Tuesday, July 23, 2013
Wednesday, June 5, 2013
Wednesday, January 9, 2013
Innovations and Updates
When I started the street tracker project, I had definite changes in mind, concrete changes with the hardware identified and ready to go into service. I think that calling them updates is apropos even if those updates aren't commonly seen in the street tracker, well, scene.
Take the front suspension for instance, it came from a Ducati Monster, is fully adjustable and sweet to its Italian core. The rear suspension is an innovation as it was designed and components sourced from various and sundry places. Swap meets included. Raw metal/machined/welded also included - that's innovation. The risk is it's not necessarily developed and may not work, or if it does work, may not work well.
My latest problem, the electrical system, is somewhere in-between the two. The original system was analog and horribly inefficient, heavy, reasonably reliable. A 35 year old bike is not always the best but this one is standing the test of time and finding a good one, or bad one for that matter, commands premium dollars to acquire. Even one dollar is too much for that electrical system by comparison to the new ones.
But I wanted to update the elec. system with some innovative ideas without going off the cost deep end. I was able to find an ignition/charging system that would be a "sort of" bolt on with some slight modifications, that would fit my requirements for not a lot of money, would be new, not used. Famous last words, right?
The new system bolted onto the engine but the ignition exciter, or pickup coil, wouldn't fit under the engine case cover so I separated it from the stator and moved it up to where the old points system formerly was. I made the requisite changes to the rotor to excite the exciter coil, thought I was good and moved on to the next problem, thinking I now had a superior digital system with electronic advance, etc.
Wrong move. When I turned the engine over, there wasn't any spark. All my troubleshooting so far hasn't revealed any problems anywhere so I'm stuck until that's solved. I have a plan forward to use those pieces that I think is good. But in the interests of time, I am going to change it back over to the mechanical advance system and try for something completely different that I know for positively sure works. This is where my wife would look me right in the eye and with one hand on her hip would say "pinky swear?"
Perhaps I'm making another mistake but I am determined to have this thing running by spring, determined.
I'll keep you posted on my progress and have been working diligently to get this far, whew! There has been a tremendous amount of work to get this far.
My next installment should have a fully assembled, fully functional motorcycle.
And, no swearing, pinky or otherwise, allowed.
Here's wishing all of you all the blessings the new year can bring.
Take the front suspension for instance, it came from a Ducati Monster, is fully adjustable and sweet to its Italian core. The rear suspension is an innovation as it was designed and components sourced from various and sundry places. Swap meets included. Raw metal/machined/welded also included - that's innovation. The risk is it's not necessarily developed and may not work, or if it does work, may not work well.
My latest problem, the electrical system, is somewhere in-between the two. The original system was analog and horribly inefficient, heavy, reasonably reliable. A 35 year old bike is not always the best but this one is standing the test of time and finding a good one, or bad one for that matter, commands premium dollars to acquire. Even one dollar is too much for that electrical system by comparison to the new ones.
But I wanted to update the elec. system with some innovative ideas without going off the cost deep end. I was able to find an ignition/charging system that would be a "sort of" bolt on with some slight modifications, that would fit my requirements for not a lot of money, would be new, not used. Famous last words, right?
The new system bolted onto the engine but the ignition exciter, or pickup coil, wouldn't fit under the engine case cover so I separated it from the stator and moved it up to where the old points system formerly was. I made the requisite changes to the rotor to excite the exciter coil, thought I was good and moved on to the next problem, thinking I now had a superior digital system with electronic advance, etc.
Wrong move. When I turned the engine over, there wasn't any spark. All my troubleshooting so far hasn't revealed any problems anywhere so I'm stuck until that's solved. I have a plan forward to use those pieces that I think is good. But in the interests of time, I am going to change it back over to the mechanical advance system and try for something completely different that I know for positively sure works. This is where my wife would look me right in the eye and with one hand on her hip would say "pinky swear?"
Perhaps I'm making another mistake but I am determined to have this thing running by spring, determined.
I'll keep you posted on my progress and have been working diligently to get this far, whew! There has been a tremendous amount of work to get this far.
My next installment should have a fully assembled, fully functional motorcycle.
And, no swearing, pinky or otherwise, allowed.
Here's wishing all of you all the blessings the new year can bring.
Sunday, September 30, 2012
Cool...Like Me...For A First Bike
My wife will straight-off say that it's "...Like I" but that doesn't roll off the tongue the same way, right?
Many have asked my advice on the right starter bike and I've evolved over the years to assume that you have some two-wheeled experience, like riding your multi-speed bicycle for instance.
"But it's not a motorcycle", you say. I reply, "True, but you have to use the controls, while you're rolling, to make the thing go, and go faster, to stop and so on." Really, you're learning to use all your limbs in concert with balance to ride safely. The principles are similar even if the actual control form is different. For instance, on a bicycle, the right handlebar lever engages the rear brake while the same lever on a motorcycle engages the front brake, and so on.
What's evolved is the motorcycle I'd recommend.
The old thinking was that a small displacement motorcycle like a 250cc size would be perfect to learn on, it's small, light, cheap, etc. and so that a small mistake that drops the bike, won't result in something valuable being damaged.
The new thinking is to find a more upscale, larger bike, say a 600cc-ish size but is de-tuned so the engine is easy to manage and the frame and brakes are more top-of-the-line performers.
I think that many times newer riders get into trouble by the bike having handling quirks that teach uncertainty in feedback such that rider inputs, don't have the desired output (in direction, or stopping, or whatever is needed) response. Therefore, finding an affordable bike that has all the performance components is the way to go.
They are out there and available and inexpensive! A case in point is the Ducati Monster 620 or, M620.
What I like about it is wider handlebars so steering inputs are low, it has an upright riding position so comfort isn't an issue, the brakes are Brembo, Yeah Baby!, the suspension bits are tunable for rider preferences such as a harder or softer ride.....all the things that inspire confidence in a newish rider.
And, it's a Ducati so its cool factor is off the charts!
The engine is a L-twin meaning it has two cylinders but its arrangement is such that it makes its power low down in its rpm, or engine speed, range. It doesn't make a thrilling amount of power but it makes an adequate amount that is comfortably usable.
To keep up with other bikes of its size, the rider will have to work harder, ride smarter, in short, learn how its done. But the lessons learned on the Ducati will not have to be undone, relearned, to fit another bike.
That's my kind of learning!
Many have asked my advice on the right starter bike and I've evolved over the years to assume that you have some two-wheeled experience, like riding your multi-speed bicycle for instance.
"But it's not a motorcycle", you say. I reply, "True, but you have to use the controls, while you're rolling, to make the thing go, and go faster, to stop and so on." Really, you're learning to use all your limbs in concert with balance to ride safely. The principles are similar even if the actual control form is different. For instance, on a bicycle, the right handlebar lever engages the rear brake while the same lever on a motorcycle engages the front brake, and so on.
What's evolved is the motorcycle I'd recommend.
The old thinking was that a small displacement motorcycle like a 250cc size would be perfect to learn on, it's small, light, cheap, etc. and so that a small mistake that drops the bike, won't result in something valuable being damaged.
The new thinking is to find a more upscale, larger bike, say a 600cc-ish size but is de-tuned so the engine is easy to manage and the frame and brakes are more top-of-the-line performers.
I think that many times newer riders get into trouble by the bike having handling quirks that teach uncertainty in feedback such that rider inputs, don't have the desired output (in direction, or stopping, or whatever is needed) response. Therefore, finding an affordable bike that has all the performance components is the way to go.
They are out there and available and inexpensive! A case in point is the Ducati Monster 620 or, M620.
What I like about it is wider handlebars so steering inputs are low, it has an upright riding position so comfort isn't an issue, the brakes are Brembo, Yeah Baby!, the suspension bits are tunable for rider preferences such as a harder or softer ride.....all the things that inspire confidence in a newish rider.
And, it's a Ducati so its cool factor is off the charts!
The engine is a L-twin meaning it has two cylinders but its arrangement is such that it makes its power low down in its rpm, or engine speed, range. It doesn't make a thrilling amount of power but it makes an adequate amount that is comfortably usable.
To keep up with other bikes of its size, the rider will have to work harder, ride smarter, in short, learn how its done. But the lessons learned on the Ducati will not have to be undone, relearned, to fit another bike.
That's my kind of learning!
Wednesday, August 22, 2012
Honesty in Mods
I've sung the praises of Honda much here on this project CL450, that their engineering has been pretty thorough and even excellent up front. Not to say the bike is perfect but its uniqueness stands today. But if we don't talk about its failings, we sure whisper about them!
Case in point is carburetion. Honda started using CV (Constant Velocity) carbs on this bike and all other manufacturers followed suit with similar designs. For the most part they work well. Here's the problem with these though, they're sensitive to air filters...which are not available any more.
If the filters are replaced with something aftermarket, the stock carbs need to be modified so the bike runs properly. Further, it only has one "float" to regulate fuel into the bowl from where the bike draws and runs, etc. That float is prone to leaks due to age, which mess with its runability something fierce.
A good thing though, is these carburetors aren't very sensitive to changes in elevation so that a setting that works in Los Angeles, will also work in Billings, and so on across the country, great for 1968.
My carburetors have all the worst problems, a faulty float, no air filters and to find replacement OEM stuff is simply too expensive, so I took them off and found my verson of an aftermarket conversion.
These carburetors happened to be from a Suzuki T500 Titan that have most of the proper jetting already there. I had to add a spacer so things clear fittings and covers, etc. but the new carbs have dual floats so that's an improvement. They also perform a bit better and for roughly 1/2 the cost of new old crappy carbs from Honda. They're a bit more sensitive to altitude but that's easily compensated, just shift to a different gear! And, they work with aftermarket filters, shown.
I have to work on the side cover mounts now and it'll be finished.
My long suffering wife rolls her eyes every time I say I have an improvement, a modification but it's the only one it needs....she knows me too well I think.
It starts on the 3rd kick after sitting for a week and gets about 52 mpg, it's an honest bike.
Not bad for 44 years old.
Case in point is carburetion. Honda started using CV (Constant Velocity) carbs on this bike and all other manufacturers followed suit with similar designs. For the most part they work well. Here's the problem with these though, they're sensitive to air filters...which are not available any more.
If the filters are replaced with something aftermarket, the stock carbs need to be modified so the bike runs properly. Further, it only has one "float" to regulate fuel into the bowl from where the bike draws and runs, etc. That float is prone to leaks due to age, which mess with its runability something fierce.
A good thing though, is these carburetors aren't very sensitive to changes in elevation so that a setting that works in Los Angeles, will also work in Billings, and so on across the country, great for 1968.
My carburetors have all the worst problems, a faulty float, no air filters and to find replacement OEM stuff is simply too expensive, so I took them off and found my verson of an aftermarket conversion.
I have to work on the side cover mounts now and it'll be finished.
My long suffering wife rolls her eyes every time I say I have an improvement, a modification but it's the only one it needs....she knows me too well I think.
It starts on the 3rd kick after sitting for a week and gets about 52 mpg, it's an honest bike.
Not bad for 44 years old.
Thursday, July 26, 2012
Hard Work and Sweat
I'd like to say that I'm efficient in my work. That I don't have to do things over, that things work right the first time.
Some things are like that, maybe, but not this one.
The 1968 Honda CL450 is one of those things that I'll have to chase some problems and even fix some problems over. Cosmetically, it's pretty much what I figured and the painted bits came out very nice thanks to the expertise of my friend Bill Curran. There are some rusty parts that won't polish out. I'm still missing some parts too, note the missing front turn signals (necessary) and right side mirror (optional).
The battery won't charge. No, no, it's a new battery and will hold charge but the alternator was wimpy from Honda and hasn't improved with age. I've gone through two stators and looks like a third will be in needed. I've gotten good advice from the HondaTwins forum and that's a good thing. Corrective action is still replace the stator. New parts don't exist so either have this one re-wound, $$$, or risk something used ($$+repeat). I've asked the used people to do a simple resistance measurement to mitigate risk but so far no responses. Therefore, no sale. I'll try to re-wire myself and see how that goes.
I also have oil leaks, slowly being found and corrected. Now, its only minor ecological disasters wherever I park and in the picture above, there are no leaks, yay! It's a pretty bike too!
On the usability side, driving, rather, riding around, has been grins from ear to ear, getting about 53 mpg on regular gas. The Honda slogan of "...nicest people..." begins with a nice bike that hasn't spit oil on your shoes and keeps its battery charged.
That's all from planet Honda, more later.
J
Some things are like that, maybe, but not this one.
The 1968 Honda CL450 is one of those things that I'll have to chase some problems and even fix some problems over. Cosmetically, it's pretty much what I figured and the painted bits came out very nice thanks to the expertise of my friend Bill Curran. There are some rusty parts that won't polish out. I'm still missing some parts too, note the missing front turn signals (necessary) and right side mirror (optional).
I also have oil leaks, slowly being found and corrected. Now, its only minor ecological disasters wherever I park and in the picture above, there are no leaks, yay! It's a pretty bike too!
On the usability side, driving, rather, riding around, has been grins from ear to ear, getting about 53 mpg on regular gas. The Honda slogan of "...nicest people..." begins with a nice bike that hasn't spit oil on your shoes and keeps its battery charged.
That's all from planet Honda, more later.
J
Monday, March 26, 2012
I'm NOT a Drag Racer
But I know a pretty cool one!
Once upon a time, I worked for a guy who's business was run on the force of his own personality, Russ Collins. You may have heard of RC Engineering? It's where Terry Vance and Byron Hines (Vance & Hines Racing) got their start.
When I worked there, I was just starting to get into the speed world and the new engine builder was an englishman named Nigel Patrick (Patrick Racing) who sorted me out porting cylinder heads, a smart guy just coming into his own rite and would win the pro-stock national championship the next year.
But Russ was this bearded, cigar smoking gravelly-voiced character who was always larger than life.
Here's the bike that tried to kill him...
The engine section was in his office as a coffee table. I'm told that when the beast was running, it was so smooth you could put a glass of water on it and not spill any. Something or other about how the power pulses/harmonics cancelled out, I believe it. I think they named it something weird and hyped that the media liked, but we called it the "Achison, Topeka & Santa Fe" bike. He rode/raced the performance parts he designed.
Today, Russ matches fuel injectors for race teams of all flavors whether 2 or 4 wheeled and was very fuel savvy then and I can imagine even more now.
The performance parts / accessories business is difficult in the best of times and in 1979, the stress lines were etched into his face daily. He came back into the shop one day after being to a depressing motorcycle show where the prognosticators were predicting more gloom and I could see the joy come back when he saw another generation, or at least one person - me, had the soul of a motorcycle. One of those rare and special moments that turn the throttle that motivates each of us.
My tastes have always been in the turns but whether you go fast straight or in the turns, may you too, find those moments that turn your throttle.
Once upon a time, I worked for a guy who's business was run on the force of his own personality, Russ Collins. You may have heard of RC Engineering? It's where Terry Vance and Byron Hines (Vance & Hines Racing) got their start.
When I worked there, I was just starting to get into the speed world and the new engine builder was an englishman named Nigel Patrick (Patrick Racing) who sorted me out porting cylinder heads, a smart guy just coming into his own rite and would win the pro-stock national championship the next year.
But Russ was this bearded, cigar smoking gravelly-voiced character who was always larger than life.
Here's the bike that tried to kill him...
Today, Russ matches fuel injectors for race teams of all flavors whether 2 or 4 wheeled and was very fuel savvy then and I can imagine even more now.
The performance parts / accessories business is difficult in the best of times and in 1979, the stress lines were etched into his face daily. He came back into the shop one day after being to a depressing motorcycle show where the prognosticators were predicting more gloom and I could see the joy come back when he saw another generation, or at least one person - me, had the soul of a motorcycle. One of those rare and special moments that turn the throttle that motivates each of us.
My tastes have always been in the turns but whether you go fast straight or in the turns, may you too, find those moments that turn your throttle.
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