New Method of Making Oily Patches

"I decided the potential for major mechanical disaster was too great"

Compared to RDs?

 

mike. buckley said...

At least it was cheap and easy to rebuild an RD. Turbo rebuild prices
are horrendous when compared.

RDs are like hard drugs. Even after you've kicked the habit you still want
a little bit every now and then to pick you up.

 

I think you rode his current one...

 

Well it looks familiar...

 

But like hard drugs, if you have a couple of pick me ups in quick
succession, it doesn't take long for the rot to set in again.

 

Whinging Courier said...

I've resisted the temptation for about 2 1/2 years now, but I'm getting
a twitch on.

 

Actually, they are really easy to work on, and no more expensive than
an ordinary air-cooled jap four of the era *except* for the actual
turbo-charger itself. And turbochargers are incredible simple devices
- there's almost nothing to go wrong (really, just the plain bearings
and the oil seal). If it does go, there's plenty of aftermarket
places that recon car turbos who can do the work, Essex Turbos[1]
springing to mind

[1] Can you think of a company name that better defines its market?

 

Champ said...

Having destroyed the top end of a GSX750EFE when it hit a false neutral
at Santa Pod and all the shit I went through with my second VF750F[1], I
really don't want to have to pay for another engine rebuild. I like my
4-strokes to be reliable, even if they are a little slower than a super-
tuned version.

On the other hand, I don't mind blowing up the occasional 2-stroke
because they are so easy to rebuild, and cheap.

[1] Luckily it was still under warranty, so Honda UK paid.

 

Really? I guess this might have been just before rev limiters became
a standard part of the ignition black box?

 

What a complete shitheap. It's completely...

****. /Want/.

 

It looks rubbish, but as simon has said, it'll look good if
someone not as lazy as me actually looks after it.

heh.

 

Champ said...

The GSX might have had a rev limiter, but that wouldn't have stopped an
engine that was already spinning at approx 11,000rpm from diving hard
into the redline and valves bouncing etc. I was accelerating very hard
in 3rd, as you do at Santa Pod, and about to change to 4th when it
popped out of gear and everything just went bang. It wrecked the head,
all 16 valves, 2 pistons and sent bits and pieces into the crankcases. I
had the crank rebuilt and the barrels bored to take a TTS 810cc
conversion because they were badly scored. Yoshi cams went in with
slotted sprockets and the carbs were sorted to suit after junking the
airbox. It all breathed through K+N individual filters[1] and a Harris
F1 full system. TTS did alot of the work and dynoed it to set up. It
didn't go all that much better than standard afterwards, but it did have
a much better midrange.

All told the bill for the repairs was about a grand.

[1 Fucking crap pieces of shit. Wish I'd kept the stock airbox.

 

http://www.aptronym.co.uk/

 

Didn't you ride Champ's gixxer when he had a go on your Guzzi?

 

That's last year's lardy old tourer, not a modern sports bike, FFS.

 

No.

 

sweller said...

You rode my ZZR11 though, but I don't suppose that is a modern sports
bike.

 

It was the first modern bike I'd ridden and as I said at the time it was
all a bit detached and vague. As if the tyres weren't attached to the
road, no real feedback IYSWIM. Although my idea of feedback maybe
someone elses wildly flexing frame.

Quick off the mark mind.

 

**** no, it's not even that - it's a two-generation old LST. Wouldn't
stand a chance against any of this modern stuff...

 

It's high time you offloaded that Guzzi on to me then ;-)

Cheers,

Paul.