Service
Service
SHIFTY SHADOW BRINGING BACK A BEEMER HISSING TI LOCKING BRAKES ASK KEVIN
ME AND MY SHADOW
Q:I have a 1999 Honda Shadow Spirit VT1100 that shifts precisely when it is cold, but as the bike gets warmer, it becomes difficult to find neutral, and shifting between lower gears is no longer precise. I am currently using Amsoil 20W-40 but have had this problem using a number of other synthetics and oils. Any help you can provide would be greatly appreciated.
VINCENT BOZZONE BLOOMFIELD HILLS, Ml
A:The first thing you should sure it (and the associated cable) is lubricated so there is as little resistance as possible. Also make sure the lever is adjusted with about 3mm free play before you feel resistance from the clutch. You can vary that amount
to suit your preference, but without free play, you'll risk premature clutch wear. In this case, it almost seems as if there is too much free play, and once the engine is warm, the clutch is not fully disengaging when the lever is pulled to the bar. If the problem persists once the proper adjustment is verified, you should try swapping to a lighter oil. If that doesn't improve the condition, then completely disassemble and inspect the clutch to look for worn components.
BOXER REHAB
Q:I rescued a 1995 BMW RiooGS Paris-Dakar Classic edition from a garage. It had been sitting for 14 years and had only 6,000 miles on its odometer. I changed all the fluids and filters, cleaned the gas tank and carburetors, and replaced the tires, spark plugs, and battery. Filled with fresh gas, the beast fired right up! Even after a couple of ioo-mile trips, I'm still a little unsure of its reliability, but do you think it's ready for some long-distance riding?
CEORCE PODSOBINSKI CANON CITY, CO
A:Congratulations, that is a fantastic find. You are lucky to have not run into any problems during the rejuvenation process.
Depending on what the inside of the fuel tank looked like when you got to it, be wary of any rust or sediment that can be knocked loose by use and end up in the fuel system. Keep a keener eye than usual on the fuel filter, too, especially before any major ride. The carburetors on those BMWs are sensitive to proper assembly, and a small amount of particulate contamination can have an adverse effect on how the bike runs. Moreover, take a good look at the various electrical connections that are part of the charging system and cover them with dielectric grease. Check the charging system output, specifically once the machine has reached operating temperature. Replacing the tires was wise, as one of the enemies is the dry rot rubber experiences over time. Which means you should also keep an eye on the intake boots that run from the carburetors to the cylinder heads. If they crack, an air leak can lead to serious engine damage. Also, make sure you installed the oil filter correctly. It must be shimmed to ensure engagement of the internal seal. If the filter is not seated properly, low oil pressure will result, meaning various parts of the engine could starve for lubrication.
WHISTLING TWIN
Q:I have a 2002 Suzuki TL1000R. The only modifications are a Power Commander, LeoVince exhaust, and an airbox mod that eliminates the intake air-control valve actuators. The bike runs excellently, but when it is parked and shut off,
there is a constant venting through the gas cap that makes a very annoying whistling sound. It's as if the tank is pressurized. Can the fuel-pressure regulator be leaking pressurized fuel back to the tank?
¡AMES PETERS LITTLE SUAMICO, Wl
A:constantly Fuel expands vaporizing, with heat thus and all is fuel tanks have a system that allows gas pressure to be released even when the cap is closed. You probably disturbed or removed the evaporative emissions equipment when you completed your intake modifications. It is possible that either the vent line from the tank is pinched, clogged, or misrouted to an incorrect component. Have another look at the drain lines from the bottom of your fuel tank to ensure they are properly connected and routed. Often, when you lift the fuel tank up on its hinge, the lines unkink themselves, so watch what they do when you set the tank back down.
GOT A MECHANICAL OR TECHNICAL PROBLEM with your beloved ride? Perhaps we can help. Contact us at cwservice@cycleworld.com with your questions. We cannot guarantee a reply to every inquiry.
STOP THAT MONSTER
Q:I have a 1998 Ducati Monster 750 that sat for 10 years in a garage. Regular issues had to be corrected before I could start riding the bike, but two continue since I cleared the cobwebs out of the wheels. The first: The rear brake locks while I am riding. I have replaced the brake fluid, brake lines, and even removed and cleaned the caliper. Brembo does not sell caliperrebuild kits, so I bought a new master cylinder and will have that replaced along with the fluid. If that does not solve the problem, do you have any suggestions beyond dropping serious scratch on a new caliper?
Issue two: The bike does not have a tach. I have been searching for one for years and have only ever seen it once on eBay. I wanted to see if you had any suggestions on where I could find a Ducati Performance Carbon Gauge with LED tach.
LUKE HENDRIX50N ARLINGTON, VA
A:The brake fluid that sat so long in your rear brake system most likely developed crystals that clumped together to form a blockage. Because the problem is intermittent, the blockage is likely in the master cylinder's return port, which means the component should be changed. It is possible to remove the pistons and separate the caliper without a rebuild kit, but that's risky because the seals can easily be damaged in doing so. You'll probably have to change the caliper, as well. As far as a tachometer is concerned, keep searching Craigslist and eBay for the Ducati Performance offerings from that era, because they are not being manufactured now. CUM
ASK KEVIN
Q:I theorize that a large part of the reason we don't have modern two-stroke streetbikes is because consumers prefer the sound and feel of a four stroke. I also think people just don't want to ride a two-stroke. But when I look at the 40-year-old two-stroke technology of my three I<awasaki triples, I often wonder what a truly modern two-stroke streetbike would be like. Using today's technology, what would be the configuration and output of a large-capacity two-stroke for, say, a sportbike or a naked standard?
JOSEPH BYRD CEDAR RAPIDS, IA
A:Many people do preferthe sound of four-strokes, but the real reason forthe departure of two-strokes from showrooms and highways was ever-stricter EPA emissions limits. To fit the four necessary functions of intake, compression, power, and exhaust into just two piston strokes, a carbureted two-stroke must begin blowing fresh charge into its cylinder while its open exhaust port is still completing the exhaust process. No matter how wellaimed its fresh-charge (transfer) ports, such an engine always loses some fuel straight out the exhaust port-a process called "short-circuiting." That 25 percent of the fuel short-circuited out the exhaust is the high unburned hydrocarbon emission that killed the road-legal two-stroke.
As long ago as the early '70s, a French motorcycle maker, Motobecane, tested a way to stop this fuel loss.
That engine had no carburetors, so it took in only pure air and delivered pure airto its three cylinders. Then, once a cylinder's exhaust port had closed and short-circuiting was no longer possible, a special high-speed, fine-droplet-size injector squirted fuel mist directly into the cylinder. A special injectorwas necessary because there is only onefifth of a crank revolution between exhaust closure and ignition-very little time for injection and full fuel droplet evaporation.
Bombardier and OSSA are now producing such □ Fl engines. Because two-strokes have natural ECR, their NOx emissions are low, allowing DFI two-strokes to potentially become EPA-legal engines.
Let's imagine a range of road-legal two-strokes, based on Bombardier's E-Tec DFI-a 500cc twin, 750cc triple, and 1,000cc V-4. DFI would give these engines four-stroke fuel economy and smooth idle. Peaking at 8,000 rpm, each cylinder would comfortably make 50 hp.
Will it happen? Not likely, because it's cheaperto buy four-stroke emissions technology already developed for cars.
Kevin Cameron
