|
Post by gonza07 on Oct 1, 2015 1:26:05 GMT
Hi guys.
After a gasket shift due to overheating , failure from 5500 rpm , is a 700 FZ 2KT .
Carburetor two membranes that were punctured changed .
He changed the fuel pump , CDI , spark plugs .
The bike starts to fail at 5500 rpm , after a while driving en route achieved up to 7000 rpm but not more . And failing manages to reach 180 km / h .
It may have been bad timing chain with the wrong time ?
Poorly fitting valves then reassembling after the change of gasket ?
I need your help!
|
|
|
Post by moto1818 on Oct 5, 2015 0:03:17 GMT
Hi,
I assume that the bike was fine before the overheating issue.
I also assume you mean that the head gasket has been replaced.
The way to approach any problem like this is to eliminate in logical progressive steps, don't be tempted to jump steps or assume!!!
I would use these basic checks.
A fundamental first check is a compression test, if these are fine then move on if not a cylinder leakage test is required to find out where the 'missing' compression has gone, some examples,
1. Piston ring wear (high crankcase pressure).
2. Valves not sealing, could be chipped valve, valve timing incorrect, worn faces/guides or valve clearances.
3. Head gasket failure (high cooling or crankcase system pressure/external leaks).
Given the above is ok my next check would be a valve timing check, logical given this has been disturbed.
1. Get cylinder one at TDC on the firing stroke and check all marks align.
2. Ensure you check both inlet and exhaust cam marks.
If the above are ok then my next step would be to move on to focussing on the four things needed for a good running engine more closely and individually.
1. Spark/ignition.
2. Fuel.
3. Air.
4. Compression.
I always start with ignition, firstly I remove the spark plugs, these can give you vital clues as to where the issue is, the colour tells all if you spend time looking it can save you hours. In this case I would check the ignition timing and all ignition related areas due to the possibility of things being disturbed or incorrectly refitted. Plug caps (tracking to earth, this can be detected in a dark garage) , coil wiring, plug leads on in the correct order etc.
Next is fuel, again has anything been incorrectly fitted or has a fuel line been kinked, check the filter, ensure the carbs are refitted correctly, air ingress between the carbs and rubbers would give the issue you describe.
Check the air system, often overlooked but a vital element, a basic check of this system is required, filter, pipework routing etc.
lastly compression (although its a first check) you will have found out earlier if you have good compression, this check is to make sure its in the correct order, this is covered by the valve timing check, all the things above if correct in the right order will give you a good clean running engine.
This is only a basic overview of the initial checks, once you have found the area where you have the problem we can focus in and resolve it.
Hope this helps,
regards,
Bill.
|
|
|
Post by gonza07 on Oct 5, 2015 14:29:38 GMT
Dear Bill . Thanks for the help. He commented that many of the things you say have been checked . I wonder which is the exact point , I show the pictures of the motorcycle as it is now . Attachments:
|
|
|
Post by moto1818 on Oct 5, 2015 17:41:38 GMT
I think the valve timing is incorrect. The centre of the 'T' mark should be aligned with the fixed 'V' mark, that indicated No1 cylinder is at TDC on the firing stroke, once you have aligned this correctly have a look at the cam marks, the picture shows them in the correct position but will not when the crank mark is aligned.
|
|
|
Post by gonza07 on Oct 5, 2015 20:00:33 GMT
Bill .
That mark " V " where is it?
What do you mean?
|
|
|
Post by Graham on Oct 5, 2015 21:46:16 GMT
I think he means the tip or point of the V on the engine casing.
|
|
|
Post by moto1818 on Oct 6, 2015 16:41:14 GMT
Yes, the 'V' mark is as Graham says, on the crankcase.
|
|