GS 1200 engine noise

Irving Berlin!
How do you expect us to get such an obscure reference?

1984?

 

It's not obscure, it's very well known. It's from Lock, Stock & Two
Smoking Barrels.

1984 indeed!


--
'Chill Winston.......'

Nige

Subaru WRX (54)
Land Rover Discovery II (2001)
BMW GS1200 (2007)
Honda CBR900RR Fireblade (1997)

 

Can I claim a whoosh there? Or doesn't it count if Nige completely
misses the point?

Anyway, Two Smoking Barrels is pretty obscure to someone who only
watches weepies and romantic comedies.

 

You don't have to claim it, I'll give it to you.

--
'Chill Winston.......'

Nige

Subaru WRX (54)
Land Rover Discovery II (2001)
BMW GS1200 (2007)
Honda CBR900RR Fireblade (1997)

 

You slip your car clutch all the time, but i did think about it.

--
'Chill Winston.......'

Nige

Subaru WRX (54)
Land Rover Discovery II (2001)
BMW GS1200 (2007)
Honda CBR900RR Fireblade (1997)

 

Been out on it again today & It's fine, I must have got used to the
smooth engine of the blade.

Rides 100%.

As you were.


--
'Chill Winston.......'

Nige

Subaru WRX (54)
Land Rover Discovery II (2001)
BMW GS1200 (2007)
Honda CBR900RR Fireblade (1997)

 

And worth even less. You don't understand how wet and dry clutches work,
do you?

 

I fully understand the dry clutch myself, but if you don't mind, could
you explain the differences?

--
'Chill Winston.......'

Nige

Subaru WRX (54)
Land Rover Discovery II (2001)
BMW GS1200 (2007)
Honda CBR900RR Fireblade (1997)

 

How about a Quota?

<runs away *very fast*>

 

Wet clutches are multi-plate, whereas most dry clutches (Ducati is an
obvious exception) are single plate.

Problem with a single-plate car-type dry clutch is that it tends to be
found in shaft drive bikes with longitudinal cranks (Guzzi, BMW) and,
like a car, is between engine and gearbox. This means the engine/gearbox
unit has to be separated to replace it.

Wet multi-plate clutches use lots of friction plates and pressure
plates. Oil helps keep them cool. Downside is that if they get abused,
they will contaminate the oil. With modern oil filtration, this isn't a
problem. They're also very easy and cheap to replace.

Contrary to what leo is saying, both wet and dry clutches need to be
slipped because that's how all clutches *work* and both will suffer (or
not) to the same extent.

Dry multi-plate clutches are built up like wet multi-plates are a little
bit lighter and, crucially, they don't suffer from any oil drag so they
transmit a tiny bit more power, which is why they're frequently used in
racing bikes. Downsides are a build-up of dust (worn plate, which would
otherwise be carried away by the oil) and (in Ducatis, anyway) a hell of
a lot of noise as the plates jangle merrily away with no oil to dampen
the din.

They're, if anything, even easier to replace than wet multi-plates.

 

Yep, I get this bit

I have seen one in bits & wondered why there where so many plates.

I did the first couple of years of my 381 C&G. It's car biased & did
know that to engage & disengage drive smoothly you need a 'clutch' it
would be a bit odd without one.

Cheers for that, much appreciated.

I get it now.



--
'Chill Winston.......'

Nige

Subaru WRX (54)
Land Rover Discovery II (2001)
BMW GS1200 (2007)
Honda CBR900RR Fireblade (1997)

 

Not nearly as many as "Mike the Bike" (a bloke I know)

In the last 2 years he's bought an SV 1000, a 650 Honda thumper "supermoto
type thing" (Dominator?) a 'Blade, a Kwak W650, a Kwak VN 800, 2 Bandit
12's, a CBR 600RR, A CBF 1000 and a BMW 1150GS.

All brand new apart from the Dominator and all sold apart from the Beemer.


--
Beav

VN 750
Zed 1000
OMF# 19

 

<>:

Only the once? I've lost count of the number of clutches I've replaced
but then again I have tended to run stuff that's seen a few years, miles
and owners and I tend to do all of my own work where I've the time.

I've never really thought too much about why multiplate tbh, but would
assume it was to offer a bigger surface area over which to spread the
load.

 

Ding. The torque transmitting area of a multiplate clutch is surprising.

 

Indeed. I should have mentioned that.

 

This was the faulty GS I reported a few weeks ago, so he's already aware
of it. Probably still give him a stiffy though.

 

Well, the latter, really. Obviously there are times when you have to
slip the clutch, but it's far better to rely on corect engine revs and
gear choice to avoid having to do so.

Your instructor is talking out of his (or her) arse.

Not really. See above.

 

Trickling along at walking speed - most first gears I've found are just
a bit too tall to allow it without the engine snatching and banging a
bit and being on the verge of stalling. Some slight clutch slippage
there is sometimes necessary.

Best just to burn a darkie, scream to the head of the queue and shout,
"See ya at the crematorium, folks!".

 

Right, you mean in heavy traffic? Yes, I suppose so, on some bikes,
although I'd tend to think of that as just repetitions of 'moving
off', IYSWIM.

Indeed.

--
_______
..'_/_|_\_'. Ace (brucedotrogers a.t rochedotcom)
\`\ | /`/ GSX-R1000K3 (slightly broken, currently missing)
`\\ | //' BOTAFOT#3, SbS#2, UKRMMA#13, DFV#8, SKA#2, IBB#10
`\|/`
`

 

Yebbut even in heavy traffic only a gurl would filter that slow.