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Messages - Bryanj
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6556
« on: October 22, 2016, 05:39:38 PM »
A coil only firing one of the pair is something i have never heard of, wing carbs can be a swine to clean--nearly as bad as the F2 ones. I would suspect cap and or plug and carb before coil. I also seem to remember the wing uses ballasted coils
6557
« on: October 22, 2016, 05:34:44 PM »
I had an AK47, damn thing would fire in a straight line
6558
« on: October 21, 2016, 11:57:18 PM »
Depends on the bike
6559
« on: October 18, 2016, 09:30:51 AM »
From memory there only was one mineral diesel oil
6560
« on: October 18, 2016, 08:41:29 AM »
In the comercial world the Merc V6/8 burns oil if synthetic used but not when mineral used
6561
« on: October 17, 2016, 04:07:17 PM »
what oil is in it?
6562
« on: October 16, 2016, 04:56:40 PM »
They seal up the holes you need to get a socket in to torque the head
6563
« on: October 11, 2016, 07:20:34 AM »
They are the pressed in jets that stick into the float bowl and I can just about guarantee they are blocked and that is why you are not getting fuel into the engine
6564
« on: October 10, 2016, 08:34:21 AM »
You need to remove and clean those pilot jets or you wont cure the problem
6565
« on: October 09, 2016, 02:03:46 PM »
Another thing is a lot of Japanese specs are in Candle Power (CP) not Watts like us sensible English peeps
6566
« on: October 09, 2016, 02:02:10 PM »
Have you actually removed the push fit pilot jets as they clog up for a pastime and yes all the PD are a swine
6567
« on: October 09, 2016, 01:59:36 PM »
On a "standard" relay the higher the wattage the quicker the flash
6568
« on: October 09, 2016, 01:52:54 AM »
If this is a 550 K3 they are a pig to start if left for a while and also need petrol that is less than 2 weeks old
6569
« on: October 06, 2016, 07:37:55 AM »
If you want to spend some time before going to an engineer here is what I would do:
Fit all the knackered shells then replace 1 journal at a time with the new and torque up to see if the crank locks up checking all journals individually.
If only one journal locks up the crank try fitting the shells for smallest case and biggest pin then try again, if all lock it up i would look for different cases or a complete engine using the rest of the bought engine as spares.
As somebody else said the gearbox bearing clearances will be wrong as well and you will be clamping them too tight, and whist they are robust steel cages I don't think it's a good idea.
As too altering the piston/head clearance that is minimal considering you can skim both head and cylinders
6570
« on: October 05, 2016, 04:08:37 PM »
Two things
(1) a large piece of plate glass from a glazing firm and some very fine compound will check if the case joints are flat
(2) Back when i did a lot of Ford engines if a big end knocked it was common practice for the rod end to need resizing as they ovaled
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