tdc on 02 grizzly 660 on side of crank

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2003 Ducati ST4s Timing Belt Adjustment

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Filed Under (Aprilia) by admin on 31-10-2010

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This instruction on cam belt adjustment starts after you remove the fairing pieces. Plan on an hour to remove these. Since you are performing your own service, buying Ducati belts may not be that expensive. There may be another belt source, but I have not confirmed this for the 996 engine of the 02-03 ST4s. Fig 1 – ST4s ready for belt adj./ repl. Fig 2 – Crank tool installed. See dwg. 1) Ensure maximum of ½ tank of gas. Fuel will leak into the charcoal canister, then onto the floor if the tank is over half full and the tank is tilted up on its hinge. So put the tank up on its hinge. 2) Remove spark plugs. Cover sparkplug wells with boots or rags. This is a great time to toss out those Champions for a set of NGK DCPR8E’s. 3) Remove the front shield from the horizontal cylinder head. 4) Remove crankshaft cover on Riders LH side and insert crank tool. A crank tool can be made by following the drawing at the end of this document. See Fig 2 above. The flat head screws used are kind of soft so beware on their removal. 5) Remove oil pressure sending unit cable and remove oil sending unit. No oil should pour out. 6) Remove battery and remove bolts fastening battery box to engine/frame. You can let the battery box dangle or partially support it via a bungee cord. Be careful of the cable on the ground of the ECU. By dangling the battery box excess stress could be placed on this cables connector and you don’t want to troubleshoot an intermittent electrical issue. 7) Remove cam belt covers. The two covers over the cams are real easy. The center piece is removed by pulling it down. You may have to move some hoses and cables out Timing belt adj. doc 1
of the way because it is a tight fit. Removing the oil pressure sending unit gave clearance for the removal. Fig 1 shows bike ready to be worked on. On the Rider’s LH is a window on the case cover. Using a flashlight to illuminate the area, marks can be rotated into view using the engine turning tool. There are two marks denoting the TDC of each of the cylinders. When a mark in the window aligns with the pointer, look at the crank driving pulley on the Rider’s RH of the engine. If the driving pulley’s mark is aligned with the pointer on the engine case, you are at TDC horizontal cylinder. If the pulley mark and the pointer on the engine do not align, rotate the engine until the mark in the window on the Rider’s LH side case cover aligns as well as the pulley’s mark and the engine’s pointer. Fig 3 shows the engine pulley and pointer. You can check that the horizontal piston is at TDC by inserting a welding rod into the spark plug well and touch the top of the piston with it to sense its position. Timing marks on cam pulleys are clearly stamped on all four pulleys. When the crank driving pulley aligns with its corresponding pointer on the engine case and the marks on the pulleys align with their corresponding marks on both cylinders, you are in position for belt adjustment and replacement

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Honda / Acura Crank Shaft Seal Kit installation

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Filed Under (Toyota Manuals) by admin on 17-11-2011

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Due to the close proximity of transversely mounted engines to the shock tower, this essential tool is crucial for the
proper installation of Cam Shaft Oil Seals. Comes equipped with an exclusive expansion guide ensuring damage free installation. Applicable: Most Toyota 4 cylinder & some Mazda engines. This Special Bonus Kit was designed for the proper installation of Pulley Crank Shaft oil seals, situated within confined areas on most 4, 6 & 8 cylinder Toyota / Lexus, Nissan, Mitsubishi, Mazda and Infiniti engines. Application includes Cam Shaft oil seal installation of Toyota / Lexus 2.5L, 2.8L, 3.0L, 3.4L, 4.0L & 4.3L engines. The step bolts screw into the cam or crank shaft end. The press nut w/ washer allows for an even ressing force, seating the oil seal into the engine case every time

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Honda XR600/ XR650L Camshaft Installation and removal Instructions

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Filed Under (Honda) by admin on 05-12-2011

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Remove the tappet covers. Remove the crankshaft cap and timing hole cap on the left engine case cover. Remove the spark plug. Rotate the engine in a counter clockwise direction. Position the engine at true top dead center (TDC) using the mark on the flywheel. True top dead center occurs when both the intake and exhaust valve are closed when the piston is at TDC. This is technically the end of the compression stroke and the beginning of the power stroke. The “artificial” TDC is during the overlap when both the intake and exhaust valves would be open. Since the rocker arms are located in the valve cover on an XR600, true TDC occurs when the cam lobes are pointed downward when the piston is at TDC. Remove the cylinder head cover. Warning, do not drop the locating dowels into the cam chain cavity. There are two dowels, one on either side of the cover. Remove and discard the gasket. Note the positioning of the cam lobes, this will help during installation of your new Hot Cams camshaft. Note also the location of the sealed bearing on the end of the camshaft and the direction in which it is facing. Loosen the bolts that hold the camshaft sprocket. Remove the lower camshaft sprocket bolt first, it will be necessary to rotate the engine. Rotate the engine back to TDC. Release the spring tension on the cam chain tensioner by lifting the end of the spring out of its hole in the tensioner block. A spring tool is a good method. Be careful not to scar the cylinder head’s gasket surface for the cylinder head cover. Remove the allen bolt that holds the end of the tensioner block shaft
just to the inside of the tensioner block. Note the location of the tensioner block shaft cap ridge. Using a pair of pliers pull the shaft out by grasping the ridge and using a clockwise rotation of the shaft while pulling outward. Pull the tensioner block upwards, out of the cylinder head. Remove the top camshaft sprocket bolt. Pull the sprocket off the camshaft but maintain upward tension, do not allow the chain to sag, it is possible for the chain to “slip” on the bottom sprocket of the crankshaft and change the cam timing. Remove the camshaft. Remove the cam bearings. Set the stock camshaft with the auto-decompression aside. It is not possible to use the auto-
decompression on the Hot Cams so do not attempt to re-install. Use a manual decompression. Install the bearings onto the new Hot Cam

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Crankshaft Durability of Rover K-Series Engine: Comparison of ENGDYN Analysis with Dynamic Measurements

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Filed Under (BMW) by admin on 17-11-2010

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The Rover K-Series engine has now been in production for over 10 years, initially of 1.4 L capacity. Since then 1.1L, 1.6L, 1.8L and 1.8L VVC (Variable Valve Control) have been introduced with an accumulative build of two million engines since 1989. The 1.8L engine is also built under official licence for Lotus and Caterham, and also in the MGF motorsport series. The K-Series is an attractive buy due to its reduced cost and low weight, which is a necessity for sport cars. This report aims to validate Ricardo ENGDYN software with respect to Rover K-Series 1.8 Litre VVC crankshaft durability. The software will be used to output the behaviour of the crankshaft under as realistic conditions as possible. The oil film thickness and bearing load characteristics of the crankshaft through the running range of the engine will be compared to results obtained from in-house software. The torsional and bending vibration output from ENGDYN will then be compared with results obtained from dynamic measurements. Finally, the crank stress and durability results from ENGDYN will be compared to strain gauge measurements at comparative points on the crankshaft. ENGDYN is a computer program used for analysing the dynamics of the engine, and in particular the crankshaft and its interaction with the cylinder block. In this analysis the software will be used to predict the time-domain response of the 3-dimensional vibration of the crankshaft coupled to the block by way of a non-linear oil film. When this loading and motion has been calculated the software can perform a fast Fourier transform to break down the time-domain response into its corresponding frequencies. This allows the results to be post-processed in the frequency domain. 2 Method of Analysis 2.1 Engine Specifications Configuration: in-line 4 Fuel: Gasoline Cylinder bore: 80 mm Piston stroke: 89.3 mm Swept volume: 1.8L Crankpin Peak Power: 107 KW @ 7000 rpm Peak Torque: 174 N/m @ 4500 rpm Engine running range: 750-7200 rpm 2.2 Component Modelling 2.2.1 Crankshaft To perform the analysis within ENGDYN two crankshaft models were created. These included a complete stiffness representation of the crank (excluding the crank nose hub and the flywheel), and a detailed model of the crank from main bearing 4 to main bearing 5, with mesh density increased around the fillets. ENGDYN can however perform crank analysis of any portion of the crank as long as the model incorporates at least two main journal bearings. Features such as bolt holes and oil drilling were omitted on both models, which were meshed using solid tetrahedral elements

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TOYOTA Engine Intermittent No Crank/ No Start REPAIR

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Filed Under (Toyota Manuals) by admin on 11-10-2011

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Some Highlander, Matrix, and RAV4 vehicles may intermittently exhibita”no crank”condition. The engine can usually be started after moving the shift lever to the Neutral position orby cycling the shift lever in and out of the Park position. Are vised neutral starts witch assembly is available to address this condition. Warranty Information OP CODE DESCRIPTION MODEL TIME OFP T1 T2 Highlander 0.9 Matrix 0.5 832131 R&RP ark/Neutral Position Switch Assembly RAV4 0.7 84540-42010 17 99 APPLICABLE WARRANTY •Thisrepairis covered under the Toyota Comprehensive Warranty. This warranty is in effect for 36 monthsor36,000 miles, whichever occurs first, from the vehicle’sin-service date. •Warranty application is limited to occurrence of the specified condition described in this bulletin.

Corolla & Matrix 2005 – 2006 1ZZ-FE ENGINE NO START OR EXTENDED CRANK CONDITION

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Filed Under (Toyota Manuals) by admin on 29-05-2011

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Some 2005 and 2006 model year Corolla and Matrix vehicles equipped with a 1ZZ–FE engine may exhibit a “no start” or “extended crank” condition. This may be caused by insufficient fuel pressure after the vehicle has been parked for a period of time. The fuel pump assembly manufacturing process has been improved to correct this condition. Applicable Vehicles S 2005 – 2006 model year Corolla and Matrix (2WD) vehicles equipped with the
1ZZ–FE engine. Parts Information PREVIOUS PART NUMBER 77020–02180 77144–04010 77169–02050 CURRENT PART NUMBER Same Same Same PART NAME Fuel Suction w/Pump & Gauge Tube Assembly Fuel Pump Gauge etainer
Fuel Suction Tube Set Gasket

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2008 Vespa GTS 250 Garmin Zümo 660 Installation Manual

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Filed Under (Vespa) by admin on 28-10-2010

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A. Remove wind screen B. Remove riding mirrors C. Carefully pry off the Piaggio plate (note the glove as protection) D. Remove the screw behind it E. Remove the front top screw just below the headlight F. Do NOT remove this screw G. Remove the two screws on the bottom side to the left and right H. Remove the cover Step 2 – extending the hole By carefully using a file of knife make a small crater in the front end of the hole where the wind screen passes through the cover. This will allow you to tighten the mechanism while not damaging the cables. Step 3 – finding a path for the cables Now as the cable will not easily pass through the interior of the Vespa a bit of help is needed. A. Using an old cable/wire from the top side allows you to find a path down to the glove compartment. B. Securing the cabling to the old cable

Ktm 625/ 640/ 660 LC4's and some 640 Adventures Removal and Installation Manual

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Filed Under (KTM) by admin on 24-01-2012

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1. There are 3 pages of instructions here. Review all 3 first! These model bikes normally require modifications. 2. Warning: Once the triple clamp is loose, the forks can roll away from the bike . Follow step 2 carefully. 3. Block the front and rear tire securely before removing the top triple clamp, keeping the weight pushed on the front wheel so the front tire cannot move forward and the forks are forced upward, keeping the bearing in the head tube. 4. Remove the 4 bolts holding your bars tight and lay the bars forward out of the way. 5. Using Loc-tite, change the lower nuts on the under side of your triple clamp that hold your bar perches. Use the “low profile” version that we have supplied in the kit. You will need access to the Allen head bolts in the lower perch halves. Without these low profile nuts the triple clamp will not be free to turn lock to lock. There are occasions where you may have to grind on the frame bracket to allow a little extra clearance for even the low profile nuts (see photo). Because the bars are rubber mounted, this clearance varies from bike to bike. Turn the triple clamp lock to lock and be sure you have clearance. You must change them now, as later you won’t have room to do so. 6. Now remove the top triple clamp taking note of how tight the main nut is, so you can re-tighten to the exact amount. 7. Remove the tin bearing shroud (cover) and rubber seal. The lips of the seal face downward for correct installation. 8. The new shorter bearing shroud will replace the stock tin shroud, giving the frame bracket more room to seat. 9. Grease your bearings while you have them exposed. (Keep the grease off the area where our frame bracket mounts). 10. Only if your model is equipped with one, you will need to cut off the upper portion of the square steering lock receiver box (see photo). The steering lock stays functional as the lock-pin still engages the lower the portion of the box. Mark and cut the top of the box off. You must cut enough to allow our frame bracket to drop down far enough so the entire bracket grabs the head tube. If you don’t allow the frame bracket enough clamping surface it will come loose. The upper edge of the frame bracket should be level with the step where your stock bearing seal seats. (See photo). 11. Install the frame bracket so it matches the clamping area on your head tube, but do not tighten it yet. Do not remove the paint on the frame where the frame bracket fits. The paint is calculated as part of the correct dimension. On most LC4′s you will need to grind the weld at the back of the head tube, so the bracket can drop all the way down flush. Each bike is a little different; some require a lot of grinding and some very little. Try to remove the weld while retaining the original diameter of the head tube where our bracket will clamp. It is essential for the frame bracket to clamp to a symmetrical, round head tube. When you’ve removed the majority of weld the finished removal should be done with a file for precision clearance, without touching the area where the clamp will seat

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ROAD TECH ZUMO 660 GLOBAL POSITIONING SYSTEM (GPS) FAIRING MOUNTING KIT INSTALLATION

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Filed Under (Tips and Review) by admin on 27-10-2010

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1. Refer to the service manual and follow the instructions given to remove the main fuse. 2. Remove the outer fairing and windshield. Refer to the service manual. is05900 Figure 1. Road Tech Zumo Drilling Template Placement 3. See Figure 1. Obtain the drilling template from the kit. 4. Position the template on the back side of the inner fairing, in the upper left corner above the fuel gauge, aligning the template to the top of the inner fairing and the plastic rib as shown. 5. Drill a 5/16 inch (8 mm) diameter hole through the inner fairing per the template. 6. See Figure 4. Position the gasket (2) and GPS mount (1) onto the face of the inner fairing, aligning the upper hole in the mount with the hole drilled in the previous step. 7. Temporarily install one of the screws (4) through the upper hole to help align the GPS mount. 8. See Figure 2. Mark the location of the lower mounting hole on the face of the inner fairing, using the GPS mount and gasket as a template. Mark the location of the wire routing hole using the guide hole (3) in the gasket as a template. 9. Remove the screw, GPS mount and gasket from the inner fairing. 10. Drill a 5/16 inch (8 mm) diameter hole through the inner fairing in the lower mounting location. Drill an 11/16 (17 mm) diameter hole through the inner fairing in the wire routing location. 1 2 3 is06149 1. Gasket 2. Wire routing guide hole and ribs 3. Guide hole Figure 2. Remove Gasket Ribs and Guide Hole 11. See Figure 2. Remove the wire routing guide hole and four ribs (2) from the gasket (1). 12. See Figure 4. Install the GPS mount and gasket to the inner fairing with screws (4) flat washers (5) and locknuts (6). Tighten to 50-60 in-lbs (5.6-6.8 Nm) 13. Obtain cradle with harness from GPS system kit. NOTE The fuse holder on the harness must be opened to fit through the hole. 14. Insert harness through the 11/16 inch (17 mm) diameter hole drilled earlier. 15. Insert the split grommet into the 11/16 inch (17 mm) diameter hole around the harness. Installing the Cradle 1. See Figure 4. Install four bushings (H) from the GPS system kit and insert them into the back of the cradle mounting holes. 2. Position the cradle to the GPS mount. Direct the harness out through the slot (G) of the mount. 3. Insert a button head screw (3) through one of the holes in the cradle and into the corresponding hole in the GPS mount, but do not fully tighten

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Harley-Davidson Camshaft TC, EVO, Shovelhead, XL EVO, Iron Head, XR Specifications

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Filed Under (Harley Davidson) by admin on 02-11-2010

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EVO Black Widow PP8833-2 – 29 55 62 25 264 267 54 103 109 105.8 0.600 0.602 EVO Black Widow PP8826-2 – 27 61 63 29 268 272 56 107 107 107.0 0.602 0.602 EVO Black Widow PP8817-2 – 254 254 0.590 0.590 EVO Carl’s Speed Shop CM4 – 28 44 52 20 252 252 48 98 106 102.0 0.495 0.495 EVO Carl’s Speed Shop CM495F Y 19 47 50 16 246 246 35 104 107 105.5 0.495 0.495 0.179 0.168 EVO Carl’s Speed Shop CM580 – 19 47 50 16 246 246 35 104 107 105.5 0.580 0.580 0.194 0.163 EVO Carl’s Speed Shop CM612 – 36 60 68 28 276 276 64 102 110 106.0 0.612 0.612 0.277 0.235 88 EVO Carl’s Speed Shop CM660 – 38 62 68 28 280 276 66 102 110 106.0 0.660 0.660 0.314 0.277 90 EVO Carl’s Speed Shop CM774 – 284 284 0.784 0.784 0.277 0.236 EVO Carl’s Speed Shop CM780F – 34 70 74 30 284 284 64 108 112 110.0 0.774 0.774 103 EVO Crane EVR0020 – 31 64.5 77 23 275 280 54 107 117 112.0 0.608 0.589 88 EVO Crane Fireball 2000 Y -12 22 20 -10 190 190 -22 107 105 106.0 0.490 0.490 0.026 0.032 EVO Crane Fireball 300 Y 12 34 41 15 226 236 27 101 103 102.0 0.490 0.490 4000 EVO Crane Fireball 310 Y 16 40 43 19 236 242 35 102 102 102.0 0.490 0.490 1500 4500 75 EVO Crane Fireball 316 Y 19 43 48 24 242 252 43 102 102 102.0 0.490 0.490 2000 5000 80 EVO Crane Fireball 326 – 24 48 57 25 252 262 49 102 106 104.0 0.490 0.500 2500 5500 EVO Crane H286 Y 19 43 48 24 242 252 43 102 102 102.0 0.490 0.490 2000 5000 80 EVO Crane H290 – 17 43 45 23 240 248 40 103 101 102.0 0.581 0.581 1800 5200 EVO Crane H296 – 24 48 57 25 252 262 49 102 106 104.0 0.490 0.500 2500 5500 EVO Crane H304 – 24 50 55 25 254 260 49 103 105 104.0 0.600 0.600 2500 5800 EVO Crane H306 – 28 54 69 23 262 272 51 103 113 108.0 0.500 0.510 0.224 0.195 3000 6000 EVO Crane H310 – 23 63 68 28 266 276 51 110 110 110.0 0.550 0.550 0.229 0.229 3000 6500 88 EVO Crane H314 – 26 54 65 21 260 266 47 104 112 108.0 0.600 0.600 2800 6000 EVO Crane HEV0042 – 27 59 71 23 266 274 50 106 114 110.0 0.600 0.576 0.226 0.194 3000 6000 100 116 EVO Crane HEV0067 – 24 50 56 24 254 260 48 103 106 104.5 0.600 0.530 0.128 0.113 EVO Crane HEV0098 – 36 62 72 34 278 286 70 103 109 106.0 0.650 0.650 0.171 0.156 96 EVO CycleRama CR-E550 – 24 52 53 23 256 256 47 104 105 104.5 0.550 0.530 EVO CycleRama CR-E581 – 22 46 53 23 248 256 45 102 105 103.5 0.581 0.550 EVO CycleRama CR-E600A – 24 50 56 24 254 260 48 103 106 104.5 0.600 0.530 EVO CycleRama CR-E600B – 23 51 54 22 254 256 45 104 106 105.0 0.600 0.550 EVO CycleRama CR-E617 – 22 50 50 22 252 252 44 104 104 104.0 0.617 0.617 EVO CycleRama CR-E630 – 18 60 63 13 258 256 31 111 115 113.0 0.630 0.630 EVO CycleRama CR-E660 – 27 59 71 23 266 274 50 106 114 110.0 0.660 0.660 3500 6500 140 EVO Dave Mackie DM500 Y 22 38 52 12 240 244 34 98 110 104.0 0.500 0.500 0.189 0.138 EVO Dave Mackie DM500X Y 25 40 55 20 245 255 45 98 108 102.5 0.500 0.500 0.208 0.178 EVO Dave Mackie DM530 – 28 42 55 15 250 250 43 97 110 103.5 0.530 0.530 0.221 0.141 EVO Dave Mackie DM580 – 26 42 56 12 248 248 38 98 112 105.0 0.580 0.580 0.227 0.144 113 EVO Dave Mackie DM581 – 26 42 56 12 248 248 38 98 112 105.0 0.580 0.580 0.227 0.144 EVO Dave Mackie DM595 – 21 49 57 14 250 251 35 104 112 107.8 0.595 0.595 0.192 0.150 EVO Dave Mackie DM635 – 20 56 59 18 256 257 38 108 111 109.3 0.635 0.635 0.194 0.176 EVO Edlebrock 1740 Y 19 43 48 24 242 252 43 102 102 102.0 0.490 0.490 0.176 0.203 EVO Edlebrock 1741 – 20 46 52 22 246 254 42 103 105 104.0 0.600 0.600 0.183 0.187 EVO Head Quarters HQ-23 – 19 47 52 24 246 256 43 104 104 104.0 0.600 0.530 EVO Head Quarters HQ-24 Y 20 36 52 19 236 251 39 98 107 102.3 0.500 0.500 EVO Head Quarters HQ-25 – 18 38 42 14 236 236 32 100 104 102.0 0.550 0.550 EVO Head Quarters HQ-26 – 20 54 53 22 254 255 42 107 106 106.3 0.600 0.530 89 EVO Head Quarters HQ-27 – 26 60 70 24 266 274 50 107 113 110.0 0.650 0.575

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