91
« Last post by Tom H on July 05, 2025, 02:28:10 PM »
JMO: When installing the head (don't forget the O rings under the rocker carriers). Torque all the bolts per the sequence. Go grab a cold drink and smoke 'em if you got 'em. Then torque again. Repeat the cold drink and then torque again. Now the gaskets likely have crushed as far as they will with a cold never run engine.
Run engine for a few minutes to get it warmed up or better yet an easy ride around the neighborhood. Let cool overnight. Torque again.
Ride a few easy not racing days then cool overnight and torque again. Then I would ride it for a week, few hundred miles or so, and torque again, though not likely it will compress at that point. Your done. When you service the bike for it's oil change and valve adjust, pull the rockers, check torque and your done with torquing.
JMO,
Tom
92
« Last post by n3303j on July 05, 2025, 02:18:23 PM »
So since I loosened all head bolts at the same time before re-torquing them, I really should re-torque them again at these intervals (50, 150, 500, 1000)? Not looking forward to that.
NEVER loosen all at once unless you plan on removing head! Meanwhile recheck clearance at 100 miles. Then re-torque and recheck the clearance again. If clearance remains close to the same (< 0.001" change) probably all is stable and re-torque is finished.
93
« Last post by n3303j on July 05, 2025, 02:12:16 PM »
One connector plugs into the TPS.
The other connector plugs into the harness connector removed from the TPS.
Two of the exposed wire ends are connected to your precision voltmeter.
Then follow instructions for setting voltage with throttle plate CLOSED.
Then follow instructions for setting voltage with throttle plate OPEN.
94
« Last post by nwguy on July 05, 2025, 02:09:16 PM »
My '98 V11EV with new gaskets required re-torque for the first 1K miles after new gaskets.
So since I loosened all head bolts at the same time before re-torquing them, I really should re-torque them again at these intervals (50, 150, 500, 1000)? Not looking forward to that.
95
« Last post by nwguy on July 05, 2025, 02:06:28 PM »
https://www.casperselectronics.com/cart/index.php?route=product/product&product_id=853&search=109172
When you finally address the TPS this piece of wire makes reading voltages so much easier than an attempted back probe. I've done it both ways and the breakout harness gives me more confidence.
How is this used? In their installation instructions page, there's no listing for that part number.
96
« Last post by Ncdan on July 05, 2025, 02:00:32 PM »
Hm, never thought about it, but the displacement of my motorcycles have jumped more up and down over the years. I probably do not remember them all, but here are from the top of my head:
100, 100, 50, 500, 750, 350, 550, 1100, 400, 250, 500, 650, 500, 1300, 500, 800, 600, 400, 500, 900, 1400, 500, 900, 600, 400, 650, 750, 1100, 650, 650, 800, 1100, 850. I have the two last ones currently.
The average CC of all those bikes would be interesting🤔
97
« Last post by Tinkerfreak on July 05, 2025, 01:59:29 PM »
I am attempting to resurrect my 07 Breva 1100 and need to reseal both my front brake and clutch master cylinders and am confused about the sizes. One place has told me I need the 11.9 seals and someone else told me I need the 13 for the clutch master and the same goes for the brake master, one place tells me it is a 16 and the other tells me it is 17.4.
Is there a master list available for the Brembo products that gives the Brembo p/n's for the masters as there is nothing of use on the Brembo site.
Any assistance will be greatly appreciated.
Cheers
98
« Last post by faffi on July 05, 2025, 01:33:17 PM »
For those of us that had ridden since we could legally ride on the road its a bell curve of displacements.
Mine runs, 80cc, 350cc, 750cc, 850cc, 1000cc, 1100cc, 1800cc. Current stable is 850, 850, 800, 750, 650.
Thanks to improvement in technology small displacement doesn’t mean poor performance. 400’s now are as capable as 750s were 50 years ago.
Pete
Hm, never thought about it, but the displacement of my motorcycles have jumped more up and down over the years. I probably do not remember them all, but here are from the top of my head: 100, 100, 50, 500, 750, 350, 550, 1100, 400, 250, 500, 650, 500, 1300, 500, 800, 600, 400, 500, 900, 1400, 500, 900, 600, 400, 650, 750, 1100, 650, 650, 800, 1100, 850. I have the two last ones currently.
99
« Last post by faffi on July 05, 2025, 01:23:58 PM »
Y’all do know this trend started over 4 years ago, right? It’s not the future trend, it’s a growing, current trend. Now that liquid cooling is everywhere, including most of the cheaper thumpers, allowing for 40+ hp, and with magazines having been talking up mid-size ADV bikes, and prices gawddang…
Now, keep in mind—the rest of the world already accepts smaller displacement bikes. It’s North America we’re really talking about.
Living in Europe, that is what experience I draw upon. For instance, in Germany - with no speed limits on their highways back then - for several years the Yamaha SR500 was the number one selling machine. And it was limited to 27PS. Even in USA, small bikes used to rule many moons ago. In 1968, Honda sold 350.000 of their 350 models - more than the combined number of all bikes sold be the other manufacturers combined. You could perhaps say that small bikes were on a long break  Still, haven't bikes like the Suzuki DR-Z400, Kawasaki GPz/Ninja250 and 500, Honda Grom and Rebel 500, and Yamaha TW200 and V-Star250 and Virago 535 sold quite well over quite long periods?
100
« Last post by faffi on July 05, 2025, 01:06:29 PM »
Right you are.
I remember a bike coming from somewhere near your neck of the woods. A Highlander? 950cc? 290 pounds?
Disgruntled Husky or Husaberg engineers?
I even had a sales brochure at one time.
Not sure if it was ever produced in significant numbers.
You are correct. I have a brain seizure at this moment and the brand eludes me, but yes, there was a small volume very light 900 or 950 twin made for a short time. The name will come to me, and when it does, I will report back.
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