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HARLEY DAVIDSON PREMIUM SUSPENSION KIT REMOVAL AND INSTALLATION MANUAL

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Filed Under (Harley Davidson) by admin on 09-03-2011

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REMOVAL Front Fork Assembly 1. Refer to the XR model section of the service manual and remove the front forks. INSTALLATION Front Fork Assembly 1. Install front forks from kit to motorcycle according to service manual instructions but do not tighten the fork bracket pinch screws at this time. 2. See Figure 1. Measure the distance from the top of upper fork bracket to top of fork assembly. Both sides must be exactly the same and measure 0.388-0.468 inch (9.85- 11.89 mm) above the top fork bracket. Align the adjustment screws inline with the handlebars (see Figure 5). is06083a Figure 1. Fork Installation Height Measurement. NOTE If new pinch screws are not readily available, use a wire grinder wheel to remove all remaining lock patch from original pinch screws, wash screws in clean solvent and dry thoroughly. Apply two drops of LOCTITE® 262 to the first 1/4 in. (6.35 mm) of the end threads. 3. Install pinch screws to upper and lower fork brackets. 4. Verify fork tube installation measurement is 0.388-0.468 inch (9.85-11.89 mm). 5. Tighten pinch screws to 30-35 ft-lbs ( (40.7-47.5 Nm)) See Figure 2. The top edge of reflector should be 1-1/2 inches (38.10 mm) below the lower edge of the bottom fork clamp. 6. Remove the adhesive backing. Place reflector in position and press reflector firmly into place to activate the adhesive. Repeat for reflector on opposite fork. REMOVAL OEM Rear Shock Absorbers 1. Refer to the XR model section of the service manual and remove the rear shock absorbers. INSTALLATION Rear Shock Absorbers 1. See Figure 3. Install the rear shock absorbers according to service manual instructions. The shocks are installed with the external gas reservoir to the rear of the shock absorbers and the thick side of the grommet installed to the frame rail mounts. is06142 Figure 3. Install Thick Side Of Grommet To Frame Rail SUSPENSION ADJUSTMENTS Front Fork Suspension Adjustment Whenever a wheel is installed and before moving the motorcycle, pump brakes to build brake system pressure. Insufficient pressure can adversely affect brake performance, which could result in death or serious injury. (00284a) Adjust both forks equally. Improper fork adjustment can lead to loss of control, which could result in death or serious injury. (00124c) Compression and rebound adjusting valves may be damaged if too much force is used at either end of the adjustment range. (00237a) NOTES Damping is set at the factory for the average solo rider under normal riding conditions. The rider may make adjustments to compensate for individual riding styles and varying road conditions. Evaluating and changing the rebound and compression damping is a very subjective process with many variables and should be approached carefully. The front and rear preload setting will need to be adjusted for the rider’s weight and cargo. This adjustment should be made before the motorcycle is ridden any distance and after changing the overall vehicle weight (adding saddlebags, etc.). If the preload adjustment is correct, and you have the rebound and compression damping set at the factory recommended points, the motorcycle should handle and ride properly. Changes in the load carried requires changes in the preload setting(s). Carrying less weight than was used for setting up the suspension requires decreasing the amount of preload. Increasing the load carried requires adding more preload. The following tools are needed to make suspension adjust- ments. • 5 mm hex key (front fork preload adjustment tool). • Spanner wrench with extension handle (shock absorber preload adjustment). • Screw driver (front fork damping adjustment). 1. Front fork preload adjustment: a. See Figure 4 and Table 1. Using the 5 mm hex key, turn the preload adjuster counterclockwise until it stops. This is the minimum preload setting. b. Turn the preload adjuster clockwise the recommended amount specified for the rider weight

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KTM Preload Adjuster frontfork Disassembly And assembling

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Filed Under (KTM) by admin on 13-02-2011

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Product Exploded View Disassembly & Assembling Workshop manual Preload Adjuster frontfork 5 Preload Adjuster Frontfork 03/2002 Screw the screw-cap to the right so that the spring washer is turning out of the screw-cap PA. Remove the spring washer. Pay attention to the assembling direction!!! Turn the plastic adjustment tube holder out of the screw-cap. 12_021 12_022 12_023Product Exploded View Disassembly & Assembling Workshop manual Preload Adjuster frontfork 6 Preload Adjuster Frontfork 03/2002 1. Remove the O-ring inside. Unscrew the air release plug. 12_024 12_025 12_026 2. Remove the O-ring.Product Exploded View Disassembly & Assembling Workshop manual Preload Adjuster frontfork 7 Preload Adjuster Frontfork 03/2002 Disassemble the adjusting knob from the screw-cap. Pay attention to the steel balls and spring!!! 12_027 12_028 12_029 Heat the steel nut. Unscrew the nut (size 32) clockwise .Product Exploded View Disassembly & Assembling Workshop manual Preload Adjuster frontfork 8 Preload Adjuster Frontfork 03/2002 The nut. Pay attention to the assembling direction!!! Remove the O-ring. 12_030 12_031 12_032 Push the holder rebound PA out of the screw-cap.Product Exploded View Disassembly & Assembling Workshop manual Preload Adjuster frontfork 9 Preload Adjuster Frontfork 03/2002 – springring – spring washer – O-rings – holder rebound adjustment tube – rebound adjusting knob with steel balls and spring – air release screw with O-ring – nut – holder rebound adjustment cpl. with O-ring – screw-cap PA

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ATK 50MX INSTALLATION AND ADJUSTMENT TIPS

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Filed Under (Atk) by admin on 01-11-2010

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PRELOAD ADJUSTMENT— On some Works shocks a threaded preload is standard. This allows the adjustment of the ride height of the motorcycle. The preload is changed by turning a threaded nut down towards the spring (higher ride height) or up away from the spring (lower ride height). The nut is a right-hand thread. CHECKING RIDE HEIGHT— 1. With the bike unloaded on the side stand and the shock fully extended, have an assistant measure from a point at the axle (center point) to a point on the frame, fender or bodywork directly above it. Record this measurement. 2. With the bike off the stand and the rider in the seat, bounce on the suspension and let the bike settle. Have the assistant measure from the same two points. Subtract the second measurement from the first. HM CRX50 / BAJA & ATK 50MX INSTALLATION AND ADJUSTMENT TIPS Continued on next page. #HM50 – 5/27/99 #HM50 – 5/27/99 To Front Valve Mounting channel Spacer Flange Shock eye Top View of Shock Mount Fig. 1 Top view of upper shock mount. The flange on the shock bushing must face toward the spacer. The valve should point toward the front of the bike Fig. 1 Top view of upper shock mount. The flange on the shock bushing must face toward the spacer. The valve should point toward the front of the bike 3. The amount of settle, or “sag” is a function of the wheel travel. It should only be between 1/4 and 1/3 of the total travel. 4. If the difference is less than the minimum, reduce the spring preload. Measure the distance again starting with Step 2. Adjust again if necessary. 5. If the difference is more than the maximum, increase the spring preload. Measure the distance again starting with Step 2. Adjust again if necessary. Note: If the ride height is too low, the shock will bottom unnecessarily, resulting in a harsh ride. If the ride height is too high, the shock will “top out” too easily when rebounding from a bump or under hard deceleration. NITROGEN PRESSURES IN EMULSION SHOCKS CAUTION: The pressure in these shocks cannot successfully be checked. Concerns with the gauge volume and the gas volume in the shock body create a situation where you cannot accurately determine what pressure was in the shock. In addition when the pressure is lowered (i.e. checking the pressure) the gas and some of the shock oil escapes into the gauge. It is possible to lose a large percentage of the shock oil by depressing the core of a charged shock to the atmosphere. Please note that in order to check the pressure, some of the gas must escape and fill the gauge assembly. The volume of the gas pocket is about half the size of your thumb, so a very small volume change results in a large pressure drop. Because the gauges’ volumes vary, it is not possible to deduce the actual pressure in the shock prior to attaching the gauge. Therefore it is imperative that any attempt to check pressure be accompanied by the capability of refilling the shock. In other words: If you don’t have a nitrogen source handy, don’t check the pressure! PRESSURIZING EMULSION SHOCKS The pressure setting for Works gas shocks is 250 p.s.i. of dry nitrogen. To pressurize a shock with some residual pressure in it, bring the gauge manifold up to 250 p.s.i. and depress the core with the T-handle. This will either equalize the pressure or refill the shock without transferring oil from the shock into the gauge assembly. The best gauges for this purpose screw on to the valve and incorporate a T-handled core depressor to isolate the shock from the gauge. This allows a leak-free separation once the desired pressure is reached. For simplified operation, an extra valve is provided for the filling apparatus, allowing pressure adjustment with the gauge in place. Works offers a suitable gauge and filling manifold. Most motorcycle shops that deal with dirt bikes can pressurize the shock

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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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ODYSSEY DRYCELL MOTORCYCLE BATTERY COMPATIBILITY

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Filed Under (Triumph) by admin on 30-10-2010

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BMW 1200 1200 1150 1100 1100 1000 1000 1000 1000 900 850 800 800 800 750 750 750 750 750 650 650 600 600 500 BUELL 1200 1200 1200 1000 DUCATI 860 750 500 HARLEY DAVIDSON 1570 1570 1450 1450 1340 1340 1340 1200 883 HONDA 1800 1500 1200 1100 1000 1000 900 750 750 650 650 650 600 400 200 150 150 125 K1200RS, LT R1200C R1150GS, R R1100GS/R R1100RS/T/S/LT “K” Models R100/7 100RS R100GS, R, RS, RT R90/6, R90S R850R R80GS, R80ST R80, R80RT R80/7/RT K75, RT K75C, S R75/5 R75/7 R75/6 R65 R65LS R60/5 R60/6, R60/7 R50/5 S1 Lightning X1, S3, S3T, M2 S2/T, RS1200, RR1200 RR1000 GT, GTS GT, Laguna Seca GTL, GTV, Sport FXST, FLST FXD FXD FXST, FLST FXD FXST, FLST FL/H/T/HT XL, XLH XLH, XLH GL1800, VTX1800C Gold Wing-All Gold Wing-All Gold Wing-GL1100 CBX1000, SS opt. Gold Wing-GL1000 CBR900R,RR CB750A (Hondamatic) VFR740R/ RVF750R NT650, SLR650, NX650 Vigor 650 XR650L VT600C, CD, CBR600 CBR400F CB-1 TR200 Fat Cat CH150 Elite FES150 FES125, Pantheon (97 -) (98 -) (00 -) (94-00) (90 -) (83-93) (76-84) (83) (87-95) (69-76) (95-97) (80-96) (84-95) (78-84) (85-95) (85-95) (70-73) (76-84) (69-76) (84-95) (78-84) (70-73) (69-84) (70-73) (96-99) (ALL) (ALL) (87) (2007) (2007) (99-06) (00-06) (97-99) (91-99) (80-96) (97-03) (97-02) (01-06) (88-00) (84-87) (80-83) (82) (75-79) (93-99) (76-78) (90/94) (88-91) (ALL) (93-06) (87-03) (89-90) (86) (87) (ALL) (ALL) #3561 #3561 #3561 #3561 #3561 #4989 #4989 #3561 #4989 #4989 #3561 #3561 #4989 #4989 #4989 #3561 #3561 #4989 #4989 #4989 #3561 #3561 #4989 #3561 #3591** #3591 #3591 #3591 #4989 #4989 #3561 #3591 #2528 #2528 #3591 #2528 #3591 #3560 #2528** #2528** #2528 #3560* #3560* #3560* #3560* #3560* #2519* #3560* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* PC680 PC680 PC680 PC680 PC680 PC925L PC925L PC680 PC925L PC925L PC680 PC680 PC925L PC925L PC925L PC680 PC680 PC925L PC925L PC925L PC680 PC680 PC925L PC680 PC545MJ PC545MJ PC545MJ PC545MJ PC925L PC925L PC680 PC545MJ PC545 PC545 PC545MJ PC545 PC545MJ PC680MJ PC545 PC545 PC545 PC680MJ PC680MJ PC680MJ PC680MJ PC680MJ PC310 PC680MJ PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 cc model (year) cat. # mfg sku # KAWASAKI 1500 1500 1300 1000 1000 900 900 750 750 650 636 600 600 KTM 640 620 400 400 MOTO GUZZ I 1100 1100 1100 1000 1000 850 850 750 650 650 650 500 POLARIS All SUZUKI 1400 900 750 750 750 650 600 600 600 600 400 TRIUMPH 600 YAMAHA 1600 1300 1300 1200 1100 1100 1100 920 600 600 VN 1500-A Vulcan VN 1500-C Vulcan KZ 1300 Touring KZ 1000-P Police Z1000 ZX900-C, Ninja ZX900-E, F Ninja KZ750-L, Ninja Zx750 Ninja ZX, 7RR KLX650C, R ZX636-B Ninja ZX-6R ZX600-G, J Ninja ZX ZX600-K Ninja ZX Adventure, Duke, RXC Adventure, Duke, LC4 LC4 E/XC RXC LC4 Cali/Spc/Jackl/Stone/EV Quota/Sport 1100 VII EV/Bassa California III,Quota,Millie Convert,Daytona, LeMans LeMans T3, T4, T5 Nevada,NTX,Strada,V7,V75 NTX V65 V65 Florida V50 Victory GV 1400GC RF900, R, S, ZS GSX750F Katana GSX-R750 GSXR750W DR650SE GSF600S Bandit GSX600F Katana GSX-R600 RF600R, S GSF400 Bandit Daytona 600 XV 1600 Road Star 1300 Royal Star XVZ Venture Royale XVZ12T Venture XJ1100 Maxim XS 1100, L, S XV 1100, S/ Virago XV 920/R/M Virago XJ600S Seca II XT600E (87-98) (96-97) (79-82) (82-05) (03-04) (98-99) (00-04) (93) (91-97) (93-96) (03-04) (98-02) (03) (99-02) (96-98) (96-98) (96-01) (94-05) (97-02) (98-99) (ALL) (86-88) (94-97) (98-03) (96-99) (94-95) (96-04) (96-03) (98-04) (97-03) (94-96) (91-93) (03-04) (99-03) (96-03) (86-92) (83-85) (82) (78-92) (86-99) (81-83) (92-98) (90-95) #3560 #3560 #3560 #3560 #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #4989 #2528 #4989 #4989 #4989 #4989 #4989 #3561 #3561 #4989 #3561 #4989 #2519* #3560 #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2519* #2528*** #2528*** #3560 #3560 #3560 #3560 #3560 #3560 #2519* #2519* PC680MJ PC680MJ PC680MJ PC680MJ PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC925L PC545 PC925L PC925L PC925L PC925L PC925L PC680 PC680 PC925L PC680 PC925L PC310 PC680MJ PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC310 PC545 PC545 PC680MJ PC680MJ PC680MJ PC680MJ PC680MJ PC680MJ PC310 PC310

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Ultima Billet Rear Shocks Installation Instruction Sheet

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Filed Under (Tips and Review) by admin on 30-11-2010

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Unloading the rear suspension Use a jack under a flat part of the motorcycle and lift until the rear tire is barely resting on the surface. This ensures that the shocks are unloaded. They are now ready for removal. Remove the old shocks Refer to the service manual specific to your motorcycle for this process. Unbolt the old shocks. Save the necessary hardware if you have not purchased new hardware. Installation Shocks should be installed with the preload adjuster on top (see Preload Adjustment). With the new shocks in hand; please go over the hardware configuration diagram (Figure 3) to decide which configuration best fits your application. Spacers are included to provide clearance between the shocks and your motorcycle (Figure 4). Typically start on which ever side the final drive is located. This side normally causes the clearance issues. Each eye and each side should be configured the same way. Make sure to use the proper hardware so that the shock- bushings fit the shock-bolts as snugly as possible. Shocks come with a 1/2″ ID bushing installed. This is needed for all applications. An optional bushing is included and should be used in addition when 3/8″ bolts are used instead of the larger 1/2″bolts. Unless new hardware was purchased, you will use the stock bolts from your old shocks to install the new shocks. Use Red Locktite (or equivalent) and use a torque wrench to tighten as follows: Models that use 1/2″ bolts: 65ft-lbs Models that use 3/8″ bolts: 30ft-lbs (Figures 1 & 2) Be sure to check clearance between the shock and the belt-guard. If there is any contact you will need to alter your spacer arrangement to accommodate this. Check tire to fender clearance as well. This clearance will be reduced when lowering shocks are used. Preload Adjustment Your new Ultima Billet Shocks are preload adjustable. Adjustment should be done once the shocks are installed. To adjust use a strap wrench and turn the top part of the shock (Figure 6) clock-wise to tighten or provide more preload (this stiffens the suspension), or counter-clockwise to loosen or subtract preload (this softens the suspension). Hand adjustments may be sufficient on models with smaller spring rates while the strap wrench will be required on the high spring rate shocks. You will see notches (Figure 6) that appear on the shock as the shock is preloaded. These should help you obtain the same preload for both sides of the motorcycle. Both shocks should be adjusted to the same level of preload.

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Harley davidson American Classic Straights on a 1988-2001 VLX 600 Shadow Installation Instructions

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Filed Under (Harley Davidson) by admin on 01-03-2012

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Remove right side Foot peg assembly or Floorboard. (Whichever is applicable to your model.) 2. Remove bolts that are holding pipes at rear mounting bracket. 3. Loosen clamps at mufflers. 4. Remove mufflers. 5. Remove the two nuts that secure the rear exhaust header pipe to the rear cylinder head. 6. Remove rear exhaust pipe assembly. 7. Remove the two nuts that secure the front exhaust header pipe to the front cylinder head. 8. Remove front exhaust pipe assembly. 9. Remove exhaust-mounting bracket from frame. Hard-Krome Exhaust System Installation NOTE: Take care when fitting this Hard-Krome aftermarket exhaust system on your motorcycle. It has been designed to replace a STOCK exhaust system on a motorcycle with its engine, frame and other components in their STOCK design, configuration and location. WARNING : Re-check and re-tighten ALL fasteners and supports after 50 miles, then re-check and tighten as necessary on a periodic basis to ensure proper operation and performance. NOTE: All fasteners should be loose during initial installation to ensure proper fit and location of the new exhaust system.
1. Install new exhaust gaskets. 2. Install mounting bracket using Bolts with flat & lock washers. (See Illustration) 3. Install Front exhaust header pipe, taking care to not scratch chrome surfaces on pipe, engine or motorcycle — use masking tape as needed. 4. Install the two nuts to secure the flange that holds the exhaust header pipe to the front cylinder head — DO NOT TIGHTEN NUTS! 5. Install nut strip into slotted bracket of front pipe and start the 3/8-16×3/4″ Bolt with flat & lock washer through backside of mounting bracket. — DO NOT TIGHTEN BOLTS! 6. Carefully install rear pipe. 7. Install the two nuts to secure the flange that holds the exhaust header pipe to the rear cylinder head — DO NOT TIGHTEN NUTS! 8. Install nut strip into slotted bracket of rear pipe and start the 3/8-16×3/4″ Bolt with flat & lock washer through backside of mounting bracket. — DO NOT TIGHTEN BOLTS! 9. Tighten the two bolts that secure the rear exhaust header pipe flange. 10. Tighten the two bolts that secure the front exhaust header pipe flange. 11. Tighten front pipe bolts at mounting bracket. 12. Tighten rear pipe bolts at mounting bracket. 13. Reinstall foot peg assembly or floorboard. 14. If applicable to your model install foot peg relocating brackets and foot pegs as shown in illustration. 15. Before starting bike wipe off any fingerprints and grease off pipes. Start bike and check for any exhaust leaks.

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BMW Motorcycles PolyVbelt adjustment – all R1150 engines

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

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the maintenance schedules of the R 1150 GS, R 1150 R, R 1150 RS, R 1150 RTand R 1150 RT-CHP have been revised to include the one-time retensioning of the poly-Vbelt as part of the 6,000 mile service. The modified “retensioning”procedure is described below. Note: The special tensioning nut, BMWspecial tool number12 3 551, is required for this adjustment. This special tool is included in the initial equipment package forthe R 1150 RS. In the case of motorcycles that have alreadycovered 6,000 miles, and on which the poly-Vbelt was not retensioned as part of the 6,000 service, this adjustment must be performed as part of the 12,000 mile, ornext scheduled/annual service PolyVbelt tensioning instructions: 1) Remove front engine cover. 2) Undo nut (2) and screw on tensioning nut, BMWspecial tool 12 3 551. 3) Loosen the alternatormounting bolts (3,4). 4) Using a torque wrench, togetherwith BMWspecial tool 12 3 551, preload the polyVbelt to 8 Nm and hold this adjustment. 5) Tighten the upper retaining nut (4), then remove the torque wrench from the adjusting screw. 6) Tighten all screws and nuts 7) Install front cover. Tightening torque: Poly Vbelt preload: ……………………………….8 Nm Alternatorto the alternatorsupport cover20 Nm

HONDA 450E/ S MOUNTING AND ARS ADJUSTMENT INSTALLATION

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Filed Under (Honda) by admin on 24-12-2011

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MULTI-RATE SPRINGS AND THE ARS SYSTEM Depending on the application dual–rate springs are fitted on the shocks. Dual-rate springs are just that– a spring set with two separate rates. This is done with a short spring stacked on a longer spring. As both springs collapse they produce a soft, or initial, rate. The spring set will maintain this initial rate until the short spring stops compressing. At that point, the spring rate “crosses over” to the stiffer, or final, rate. This multi-rate system allows a soft initial rate for comfort on small bumps, but has the capability of soaking up the big pot-holes and other off road hazards. ARS stands for Adjustable Rate Suspension. ARS is available on some dual-rate spring 4-wheel ATV shocks. ARS differs from spring preload. The ARS system allows the rider to increase or decrease the load-carrying capacity of the shocks by turning a lever. Depending on the application and spring set, the rider can increase the load capacity of the shocks up to 50 percent. The average preloader that makes a half-inch increase in preload will HONDA 450E/S MOUNTING & ARS ADJUSTMENT INSTRUCTIONS Continued on next page. #TRX450 – 5/28/99 #TRX450 – 5/28/99 Fig. 1. Front shock installation. Note that the shock body is at the top with the shaft pointing down. ARS shown is in the unloaded position. Fig. 2. Rear shock mounting with ARS. Position the lever so that it will not come in contact with any vehicle parts around it. The cup can be rotated to reposition the lever if necessary.
increase the capacity of the shocks to only about 5 to 10 percent. ARS allows the shocks to be correct for solo riding, but still handle the increased weight of an added load. ARS can also be employed to stiffen the rates for aggressive riding. The ARS system consists of an indexing lever and a stepped cup that contains the short spring of the dual- rate. The position of the lever in relation to the steps in the cup determines how long the spring set remains on the soft, or initial, spring rate. On most ARS applications, four positions can be selected from full stiff to full soft. Indexing is done in a matter of seconds by rotating the lever or the cup by hand. Indexing the cup to the lever is usually preferable to avoid interference. Adjustment of the ARS system should only be made while the vehicle is unloaded to reduce the load on the springs. NOTE: It is important to make sure that a step in the cup is positioned directly over the tang on the lever. This will prevent damage to the cup and/or lever that can be caused by making partial contact between the tang and a step. In addition, make sure that the lever will not contact any vehicle parts around it, as the suspension moves up. TUNING TIPS—The “softest” setting on the ARS does not mean that the ride will be the most comfortable at that setting. It means that this is the softest spring setting which would be employed on smooth trails or without a load. Excessive suspension bottoming caused by rough conditions or by the addition of a large load will cause a harsh ride when the shock is adjusted to this setting. To eliminate this bottoming, adjust the ARS to the stiffer positions for a more comfortable ride. Hence, sometimes “stiffer is softer.” NITROGEN PRESSURES IN EMULSION SHOCKS

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Honda CARBURETOR ADJUSTMENT TOOLS

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Filed Under (Honda) by admin on 17-12-2011

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K&L CARBURETOR ADJUSTMENT WRENCHES These tools use tough and accurate bevel gear actuation instead of cable for professional use. The aluminum handle includes index marks for accurate tuning. Sold each. Three types available: 35-9653 Slot-type Pilot Screw Adjustment Wrench for Kawasaki/Suzuki/Yamaha 35-9658 Slot-type Pilot Screw Adjustment Wrench with longer tip for Kawasaki/Suzuki/Yamaha 35-9650 D-type Keihin Pilot Screw Adjustment Wrench for Honda 90-DEGREE 1/4″ HEX DRIVER This gear driven, 1/4″ hex driver set is made of high-grade aluminum and stainless steel. Strongest tool of it’s type on the market. Designed for use on hard-to-reach pilot air screws on inline fours. Can be used with any 1/4″ or 6mm hex bits. 35-7820 90-Degree 1/4″ Hex Driver Set: Includes straight slot, phillips, d-shape pilot screw bit, 6mm hex jet bit & 1/4″ – hex – 1/4″ drive bit. FCR CARB TOOL Set includes three bits – 6mm hex for main jets, long reach straight slot for pilot jets and 3mm allen for float bowl removal. Longer bits make this set ideal for reaching into recessed cavities when adjusting Keihin FCR carburetors. Sold as a set. 35-7978 FCR Carb Tool 12″ DRILL BIT For removal of carburetor plug. (mixture screw plug) 1/8″ bit x 12 inch length. 35-1186 YM-33217-16 JET DRIVER 35-2270 Perfect for removal of jets from small recessed passages

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