Posted: Mon Dec 05, 2005 11:35 am
For the first question, I did check the compression when it was warm, was @125-127psi. Since I pretty much eliminated that possibility, I went on to the fuel system. Similar to what i said in an earlier post, I checked and re-checked the entire fuel delivery system. I tried tuning the carb differently, swapped carbs, tried different air-cleaners/no air-cleaner, even tried no carb, but nothing changed.
After that possibility was eliminated, I went on to the mysterious ignition system. So far I have:
1)Torn down the bike to the frame, did some maintenance, looked over and tested the entire wire harness.
2)Tested ALL of the resistance levels on every ignition and non-ignition related product. The only thing that was out of range was the alternator exciter coil, which in this case is the primary power coil for the ignition system. The reading I got was @705ohms, when it was supposed to be between 750-1200ohms.
3)Cleaned up the pickups and magnets on the stator and rotor with a light wire brush tool on my dremel.
4)And I bought brand new spark plugs, along with a brand new supposedly "high performance" ignition coil, but no difference was obtained.
The Conclusion I came to was this; The primary ignition coil on the stator might have already had a short somewhere in it, but it wasn't noticeable until I raised the compression. When that happened, there was a need for more voltage in order to cross the spark plug gap under the now higher compression. And because this happened right after a long high speed run(got it up to 36mph
), I'm betting that some of the shorted or faulty windings started to overheat, and started a chain reaction of shorts. And since it only got worse as I went on with testing and troubleshooting, that's the only logical explanation, considering what I've told you already. Since the new CDI unit probably won't do much, my problems should be solved once I get another stator plate, and hopefully I'll be able to ride the spree once again...
Oh and Darat, about that jet question; I believe you should be able to use that #87 jet in there, so long as you de-restrict the air-cleaner in small increments until you get the correct fuel/air ratio. Good Luck with the engine install
.
JF
After that possibility was eliminated, I went on to the mysterious ignition system. So far I have:
1)Torn down the bike to the frame, did some maintenance, looked over and tested the entire wire harness.
2)Tested ALL of the resistance levels on every ignition and non-ignition related product. The only thing that was out of range was the alternator exciter coil, which in this case is the primary power coil for the ignition system. The reading I got was @705ohms, when it was supposed to be between 750-1200ohms.
3)Cleaned up the pickups and magnets on the stator and rotor with a light wire brush tool on my dremel.
4)And I bought brand new spark plugs, along with a brand new supposedly "high performance" ignition coil, but no difference was obtained.
The Conclusion I came to was this; The primary ignition coil on the stator might have already had a short somewhere in it, but it wasn't noticeable until I raised the compression. When that happened, there was a need for more voltage in order to cross the spark plug gap under the now higher compression. And because this happened right after a long high speed run(got it up to 36mph
), I'm betting that some of the shorted or faulty windings started to overheat, and started a chain reaction of shorts. And since it only got worse as I went on with testing and troubleshooting, that's the only logical explanation, considering what I've told you already. Since the new CDI unit probably won't do much, my problems should be solved once I get another stator plate, and hopefully I'll be able to ride the spree once again...Oh and Darat, about that jet question; I believe you should be able to use that #87 jet in there, so long as you de-restrict the air-cleaner in small increments until you get the correct fuel/air ratio. Good Luck with the engine install
.JF