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Discussion in 'Thumpers' started by Gregster, Jul 6, 2007.
I got the 13t sprocket today and it is sweet! I cant wait to get offroad tomorrow
I have an acewall speedo and tach, so don't even really need the speedo drive, but it makes a good spacer.
Did you notice more vibration with the xr triples since they aren't rubber mount?
I may need the spacers for the other side also-might have to order those from Honda along with the bearing spacer.
I want to upgrade my suspension
There was no difference in vibration, my original XL clamps aren't rubber mounted. I kind of enjoy the vibration it is part of the thumper experience. I think it is more thumping actually more than vibration because it doesn't buzz my feet and hands to sleep like a multi.
As far as spacers go, I used the ones from the 400, but I did have to add a washer to one to get the disk caliper centering just right. If you need to order all that stuff, might get new seals too, they are probably different, although I have run mine many many miles with no seals at all trusting the bearing seals as they do in automotive applications.
Before I got a 400 axle and spacers I had an axle made at the local machine shop that was 15mm diameter and had the other sizes needed to match the fork. They copied the original design and made the special nut to fit it for the disk brake side where the 400 forks clamp onto it like the other side. I still use that wheel and axle for a hot swap of rubber. Both wheels are assembled with respective axles and speedo drives, it takes just a minute to swap. Unbolt the clamps unhook the speedo cable, swap swap, put it back together.
Well I am back after a break, just picked up an xl600 lm, can I just ask what you guys across the pond are doing to your bikes ? it has taken nearly a week, but I have read through all the previous posts and it seems to consist of mainly rebuilds at low milages ! lots of useful info though.
In what way?
They all seem to need rebuilding below 10000 miles, four strokes should go for a lot longer especially hondas !!!
I tore into mine at 20K, running fine, to put in an overbore higher compression piston. Again at 40K involuntarily when I had a crankshaft crack. If not for the crank breakage I would have done nothing but ride. They do last well with good care.
many do go a lot farther than 10,000 miles. however, the ones that don't are probably more likely to come here for advice; so the sampling of people/bikes in this thread are likely to be a bit biased.
on the other hand, while the large RFVC are very reliable, they are one of the highest output/cc production air cooled single cylinder 4T motors out there, and overall aren't as long lived as the smaller dual valve honda singles that do seem to live forever.
Just ridden mine for the first time , to say impressed is an understatement , pulls like a train and doesn't vibrate as much as my tuono, one happy customer, going to check my valve clearances as the engine is too quiet !!
After installing new fork seals and steering bearings yesterday, my new-to-me '83 XL600r would not start. I have been having intermittant starting issues, sometimes she'd fire up with a single kick, sometimes I'd have to jump on her for 10 mins. Now, nothing. Won't start with starting fluid, I'm detecting what I consider to be a very weak spark with a brand new spark plug. Is there a common problem with this bike such as bad coil or something I should be looking at?
Thanks in advance,
Thanks man. Sent this off in an email to race tech and awaiting response.
Elmartilo the stators seem to go bad at the drop of a hat !
Am having trouble getting ANY jets at all for my bike. The Keihin catalogue doesn't even list the PH model. Honda only list thier standard 115,112 sizes.
Looked at other sites Sudco, Jetsrus etc to no useful end.
Davek181 you seem to have explored this jetting thing pretty well
where did you get your jets from please? Just to make sure i have the same jets as you guys: O/A length is 39mm , 7mm dia thread X 12.5 long, 6.5mm long hexagonal nut, 5mm X 17.5mm long emulsifier tube.
Am getting a bit antsy costs are mounting Partzilla cant seem to find crankcase gasket part numbers and taking their time. Have all my other bits done tho, valve grind, top end is good, rebore, conrod/crank refit.
I get my jets from jetsrus, I just looked at their site and they have a listing by make and model. The listing for xr/xl 600 lists the proper slow jet, but they show the wrong main jet. There are basically two main jets, the hex head and screw head. My XL has XR carbs but the jets are the same hex head. Look in XR600 93- on listing and they show the right jets for hex application I believe. Measure to be sure though.
I looked up the crancase gasket and got 11191-MN1-700 for a part number. I looked it up on Babbits onlne and they show a price of just under $14.00. Your local dealer may be able to get one too.
What symptoms would a failing/failed stator display? Is there a way to troubleshoot the stator?
Yes: although I just guessed and bought one when I had weak spark, there is a way to diagnose it. You will need a multimeter that measures resistance in a circuit, and a manual or someone with a manual to tell you the values that it should measure between wires of certain colors. What you will do is unplug the stator from the wire harness and hold your multimeter probes on two terminals at a time, as specified by color from the manual. This will measure the resistance that it is, versus what the manual says it should measure, in ohms, the unit of resistance. If it is not right, you may have a shorted coil in your stator. Capice?
All XL carbs I've seen use the standard slot type Keihin jet. They are the 99101-393 type shown here on the site I purchase jets from. It's a standard street carb style jet. The same as were in my ZR550 Kawasaki. On this page they're the forth one down the page.
The XR carbs with the quick change float bowls use the hex type jet shown as 99101-357 on that same site. Sounds like you may have those.
Not to start and argument, just trying to add to the knowledge base, but I have bought some eBay carbs for an XL of unknown vintage for parts and they had hex jets in them. I don't remember what year they were, but they had the 108 main in the secondary carb, so whatever year they did that. They were XL carbs with the standard float bowls and larger slow jets, I was secretly hoping to get another set of quick change bowls and XR needles but no such luck. The other parts I wanted like the primary slide and linkage is identical across all models and that is why I bought them. Another difference I have heard of but have no examples of is that some models use a fuel mixture screw and others have an air mixture instead like all of mine.
I think the screw head jets and hex heads are interchangeable with each other as the sizing is the same, just the depth of the float bowl is different. i think you could use the screw head in all carbs, but not necessarily the other way around. You are correct in the identification and numbering of the different ones. As I mentioned, measure to be sure and match what you have design wise. As far as I know there are only the two styles in main jets. The XR and XL slow jets are also the same except for sizing. The XR used a lot smaller one for some internal design reason unknown to me. XR needles are different too, and the choke.
Good description of the process, now to find the source of correct resistance values...
Would you say my description of symptoms are indicative of a bad stator?
Looking around on Thumpertalk, I saw a re-solder fix for XR CDI units. In your experience, is the ignition unit a more/less likely cause of the weak spark?
Thanks for the feedback...