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Thanks for the quick replies!I figure I am a bit more careful on something like this from my old background in power transmission-and of course a good macro photo shows all kinds of things.The surface cracking is actually not a worry, and the lands of the belt are not damaged. I was just surprised at the abrasion on the jacket of the tooth face, which is on the drive sprocket pressure side. In a conveyor or other situation I would consider backiong off the tension a hair and observe, but the tension was set according to spec with a standard 10 lb load. Having a second bike to compare ( prepped by the dealer) was also interesting. I just felt even as I set tension all those miles ago, that 12mm deflection at 10 lbs was pretty tight.Belt replacement on a Scout is NOTHING like the Harley setup. Only the left shock and belt cover comes off. I think it would be a lot easier than even a chain with a master link, and I think I could do it in 15 minutes, plus tensioning time.Leafman, I love this thing, and I put on the reduced reach foot controls, so I can say it isn't much different from a Cali 1400 Custom in seating position. The general feel of the bike is a LOT like a V700, with the forks well ahead of the rider. Not a lot of steering lock, but you can compensate by using the "motor officer" technique for close quarter riding.Hey, I even won the slow race at the Indian Homecoming rally!
All the hell is out of it after the trip out West. Now I want to put some back in!
To be clear also there isn't just one Harley setup.The BT's are a relative pia because the belt is on the left and the primary has to come off, but on the Sportsters the belt is on the right and is much easier (shock, belt cover).Just another reason the Sportsters are better bikes. Sounds like the Scout setup is similar, even down to spec.
...but you can compensate by using the "motor officer" technique for close quarter riding.
If a belt is that simple to change on that bike then justifying gear oil changes on the Guzzi at 6k mile intervals seem time intensive in comparison in the long haul. I like my shafty yes, but if/when something goes wrong, I'd have to say belts win by a wide margin. No?
24k replacement interval on my F800GT, and installation is reportedly a 30 minute job, but I understand the belts are $400 from the BMW parts counter. Must...find...anoth er...source...
Yeah, the BMW is a whole other world. As usual, they took something and made it more difficult. As of about 6 months ago, there was no aftermarket belt for the bikes. You gotta buy them through BMW. The replacement interval is relatively short and I have several accounts of the BMW belts not lasting much beyond the 24,000. I sold my 800 because of all the recalls and problems. It's a helluva running bike and hopefully the GT is worked out to eliminate all the problems of the early 800s like mine.
Along with my F800GT, I have an '07 F800ST, bought new. Aside from a leaking fork seal, the ST has been perfect. Sorry to hear your experience was different.
I've had enough of it. I still own about 4 BMW's but I avoid a new one. I may go back some day but, for now, no.
BMW is the most problem-prone motorcycle made today. Especially any new bike they introduce is typically plagued with issues. Sometimes, as with the final drive failures, the problems aren't fixed for years.
Agreed. I've always been a shaft drive fan, but, am really liking the idea of belt drive. It's lighter, more efficient, and less expensive to fix if something goes wrong.
It is my understanding that most of the problems were fixed by 2010, the big one being the rear axle bearing. It's too bad that the early bikes were problematic, as I like the look of the one-year-only (for the US anyway) F800S.
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