed Under (Harley Davidson) by admin on 11-02-2011

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This kit fits 1997 and later models equipped with King Tour- Paks INSTALLATION NOTE Maximum Wall Organizer weight capacity is 3 pounds (1.4 Kg) evenly distributed. Do not exceed tour-pak weight capacity. Too much weight can cause loss of control, which could result in death or serious injury. (00401b) Tour-Paks With Molded Liner 1. Remove the two nuts that hold the pouch and liner in the Tour-Pak. Remove pouch and liner and carefully wash the inside of the Tour-Pak with warm, soapy water. Rinse and dry thoroughly. 2. Use the alcohol prep pad in the kit to thoroughly clean the interior surface of the Tour-Pak sides where fastener strips will be attached. Make sure any residue is removed, then allow Tour-Pak to dry completely. Make sure the surface is free of condensed moisture. NOTES The hook and loop fastener strips and organizer must be installed below the edge of Tour-Pak base to avoid interference with top gasket and lock. The ideal temperature range for applying the fastener strip is 70-100° F (21-38° C). Minimum application temperature is 50° F (10° C). If you attempt to apply the tape below these temperatures, the adhesive will become too firm to adhere readily. 3. See Figure 1 and Figure 2. Remove the hook and loop fastener strips from the hinged hook and loop strips. Remove the paper backing and firmly press the fastener strips into the locations (1) shown in Figure 2. The fastener strips should be located approximately 1/8 in. (3 mm) below the edge of the Tour-Pak base. 4. See Figure 1. Bend the hinged hook and loop strips (3) into shape as shown. Attach the hinged strips onto the fastener strips (2) installed in Step 3. NOTE The Tour-pak Wall Organizer installs in place of the pouch removed in Step 1, therefore the pouch will not be re-installed. 5. Reinstall the liner removed in Step 1. The hinged strips (3) will go over the top of the liner (4) as shown in Figure 1. 6. See Figure 1. Attach the organizer (5) to the hinged strips (3). Adjust the organizer’s lock cut out so that it is centered around the lock, and press the hook side of the hook and loop strips on the bottom of the organizer into place on the liner. The hook side will attach to the liner. NOTE 2006 and later Tour-Paks equipped with Passenger Backrest will have two acorn nuts at the front of the base. Remove and discard the 8 in. (200 mm) long hook and loop hinged fastener strip from the center panel. In one of the organizer pockets there will be 4 in. (100 mm) and 1-1/2 in. (38 mm) hook and loop hinged fastener strips. Install the hinged strips on the organizer center panel as shown in Figure 3. 7. Check to make sure the Tour-Pak lid closes over the organizer and the lock works without interference. Adjust as necessary. 8. Allow tape to cure (“wet-out”) for a minimum of 48 hours at 70° F (21° C) (allow extra time if temperature is below 70°). Do not place items in the Wall Organizer while adhesive is curing

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