garyd
L plate rider.
Posts: 29
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Post by garyd on Oct 13, 2021 10:18:04 GMT 1
I visited too, & echo what Dusty says. Dave's very knowlegeable, - I'd no idea of the complexities of setting a 2 stroke up.... A good story from his younger days about picking the brains of a retired Lotus F1 mechanic.
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Post by muttsnuts on Oct 13, 2021 11:36:05 GMT 1
Had a great day up at Dave's place in Wetherby Up at 3.30am, and on the road at 4.30, and arrived at Dave's a couple of mins before 8am. Dave turned up same time, and we had a natter, and got the bike up on the dyno, and ticking over whilst Dave made a brew. His workshop is about 30m long, and he could decipher a "chirping" from the far end as the bike was warming up ? Head gasket or exhaust gasket says Dave, and sure enough, the head bolts needed tweaking with the torque wrench to get them right again. I hadn't heard anything untoward !! Once warm, the first dyno run proved a rich mixture - the bike was fighting itself to get through a mid range hole and you could see it wanting to skip on the dyno drive drum. Turn off, cool down, and carbs off for the first jetting change. The next run was much better, but the data suggested a further tweak, so carbs off, and another up on the pilot and down on the mains. The next run was a revelation compared to the first - a smooth transition all the way through the range, with the bike nice and stable on the dyno and not fighting itself anymore. I didn't wear ear defenders as I wanted to hear the pipes on full chat, and the difference was amazing. Dave is really pleased with the power curve, and the hole in mid range has gone. Topped out at 46.6bhp at a crank friendly 7750rpm, and good, safe fuelling all through the range, so over the moon with that. Dave is awesome - loves these bikes and knows his stuff, and a lovely bloke too. I would heartily recommend dyno time with Dave if you have issues with fuelling or just need your bike setting up properly. He has a great set up, and his dyno room is brilliant ! I have never had the bike above 4000rpm or higher than 4th gear, due to my local roads, so to see it go through all the gears and run well was a big relief after the rebuild. No leaks or untoward noises, and just a couple of bolts on linkages that need a low strength loctite, but otherwise, really pleased with it, and the Allspeeds sound mint ; 20211012_100538 by dusty miller, on Flickr Thanks again Dave, great day and a great result Dusty Cheers Dusty, was great to see you again and nice to meet Gary. Bike is a credit to you, very clean and extremely well detailed, ran pretty faultlessly all day, once the fuelling was sorted it made lovely power and a nice power cuurve, as you say, a crank friendly peak power RPM, just some running in and lots of fun to be had on her The chirping is something I am tuned into on 400's, only seems to be the AC 400's that do it for some reason ! - unless there was a budgey in the workshop !
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Post by dusty350 on Oct 13, 2021 17:35:55 GMT 1
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Post by midlifecrisisrd on Oct 13, 2021 18:04:54 GMT 1
Excellent result
Nice peak with a good curve an route to it 😀
Steve
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Post by andy748 on Oct 13, 2021 19:53:13 GMT 1
Nice curve Dusty, Dave certainly knows his stuff. Andy.
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Post by dusty350 on Oct 13, 2021 20:56:55 GMT 1
Yep, he certainly does We are lucky to have people like Dave - proper old school engineer who understands these bikes inside out, and knows how to get the best out of them. It was a real eye opener to see the bike on the rolling road, and the sound from the pipes was just awesome - I loved every minute of it. I could have messed around at home with jets forever and never have got it as good, so the dyno and Dave's expertise was the only way to get it right, and whether it stays or gets sold, I know it's as good as it can be, and more importantly, fuelling safely. After spending 1200 quid on parts for an engine rebuild, a trip to Dave was a no brainer And he's a really nice bloke who likes to drink tea and eat biscuits, so a perfect day out !! Dusty
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Post by donkeychomp on Oct 13, 2021 21:36:49 GMT 1
Great news Dusty! The RD deserved that final tweak, she is a beauty.
Alex
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garyd
L plate rider.
Posts: 29
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Post by garyd on Oct 13, 2021 21:48:04 GMT 1
Yep, he certainly does We are lucky to have people like Dave - proper old school engineer who understands these bikes inside out, and knows how to get the best out of them. It was a real eye opener to see the bike on the rolling road, and the sound from the pipes was just awesome - I loved every minute of it. I could have messed around at home with jets forever and never have got it as good, so the dyno and Dave's expertise was the only way to get it right, and whether it stays or gets sold, I know it's as good as it can be, and more importantly, fuelling safely. After spending 1200 quid on parts for an engine rebuild, a trip to Dave was a no brainer And he's a really nice bloke who likes to drink tea and eat biscuits, so a perfect day out !! Dusty I video'd the final two runs with my phone. About two-thirds of the way up the rev-band the phone microphone gives up.
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Post by oldbritguy on Oct 16, 2021 18:21:52 GMT 1
A great finish to a great build. You are right in saying about spending hours swapping jets and needle positions around based mostly on guesswork and "sounding right". Time on the dyno with someone as experienced as Dave has definitely paid dividends on the final outcome, the bike running as good as it looks. Power curve looks sweet and I imagine will be quite torquey too. I have two bikes now waiting for me to do the same which by the look of things will be spring time now. Just need a few more miles done as I would be worried sick revving the nuts off a new motor Top marks John
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Post by yamark on Oct 17, 2021 12:11:59 GMT 1
Super build mate, and the icing on the cake that it's now set up by Muttsnuts, who in my opinion is one of the easiest, knowledgeable people to deal with. The graph looks like my bank balance in reverse Another immaculate build that should be in a magazine mate
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Post by dusty350 on Dec 12, 2021 21:07:16 GMT 1
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Post by mouse on Dec 13, 2021 1:44:05 GMT 1
Sounds superb!
Mouse
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Post by oldbritguy on Dec 15, 2021 9:46:30 GMT 1
That sounds really good Dusty No stuttering at all right through the range, nice and clean. As you say you could spend an eternity faffing around with jets and needle positions and still be off the mark. Dyno and skilled operator cannot be beaten particularly when the operator has 2t running through his veins. Well done mate John.
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Post by dusty350 on Jan 9, 2022 23:29:54 GMT 1
Had to revisit the rear brake set up today. I haven't been able to get any real pressure at the rear caliper, in spite of all parts being brand new I've tried all the tricks regards bleeding, but still cant get any real pressure in the system. I believe my Nissen master cylinder is probably from a Honda CRF; 20210515_105115 by dusty miller, on Flickr I didn't give it any thought when I bought it, but it's a 3/8ths bore, which equates to approx 9.5mm. The Crf rear caliper is a single piston design. The Brembo rear on my 400 is a twin piston caliper, so it would seem the master just cant shift enough fluid to get the brake working properly. Now, my problem is, the ali bracket that mounts the master is welded to the rear set plate, and all holes are drilled for this set up. Norbo sells a Brembo master cylinder that looks identical, with integral reservoir, and is a 13mm bore, but the mounting holes are 40mm apart, whereas my Nissen master's are 50mm apart ! No room for another hole to be drilled, plus it would look rubbish anyway, so I had to source another master, with 50mm centres and a bigger bore. The integral reservoir isn't strictly necessary, but would have been nice. I found a Nissen 1/2 bore (12.7mm) master from an MT125 with under 3000 miles on ebay. 50mm centres, and a top mount banjo fitting so I could use the existing brake line. No integral reservoir, but it was my best option. It turned up Friday; 20220108_094331 by dusty miller, on Flickr Cleaned up nicely. Next problem is the mounting holes are M8 - the CRF are M6. No problem - I ran an M8 drill through and opened up the holes on the bracket - sorted. Next issue is the pushrod on the new master is M8 - the CRF is M6 !! Luckily, I had an M8 rose joint in a spares box, so removed the fork off the bottom of the Mt master and fitted the M8 joint after trimming some length off the rose joint body; 20220108_142152 by dusty miller, on Flickr Next problem, as you can see in that pic, is the end of the brake lever wont line up with the eye of the rose joint - due to the different dimensions of the Mt cylinder body. Plus I used an M6 connecting bolt with the CRF's M6 rose joint I didn't want to open up any existing mounting holes to edge the brake lever back or the master cylinder forward, so my only real option was to make a bracket that would effectively make the back of the brake lever longer, so a bit of CAD, and some ali plate, and I could line it all up. Last job was to machine up a spacer that would allow the M6 bolt to work with the M8 eye on the new rose joint. One machined end fits in the M8 eye,, the other is machined back to clear one of the Nyloc nuts that holds the new extension plate on, and the M6 bolt passes through and picks up the return spring at the rear of the master; 20220109_195559 by dusty miller, on Flickr 20220109_195618 by dusty miller, on Flickr I may use a longer hose if needs be, but I would prefer it short and neat if possible. Ran out of time to bleed it - that's next weeks job ! 20220109_203413 by dusty miller, on Flickr Dusty
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Post by donkeychomp on Jan 9, 2022 23:56:06 GMT 1
A very inventive solution Dusty. That new lathe is reaping benefits!
Alex
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Post by mouse on Jan 10, 2022 6:58:13 GMT 1
Brilliant solution! That looks really neat.
It always amazes me all the 'little' problems that arise when fitting mix-matched parts, but that is the joy of special building!
Mouse
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Post by yamark on Jan 10, 2022 19:20:34 GMT 1
Great work Dusty, Alex and Mouse have said it perfectly. The finished result doesn't look like there has been any changes. I think the more you make and fabricate yourself, the more rewarding the build. Mark,
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Post by sidney81 on Jan 10, 2022 22:15:12 GMT 1
Hi dusty , great work ,I loved the polished bits ,a question ,the pipe you use for the fluid with the bung inside! What'sort of tube is it ? Special to take brake fluid? , Thanks Chris
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Post by dusty350 on Jan 10, 2022 22:29:51 GMT 1
Hi Thanks guys. I rarely use the back brake, but it has to work properly, so a job that needed sorting. Chris - you need TYGON tubing ideally as normal tube can sweat when filled with brake fluid. I'm not sure mine is Tygon, but I will source some before I do the final fit and bleed. Dusty
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Post by abar121 on Jan 10, 2022 23:10:38 GMT 1
Great work on the rear m/c bracket. Think I'll try some TYGON tubing too, thanks for the tip.
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Post by sidney81 on Jan 11, 2022 12:27:30 GMT 1
Thanks dusty 👍
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Post by Mr Kipling on Jan 11, 2022 17:38:10 GMT 1
Top work Dusty looks brilliant.....
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Post by shawski46 on Jan 11, 2022 21:36:15 GMT 1
I’m new to the group love the build
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Gord
Drag-strip hero
Posts: 233
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Post by Gord on Feb 23, 2022 21:44:26 GMT 1
Had a great day up at Dave's place in Wetherby Up at 3.30am, and on the road at 4.30, and arrived at Dave's a couple of mins before 8am. Dave turned up same time, and we had a natter, and got the bike up on the dyno, and ticking over whilst Dave made a brew. His workshop is about 30m long, and he could decipher a "chirping" from the far end as the bike was warming up ? Head gasket or exhaust gasket says Dave, and sure enough, the head bolts needed tweaking with the torque wrench to get them right again. I hadn't heard anything untoward !! Once warm, the first dyno run proved a rich mixture - the bike was fighting itself to get through a mid range hole and you could see it wanting to skip on the dyno drive drum. Turn off, cool down, and carbs off for the first jetting change. The next run was much better, but the data suggested a further tweak, so carbs off, and another up on the pilot and down on the mains. The next run was a revelation compared to the first - a smooth transition all the way through the range, with the bike nice and stable on the dyno and not fighting itself anymore. I didn't wear ear defenders as I wanted to hear the pipes on full chat, and the difference was amazing. Dave is really pleased with the power curve, and the hole in mid range has gone. Topped out at 46.6bhp at a crank friendly 7750rpm, and good, safe fuelling all through the range, so over the moon with that. Dave is awesome - loves these bikes and knows his stuff, and a lovely bloke too. I would heartily recommend dyno time with Dave if you have issues with fuelling or just need your bike setting up properly. He has a great set up, and his dyno room is brilliant ! I have never had the bike above 4000rpm or higher than 4th gear, due to my local roads, so to see it go through all the gears and run well was a big relief after the rebuild. No leaks or untoward noises, and just a couple of bolts on linkages that need a low strength loctite, but otherwise, really pleased with it, and the Allspeeds sound mint ; 20211012_100538 by dusty miller, on Flickr Thanks again Dave, great day and a great result Dusty Looks amazing Dusty. Congratulations on a tremendous build!
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Post by dusty350 on Feb 23, 2022 22:38:09 GMT 1
Cheers Gord
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