Well the winter upgrades have started 2009
 

The 900SSie Harness was removed the other day along with the 750SSie ECU as these will be replaced with original 620 parts.

Today I removed the airbox & throttle bodies to allow easier access to the inlet Rocker covers. With these removed and I set up my degree wheel and new Digital dial gauge to check my cam lobe centres. The Digital dial gauge was certainly easier to use than the old analouge one.

After my suck it and see cam timing adjustments at the first Cadwell meeting I wasn't sure what I would find.
As it turns out the front cylinder was spot on what I had hoped for and the rear cylinder 3 degrees futher advanced so I retarded it to bring it in line with the front cylinder.

In a quest to save some weight off my 173kg porker I have been to see a local guy about modifying my exhaust to turn it into a 2 into 1 that I can then fit my Harris Titanium can to, which I last used on my Class B bike.

To save a bit more weight I really should get around to fitting a Alloy swingarm and maybe look at cutting the subframe which at the moment untouched.

Depending on time available I would like to get around to removing the heads, lapping the valves in and reshimming as well as fitting new Piston Rings. Although a recent Leak down test only showed a small acceptable leak level.

Goes without saying that Oil, Filter and belts will also be replaced.

Eat less pies as well Kev. :D I dropped mine out today and removed heads and pistons. Thats as far as I'm going with the motor as it was totally apart twice this season.

Front piston is scored to hell.

Should be news on approved replacement pistons for Class B very soon, we had three companies get back to us and we now know which of those we want to go with.
I may have to pull apart my old 583 engine as I need to get a sample to them unless I can borrow one off Maty or someone else as I only have late 583 (1999 to 2001) pistons out of an engine at the moment.

Mine is a 95 model year and is available as a sample. What is the piston difference between model years tho' ??

Not quite sure what the differences are but I do know AK had to add a fair bit of weld to the top of the pistons in his 675 kit in the first year of DD to get the compression back up on his late model 583 engine, where as for those using the same kit on the older engines it was a straight forward fit.

I hope to find a piston locally but if not I may take you up on your offer Phil

All Pistons that were considered were Forged ones that are CNC machined to final spec, complete with Rings, Wrist Pins and circlips.

You also have a pair of scored pistons removed from my 1996 583 ?

Maybe let Kev have one of those :)

chatting to john at baines racing yesterday he said they were having some pistons made

Steve, the ones I have from you are in better condition than mine. :eek:

Feck! Mine look OK but the bloody thing wouldn't rev above 8.5 k with the ignition retarded by by a mile at static!

Leak Down test ??
 

Just wondering what your testing for here ?
My bike was well off the pace last time out, what other testing can be done prior to taking the heads off ?
cheers peter

A leak down test will test the sealing on the Rings as well as both inlet and exhaust valves, Carried out at TDC on the compression stroke.
Ideally you would carry it out at 100psi so as to get a percentage reading, but I find 60psi to be better as you need to lock the engine at TDC with a bit of wood between the swingarm and rear wheel as even 60psi would spin the engine over

Picked up my 2 into 1 conversion on the way home and am very pleased with the quallity and price.
I may get around to fitting it to the bike this weekend but the priority is to finish off the race harness and get the bike running again.
But once the exhaust is fitted I'll take some pics.

How much is too much?
 

What sort of % leak would be acceptable ?, should you be trying to get it down to 5 - 10% on a 600, also what sort of compression should there be ?

Good luck fitting the 2in1.

When I originally checked my 620 a few months ago I got approximately 3% leakage on each cylinder when pressurised to 60psi
I was told if its below 8% not to worry, above that and you have hissing in either the inlets of exhasut ports then its worth lapping the valves in.
If its hissing through the crankcase breather then consider new rings.

Hopefully fitting the 2 into 1 will be down to good design and craftsmanship and not luck, Its the harness I need the luck for

How right I was
Spent all day finishing off the harness and fitting it to the bike, by lunch time I had it all in place and flicking the Ignition Toggle switch resulted in the clocks going through the usual checks and then the immobiliser light going out.
But after that it was all down hill, I just couldn't get the Starter Solinoid to pull in. The bike was in neutral with the Green neutral light on, the wire fron pin 38 of the body connector on the ECU that normally goes to the sidestand was connected to Earth to over ride the interlock. The operation of the RH switch gear was checked and checked out as it should.

I have previously checked the ECU/Clocks/Transponder key on my S2R and they worked fine, the bike ran all be it a bit rough (no suprise there)

The Harness came from a breakers with damage to a dozen wires or so including 3 or 4 going to the clocks, but I replaced these and fitted a new connector to the Air temp/MAP sensor.
And the Clocks/ECU set up came from the states and maybe from a later model.
So currently the Bike powers up, fuel pump primes but nothing happens when the start button is pushed.

I maybe looking for a broken wire within the loom or a compatability issue between a later ECU and a early harness, although the only difference I can make out is the later bikes using a clutch switch that goes to pin 33 on the ECU body connector to allow you to start the bike when its in gear when pulling the clutch in. I know my S2R needs its lights on to run but I've tried this by putting 12V on to pin 2 of the clocks connector but it hasn't sorted the starting problems although the clocks do light upnicely.

Will see if I can get any futher with it tomorrow, may even fit the setup back on to the S2R just to check all the units are still working.

Just put the ECU, Dash and Ignition Key on my 2006 S2R 800 and that started up OK. so it looks like there is an issue with the harness.

Anybody got a wiring diagram for a 2002 M620Sie that they could post up or point me in the direction of as I only have a wiring diagram for the 2005 model.
There may be another differnce in the two that i'm not aware of

Kev, you could just as easily bypass the ecu and wire the starter circuit conventionally.

They are different found that out with Rattlers dd bike when he sent his loom to Track Electrics, the Haynes Manuel I have has 3 or 4 different looms which look pretty much the same until you look at the ecu connections.

I've had to do just that as there is no neutral switch wire going to the ECU, not used in this way on the early models, neither is the clutch switch. So as far as the ECU is concerned the bike is in gear with the clutch out so not allowing me to start it.

So I now have it running so will look at fitting the PC3 USB next, but not today

With the 620 now running and still having a few hours to spare today I decided to do a bit to the Class B bike and then take a few pics of which this is one.

Even had time to pop out on the S2R, missed Kev, Trudi, Dave & Brenda at H-cafe but caught up with Nev748 over there, good to see he's looking after my old 748

I reckon you could build a DD bike in your sleep!!! ;) - just how many have you built???

Kev,

I've got a workshop manual with wiring diagrams for a 2002 model if you still need info?

Paul

Thanks for the offer Paul, hopefully I'm sorted now that the bike is running, still not sure if I need to have the 12 volt feed for the lights going to the clocks like I need to with my 2006 model S2R, but thats easy to sort, may just fit it in there anyway and have a ullet connector in line so I can try it plug'd in and unplug'd .


Only Class B ones Tim, Class A ones I seem to have a problem with, well my own anyway, we will have to see how converting Dallas's bike to a Class A bike works out, but he along with Andy Sheppard were happy enough with the Class B bikes they had off me and I was happy with my original one.
Just need to get my Mate Adrian interested in racing one, I'm sure his ACU Licence musst have dropped back to a Novice one by now

At last weekends tyre test the bike was certainly running ok on the reworked harness connected to the proper 620 clocks and ECU, well apart from the rear cambelt jumping a tooth. All seemed OK after resetting it, but a Valve clearance check and leakdown test will see if the valves are seating OK.

Just finished fitting the 2 into 1 conversion and just need to mark it up to have some spring mounting loops welded on to hold it all in place.

I'll post some better pics when its all finished

Looks nice Kev, be interesting to see if there is any loss of mid or top end if you dynoed it with both systems on.

Bike is looking clean, seems a shame that you had to sling it into the scenery at Mallory just to get me to hose it down for you though.


Chris:burn:

With a week off I will have to see if I can get a bit more done, ideally I would like to carry out the leak down test to check the sealing of the valves in the rear head following the belt jumping in my lateset Mallory crash and if all is OK I would like to get it over to GP performance for a Dyno run.

If I can get that done I can see about fitting my latest aquistion picked up earlier today in the form of a 2004 engine of the 6-speed variety as used by Dave Ainscough aka MLC racing. Once the engines are swapped I will be looking at getting another Dyno run carried out to see if there is any obvious differnce in power. That will then be followed by the fitting of a PC3 USB and probably more Dyno time

Heh heh you just keep your elbows in I'm waiting for a JHP dyno but it is what it is I'm after good resulults,. I'm ****ed as well Happy new year to all /.

Magners Moment Phil ? :lol:

No Chance :p got to try and keep a few class B bikes behind me somehow :)

Miles check out the pics a few posts above
Andy (Banger San) just borrowed one off me and took it back to the guy who made it to have a similar one made for his Monster

Miles, as Skid's said I've just had one made that retains the std rear header and you just need to cut the cross piece off, well pleased. Will upload photo when I get home tonight.

Andy

what sort of money does he make them for and out of what and in which bit of country? (not interested if it's acorns again)

What's the advantage of a 2 into 1?

Steve the advantages are Weight Saving and you can only ever damage one Exhaust per crash
Also for me it also made fitting two bikes in the van easier as they aren't quite as wide at the back.
The standard 600SS only ever cam with one Silencer as it used a 2 into 1 collector in 35mm diameter pipework.


Miles he is 14 miles West of Oxford about 4 Miles from my work base
Andy paid £150 for his the other day, no doubt the price was helped by not only having mine as a template but also when I had several made a few years ago it also paid for a Jig to be made

The 2-1 collector is connected to a standard Ducati 40mm Exhaust system, just cutting the front header in the right place prior to the splitter box

Miles he is 14 miles West of Oxford about 4 Miles from my work base
Andy paid £150 for his the other day, no doubt the price was helped by not only having mine as a template but also when I had several made a few years ago it also paid for a Jig to be made

The 2-1 collector is connected to a standard Ducati 40mm Exhaust system, just cutting the front header in the right place prior to the splitter box[/quote]

System is made from Stainless steel and he's just north of Oxford, he may have made a jig though.

Would have uploaded pic but eventually got it under size limit only for system to fail on upload, put it on face book instead :mad:

I can't load it either

http://imageshack.us/photo/my-images...68800x600.jpg/

I think this will work

http://imageshack.us/photo/my-images...68800x600.jpg/

Hopefully this will work

nice .. can't beat a custom set of pipes for nice bling

can looks giant tho .. what's that off?

does the size of the can matter .. or is it just the bore and length of the pipe?

agree

has been shortened and off early R6

No idea, dyno will let me know later