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Showing results for tags 'timing'.
Found 22 results
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I haven't posted to much, but what a great site. I would like to thank everyone for the info that I have received already by reading previous threads. But to my problem. My 84's timing is out of the marks, and can't find any way to adjust it back. Looked through all manuals that i could find, and read what i could on this site, but couldn't find where to go! Any help at all would be great!! everything else is ready for my 10,000k trip in july except this.
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Hi all. Still can't get my XVZ1200 84 model to run, I've sorted out the TCI unit, thanks Mike, and cleaned the carbs but it still refuses to start. I think I'll check and reset the ignition timing tomorrow, weather permitting. I think the problem's with the ignition timing because when the bike's turning over it's missing, giving out a loud bang every other spin, so that points straight to the ignition timing, right???
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I'm doing my 52,000 mile valve adjustment. My dilema is this. The manual states that when #1 cylinder is at top dead center you will see the timing mark through the viewing hole and the cam lobes will be facing away from each other. Mine lean in towards each other. When turning the engine 180 degrees and so forth it all works out that when you hit #3 cylinder you see the other single timing mark so I guess I'm doing it right. I noticed this last time nd chalked it up to a mispraint in the manual. Anyone else experienced this?
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Hey Guys, This is just a learning exercise today. I've been searching for specific info on the timing of the 1st Gen, particulary the 84 since that's what I've got. If I understand correctly, our V4 is an odd fire engine, meaning that the cylinders are not evenly spaced 180 deg apart like the typical inline 4. However, when looking at the pickup coils on the inside of the left cover (see the pic I found and re-attached) it appears that not only are the banks separated by a prescribed angle, but each cylinder within the bank appears to also be separted by a smaller angle. My search leads me to a 70 deg angle between banks, but what is the separation angle between cylinders on each bank? Why would the mfg have chosen that timing, and is there some benefit that escapes me? Thanks all!
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Looking for a little help. I am to the point where I need to check the cam timing on my 87 to make sure it is correct. Been working on this project all summer now and the bike is still running lean. I am sure there is someone out there that can guide me through this process rather than trying to figure out the complicated procedure axplained in the Yamaha Service Manual. I already have the carbs and valve covers off. A diagram would be great, even a hand sketch. Is there any way that the TCI unit could be causing a lean condition ????? Thanks for such a great site. Mike Allen
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Fallen Gears when I removed the cover.
Guest posted a topic in Venture and Venture Royale Tech Talk ('83 - '93)
while I was taking the left cover off the engine to get to the burnt stator, the smallest (top left) and middle size gears jumped out too. I have managed to replace them into their designated places but am not sure if they, or their shaft, might have turned a bit before I got them back on. Are these, in any way, timing or otherwise sensitive to their exact rotational position? Looks they might simply be used by the started to drive the main shaft... but not sure. I've done timing on cars with gears, chains, cogged belts, etc and the rotation of the gears is ABSOLUTELY important... is it here? I'm afraid to try starting it in case I've messed up... please help. I'll try to get a pic tomorrow if we need it - too dark now... Thanks -
I need a little help or advice on a goldwing problem
GS51 posted a topic in Honda Goldwing Tech Talk
I am looking for some help or advice on an 86 Goldwing 1200 My son got a n 86 Gold wing last spring, yea I know it’s not a Venture but he likes it and the price was right his other bike is a Valcon 1500 and he can’t keep up with me when we ride together and long rides are out on that thing it’s just not comfortable on road trips. Anyway last fall the stator went out so the project over the winter was to replace the stator. Well as you know if you have ever worked on a Goldwing to replace the stator you have to remove the engine. So while we had it out we replaced the clutch and the timing belts rather than waiting on them to break down. Well the stator is replaces and working good that’s another story in its self, and we double and triple checked the timing belts with the engine out and with engine back in place. The clutch works better than it ever did when he had it. After putting it all back together the engine runs good a little back fire but hardly noticeable when sitting still even at high rpm’s but when he tries to ride it there is just no torque when he lets out the clutch in gear it can hardly move itself on level ground any king of a grade and you have to keep slipping the clutch to go. When you release the clutch it stalls out completely, the clutch works fine fully engages and disengages just like it should we even flushed the clutch cylinder and checked to be sure it is working freely all is OK. We had the carb rack out at least 4 times to check for vacuum leaks or linkage problems but nothing. Timing is right on, all the cylinders are getting spark 2 of the cylinders look like they may be running rich (Plugs are wet) but no indication of unburned fuel in the exhaust. We really don’t want to rebuild the carbs without having a real good reason to. We are at the end of our wits and he is ready to scrap it out for parts if we don’t get it running soon. This bike ran good before we had to pull the engine to replace the stator. So any help or suggestions would be helpful Thanks Gary -
As I have stated before my other bike is a Honda Valkyrie. A common performance modification that is done and I have done to mine is the one listed below. http://www.valkyrieriders.com/shoptalk/ect-mod.htm It is basically tapping into the ECM's programing which advances the timing while the bike warms up to normal operation temps to advance the timing. The Modification allows the rider to have control of advancing the timing AFTER the bike is warm also giving a bit more power and fuel efficiency. Very simple and mostly cheap and effective. I've found that my mpg increase and power increase is most noticeable with 89 octane fuels rather than 87 or 91. The modification can be turned off at any time when needed or desired. Can anyone tell me if this can be done to the Royal Star and if so where and which wires would need to be accessed.? Thanks, Tom
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Ignition timing – Check the timing and/or adjust, How to? Since I am in the process of doing some maintenance on my 06 RSTD (sync of carbs, installation of new plugs, oil change, lubrication etc, I thought I should also check or adjust the ignition timing. What are the procedures / guidance for doing this work? Where is the fuel filter located on the 06 RSTD motorcycle and how difficult is it to change this filter since I will have the fuel tank removed during this work. Are there any kits available for making this task any easier in the future? Thanks 2 Flights
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We're having an issue with the 2002 Intrepid (2.7L V6) my daughter drives. Sometimes (and becoming more frequent) when accelerating from slow speed or stop there is a massive hesitation. The RPMs might rise a little bit but then acceleration stops and the tach stays steady. I can hear the intake noise from the open throttle plate but there is no power. No perceptible stumble, just no power. If the pedal is released the engine idles fine. After 15 seconds or so everything straightens out and it runs great. The service engine light seems to be non functional. The OBDII is showing five codes, four for the four oxygen sensor heater circuits and one for a multi cylinder misfire. I'm assuming the multi cylinder misfire is being set when we see the hesitation. My understanding is that the O2 heater circuits should not create a driveability issue. For those of you that have been around outboard boat motors: The engine sounds just like when you open the throttle butterflies on an outboard without pushing the linkage that works the spark advance. There is the BWAAAA of intake noise but little RPM increase and no power. I had similar behaviour with a Virago where the TCI was not advancing the timing. So I suspect the hesitation is being caused by a failing PCM not advancing the ignition timing. Of course the problem is intermittent enough there is little chance of verifying that with a timing light. Appreciate any feedback on my reasoning or alternative thoughts. Thanks.
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Is anyone else experiencing any problems logging on to PayPal, I have been trying for over an hour and cant get onto the site, system keeps timing out...........I am trying to send Rick Butler a payment.
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So I just purchased a 1996 Royal Star Tour Classic. I love the bike, its so comfortable and balanced it has beautiful lines. It has aftermarket pipes, but was never jetted, plug check looks good, light brown. I was hoping to bump up the ~70hp and was thinking of the Dynatek module but read a one sentence statement that said I could advance the stator by 4 degrees. The 5700 rpm rev limiter should be addressed but I am looking to get the timing bumped for more performance. What do you guys recommend Dynatek or timing advance and detailed instructions on the procedure for correctly advancing the timing would be great. Thanks
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You got a bunch of pets, you got a bunch of problems. Just in the last couple of months we had to put on of our cats down due to cancer, one of the dogs was infested with whip worms and needed serious attention; and I just dropped another dog of who can't keep his feet under him, and is losing control of his bladder and bowels. No direct diagnosis, 'cause the vet had to go into surgery, but he's throwing terms around that don't sound good: stroke, tumor, cancer, cat scan, MRI, chemo ..... Methinks wife's not going to be happy with the outcome on this one (either). Lousy timing, right before Christmas!
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Does anyone have one of these Barons timing hole cover with a V4 on it link is below. I would like to buy one (used). http://www.baronscustom.com/catalog/display/665/index.html Steve aka Bubber
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Well, now that the carbs are together, I tried in vain to start the thing today. It backfires out the carbs and exhaust, which is funny since it actually ran, albeit not well before the rebuild. It will fire and almost take off at times, but won't start. I am thinking that somehow the ignition timing has gotten out of adjustment. I have the instrument cluster off the bike, does that have anything to do with the ignition? Also, where is the ignition timing adjusted, if it can be? I also noticed the oil is like chocolate mousse. I filled the cooling system partially, but neglected to check the oil condition before i started messing with it, so the water may be from a previous encounter, and I am hoping there are no leaks into the case. Time will tell. Good news is that I have until January 5th to tinker with it.
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My 93 1500 silverado,5.0 tbi------developed a miss and was running poorly---the gentleman that does all my work to keep it running -----Brought out that ancient relic called a 'timing light'----after checking,was told that the timing HAD decreased 12-15 degrees! once we were able to loosen the distributor{that was ajob within itself}--advanced the dist. back to it's correct degree,all was WELL ---------the idle smoothed out,my gas mileage went back up{to a whopping 17 per gal.} and overall driveability went back up ------------was told that the TIMING Chain has STRETCHED?????????? only have 188K on the motor---------replacing the said chain,water-pump checking the oil pump-----power-steering hoses need to b replaced!!:mo money::mo money:SOOOO has anyone heard of the 'stretched timing chain' ?????????????????????? I understand what the problems could be IF not taken care of!!!!----------:usa:
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Looking at the ignition advance curves for the 1st Gen's in the service manual show high timing advance (15- 48.5 degrees) at low vacuum (1.57 in. Hg). And low advance (5-30 degrees) at high vacuum (9.84 in. Hg). This is opposite of cars. NORMALLY: High vacuum is low load on the engine therefore allowing more ignition advance. ie. cruising along Low vacuum is higher engine load therefore less timing advance is needed. ie. hard acceleration Can anyone explain this? Are the 2 curves mislabeled?
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Seems like this shouldn't be too difficult, but I am having a terrible time trying to loosen up the timing plug on my 83 VR. Any tips? I tried fitting a nickel into the slot, fit well but ended up bending the nickel instead of backing the plug out. Appreciate any help!
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How do you adjust the timing if it's needed? The manual tells how to check it but not how to adjust it. I assume you need to pull the flywheel off to make any adjustments. Or at least pull the sidecover off if you can make adjustments through the flywheel. But I kind of dought that. Anybody have any pics? I've been having some pinging lately when under a load. Not sure if I got some bad gas when I went to the Dells this weekend. I'll try some high grade stuff from one of my normal stops before making any changes to anything though.
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Does the timing chain tensioner on the 83-93 VR's ever need adjusting? I would assume it does it automaticly. If it dosen't do it on its own, how do you know if it needs to be adjusted? Would it make any noise or just run different? There isn't a lot of info in the manuals.
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http://www.cnn.com/2008/WORLD/asiapcf/02/28/biker.meeting/index.html
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Can anyone tell me how to check the timing chain tension. I have a noise that I am trying to run down and would like to be able to eliminate the timing chain as the cause. Thanks for any help.
