Great White

Boy, im really thinking it could use a 170 or 180 radial in there now.....

If i had ro place money on it, id say the road surface was somehow contaminted and you just had the poor luck of being in the wrong place at the wrong time. did you low side or high side? low side makes contamination a likely cause. High side would seem to indicate brake lockup on otherwise good road surface, unless it was a loss and sudden regain of traction....

Ah, thermostat. Makes sense.

From what I've read of your descriptions, sounded like a classic low side from a front end wash out. Either locked up front brake or something on the road (sand, oil, antifreeze, etc) which changed the traction you had. Not all front end washout are from lack of traction sliding the tire out . If traction drops and you've got a handful of front brake it can cause the wheel to lock up and you end up with the perfect storm of a locked front wheel in a lean and reduced available traction. Just guesses though, I wasn't there..... Strange thing is, a low side doesn't usually result in lots of broken bones and such, which seems to have happened to you... Low sides usually just get you lots of rash or maybe a broken collarbone or ankle/wrist. Just bad luck I guess.

Fat butt: http://i1174.photobucket.com/albums/r618/justonepict/700FB1DB-5854-4A13-9F60-5029F54ED459_zps4i4vb5yz.jpg First dry fit for alignments and fabrication. Geez that's a wide butt! Changes the whole feel/ look of the bike. Gonna take some getting used to..... Not sure on what to do with the chrom on the crash bars. They're quite a bit rusty. Might give it a try and see if it will polish up. If it doesn't come up nice enough, I can always go to my painting it black scheme...

I'm guessing he means the temperature sensor, although I don't think that has an input to the TCI either. edit: on second thought, given his previous posts on temperature running high, I'd say it was supposed to mean he's solved the temperature running warm problem and suspects it's the radiator....

NopeNope, limit one summer per household per year... Unless you want to fly south that is....

http://www.venturerider.org/forum/showthread.php?102642-New-guy-with-an-83-well-sort-of-anew-guy You can probably start somewhere around the middle and reasons are in there...

And so it begins: http://i1174.photobucket.com/albums/r618/justonepict/9F4C66D4-E88F-40DC-8178-9C0F7588C42B_zpsqdrklpgi.jpg Quite surprising how easily the entire rear section comes off.....

The proportioning valve is what limits and distributes pressure. If you've taken it off, you're getting full master cylinder pressure to the caliper. "That's all there is and there ain't no more"......

Linked brakes were conceived for novice riders. The Yamaha service manual pretty much states so: "The exclusive advantage to this brake system is that the brake operation requires no skill..." http://i1174.photobucket.com/albums/r618/justonepict/newbiebraker_zps0plnamof.jpg It might not say "novice" or new", but "no skill to operate" says the same thing in different words. But what a new rider would be doing on an 800lb, 1200 cc 100 hp touring bike I'll never know...... As I'm sure you know, there are many riding techniques where you employ the rear brake to improve stability and control. The dynamics of vehicle control between two wheels and four are very different. Bikes need independent control of the rear brake in order to perform certain "advanced" maneuvers. Some guy just stomping on the rear brake and locking hte rear wheel or stomping on it in a panic stop means they need more experience as they havn't yet mastered the "basic" maneuvers. Proportioning valve gut: http://www.venturerider.org/forum/showthread.php?43598-De-linking-brakes-idea-for-83&p=416932#post416932

dropping 250 lbs means it still weighs around 650 lbs. Add a rider and you're looking at around 850 lbs AUW. That's a lot of weight for a bike no matter how you slice it. I've never had a problem of too much brakes on a bike, but not enough brake will exponentially increase the pucker factor.....

Well, I think I'm going to lay the Venture up and start tearing it down. Frost almost every morning now. It's not cold during the day, but I have a lot of work to accomplish on the V this winter and more time I have the better. I still have the FJ1200 if I feel like riding and that's mostly what I ride locally anyways. Yep, starting to make a lot of sense to lay 'er up....

I can always appreciate the work involved in creating these things, but totally useless as a bike.

If you still have a working tci, I'd slave that in to see if the response returns. If it does, you may have to upload a different curve into the ignitech. If its the same (ie: laggy) with the tci, you know your issue is in the carb setup somewhere. I would be surprised if your issue is the ignitech. I don't think I've heard of anyone buying one off Gary and it not being a simple plug it in and run it deal....

Here's our current "motel": http://i40.photobucket.com/albums/e235/gr8twhite/lockeddownalbum/Travel%20trailer/831RLBSS/DSC04007.jpg http://i40.photobucket.com/albums/e235/gr8twhite/lockeddownalbum/Travel%20trailer/831RLBSS/DSC04010-1.jpg http://i40.photobucket.com/albums/e235/gr8twhite/lockeddownalbum/Travel%20trailer/831RLBSS/DSC04008.jpg http://i40.photobucket.com/albums/e235/gr8twhite/lockeddownalbum/Travel%20trailer/831RLBSS/DSC04009.jpg Haven't had a bad stay yet. Food is always good, management is always nice. Plus, we know the sheets are clean.... Thinking about getting rid of it though. It's a great trailer, but like all things in life, our needs are changing.....

Barely scratched the surface on cv carb function my friend. Im no expert on them either. Something else to consder if youre building a bench rig is reversion. Each carb is feeding only one cylinder, so you're essentially running four thumpers on a common crank. A constant source airflow like a pump isn't going to simulate the reversions that a single cylinder makes. In a nutshell: the intake valve slamming shut creates a reversion wave in the intake tract. Multi cylinder engines like a v8 or v6 (even an I4) feeding through a single carb have this effect greatly reduced due to the intake volume (mainly the plenum volume). They do deal with it, but the effect is so reduced that engineers pretty much only design for it in the runners themselves. Bike engines don't have a plenum and a very short intake tract, so they have to deal with reversion pretty much right up to the air box. This is often where resonance is put to good use and it counters the reversion wave. Crazy amount of science and experimentation behind the whole thing.... The thing about the Venture is that it's like every other engine out there: the power is hiding in the heads. Valves, porting, ports sizes, cams, etc. That's essentially what they did when making the Venture engine into the VMax and pulled ~145 bhp out of it. Haven't seen a reliable hp number without V boost, but guestimates on how much it adds run from 5 hp to 20. Someone will need to do a dyno run with it on and with it off to know. The stage 7 kit doesn't use vboost though. It's deactivated..... Sensors for efi can be had dirt cheap. Just take a tip toe though any u-pull yard and you can be all set up for under 50 bucks. Gm vehicles are a good source for generic style sensors, manily because the general builds pretty chesp cars and they typically lack in sophistication (not those high end stuff, the day to day stuff). I usually bring coffee for the hard monkeys when shopping for sensors and get away even cheaper than 50 bucks.... Can't help with building the lookup tables though. That's just plain old head down and get into 'er work.

That's just the "air" side of it. The fuel side is another story. For example: Changes in velocity also effect the emulsion tubes, which are critical to low speed and transient operation....and believe it or not, WOT also. There's also resonances to be considered when designing an air box. Get a resonance at the wrong spot and you may go lean or rich at differing RPMs and have no idea why. "Air box" makes it sound so simple. How hard can it be to build a "box"? But the science behind it is just crazy. What seems like "more air" often means more problems and/or less power. Or, a bump or curve in the wrong spot and it all goes to H-E-double hockey sticks......

I don't know how you would read the differential across the diaphragm if that's what you're asking. Maybe some pictures will help. CV carb at rest, engine not running (the slide is actually up in this pic, but it will do for illustration purposes): http://www.dudeworld.com.au/images/CV13.jpg The slide is down at "OFF" and idle because the spring is holding it there. Pressure is equal on both sides of the diaphragm so it doesn't move. Incoming air (engine running): http://i1174.photobucket.com/albums/r618/justonepict/Air_zpszasimzlk.jpg With the engine running (above idle and fast enough to raise slide) you get into the Bernoulli principle and it's effects on the slide hole in the venturi tube section of the throat: http://i1174.photobucket.com/albums/r618/justonepict/Slidehole_zps9vpvvutb.jpg what happens is a pressure drop below atmospheric pressure in the throat. The slide hole makes the area above the diaphragm a common chamber with the carb throat so it experiences the same pressure drop (it also adds more pressure drop due to the slide hole being at a right angle to the throat airflow): http://i1174.photobucket.com/albums/r618/justonepict/PressureDrop_zpsvxmugek0.jpg when the pressure drop is enough, atmospheric pressure (which is ported to below the diaphragm) overcomes the spring pressure and the slide starts to lift: http://i1174.photobucket.com/albums/r618/justonepict/atmospheric2_zpsbzx5co1g.jpg The more you open the throttle, the more Bernoulli effect in the venturi, the lower the pressure above the diaphragm, the higher the slide is raised by atmospheric pressure. Really quite ingenious. So if you were to try and measure the pressure drop, I guess you would have to tap it off one of the carb tops above the diaphragm. Maybe with a fitting through the cap/cover or something....

I'll take that bet. I'll jump out with my parachute and you jump out with crud. We'll see who gets to the ground first! Errr, on second thought; you'd probably win that one...... Fun facts: terminal velocity for a sky diver in flat "belly to the earth" postion is somewhere around 120-125 mph. Head down can be in the 300-340 range. Highest velocity ever achieved was by Felix Baumgartner : 834 mph from a height of 128,100 feet. That's supersonic speeds in nothing but a pressure suit....literally, the fastest man alive.....

If you want to "get back on the ball" you should talk to a physiotherapist. They will look at you injuries, your stage of healing and give you exercises that will increase your mobility and core strength as well as any atrophy you've had. Once you're healed properly, you can go to the mass workouts. Until you're healed, you need to talk to a professional as to what your limits are. Get your doctor to refer you to physio and I think it might be covered by your insurance. It is in Canada, but our health care system is a little different than the States. Pain in this case is NOT your friend. I am a former weight room junky myself. I've also had several serious injuries. Getting back on a program after a serious injury is not just a matter of "pushing through".....

The problem is, how do you deal with a guy who just gets in a car and drives it when he isn't licenced or insured? Sure, you can pull his licence, but there's nothing to say he can't buy a car if he's got the money to do it. I also don't think we want the gov't that far down in our shorts that they watch everything we buy. Even if they did watch every purchase, there's nothing to stop him from a private sale from someone. If a guy is going to break the law, he's going to break the law. Problem with that is you can't sanction someone because you think he's going to break the law. He has to break it and you have to catch him. Thats a slippery slope when you start penalizing someone for what you think he might do but hasnt done it. Who gets to make that call? It's only one very small step away from McCarthyism style justice at that point. I don't think anyone wants that. I know I don't. Sad thing is, someone else often ends up paying the price for their breaking the laws. In this case, two someones....

A Venture will run just fine on VMax carbs after its jetting and settings are sorted. It will just run rich until set up properly. Theoretically, larger throat diameter means more hp, once set up properly. Vmax carbs on an 83-85 will be 1mm larger in the throat. 86+ venture carbs are the same diameter as VMax carbs. 86+ are only different in the jetting and handlebar mounted choke lever. Before you spend 300+ bucks on an ignitech, what troubleshooting have you done that makes you think its the tci? Have you at least metered the spark plug caps?

Nah, it's past squealing and just comatose now....http://www.scarletuser.com/images/smilies/svengo.gif

Who? Me? If you mean me, I won't know anything until next spring when it rolls out for the first time. No plans to add v-boost at this time, unless I find a manifold for a song. Then maybe...