.lim Bennett Hm (IMF-\Illp muralmuln lIH’lHdt'L - A step-hy-strp guide to buying the right bike THECOMfliTE MOTORCYCLE BOOK THE COMPLETE MOTOQCYCL: BOOK A CONSUMER’S GUIDE Jim Bennett IgFacts On File, Inc. AN INFOBASE HOLDWGS COMPANY By the Sam. Author Cheap Whuls: The Complue Guide to Buying, Selling, and Enjoying Used an The Comping Mmorcyde Book: A Consumer: Quid: Copyeiuii o 1995 by Jim lennm Anwotk by Suun Toler All right: wierwd. N0 pm of this book my be iepeoduceei o. utilized in my form pi by my mm, dxn’cnk oi mach-iii _ including phoioeopyiu, "cording, D! by my minimum. nous: OI eenimi mien». wiiiioui pamission in wiiein. from the publiilm. For information (om-d: hm 0.. File. Inc. 11 Penn Hm New York. NY 10001 me-y of Gouge“ Cullefing-imhlbli‘uion Dun Bennett. James (Jamu s.) The compieie motorcycle book : : mmumu‘s guide / Jum 11mm p. cm. Includes index. 151m 0-8160—1899-0. 4an 0-8160-3181-91pb) 1. Mororcyclu—Mainunance and repair. 2. Mowieyeies—Pueeiiasing. 3. Moloxyclmg. 1. Tide. 114441145 1995 619.25'775—dclo 94-20011 Facts On File books :1: nvailable at special discounu when purchased in bulk quzmims for businesses. ISSOCiflIiO'nS. inninm'om or sales ptommions, Plum call our Specizl Sales Depanmem in New York at 112/967-8800 or 300/312-8755. rm dcsign by Caihcrin: Rmcon Hyman Jacket design by Paul Amen Primed In iiie uiiired Sum oi Amuic: RRDFOF10987654 mi book is primed on xiii-free paper. CONTENTS ACKNOWLEDGMENTS 1. WHEN SOMEONE YOU LOVE WANTS TO RIDE A MOTORCYCLE THE DECISION TO RIDE JUST SAV NO THE LOGICAL DISCUSSION Mental Resources Physical Resources Spiritual Resources FinanciaI Resources KnowIedge Base for Riding FALLBACK COURSE: BRIBE HIM WITH A CAR DEFAULT COURSE: MAKE RIDING AS SAFE AS POSSIBLE TO RIDE OR NOT TO RIDE? 2. TYPES AND STYLES OF MOTORCYCLES STREET BIKES Touring Bikes Cruisers Sports Sports Touring Bikes Custom Bikes Choppers Standards HarIey-Davidsons TRAIL BIKES Enduros Motocross Bikes Trials CFOSSVCOUI'ItriCs DUAL PURPOSE BIKES IMITATORS Mopcds Scooters Mmihlkcs \imoumpzsmm- Law 14 MECHANICS AND MICMANMS A BASIC UNDERSTANDING EIGHT BASIC SYSTEMS MOTORCYCLE ENGINES Four-Stroke Engines Two-Stroke Engines Wankle Engines Engine Variations: Number of Cylinders Engine Variations: Layout of Cylinders Engine Variations: Valve Layout Engine Variations: Method of Cooling CARBURETION EXHAUST FRAME AND SUSPENSION Frame Front Suspension Rear Suspension WHEELS. TIRES AND BRAKES Wheels Tires Brakes MOTORCYCLE DRIVE TRAINS Transmission Final Drives CONTROLS AND GAUGES ELECTRICAL SYSTEM Charging System Ignition System Accessory System ‘. SELECTING THE RIGHT BIKE—AVOIDING THE $7.000 MISTAKE THE TWO MOST COMMON MISTAKES Control Your Passions Use Common Sense as a Guide A PURCHASING METHODOLOGY Become Educated What Are You Going to Do with the Bike? What Is Your Skill Level? What Can You Afford? What Is Going to Fit Your Body? What You Should Buy 36 37 37 39 41 42 42 44 45 47 47 4B 49 49 50 50 51 52 53 54 54 56 56 58 5. PURCHASING A NEW MOTORCYCLE SELECTING A GOOD DEALER -Management New and Used Bikes Service Department Parts CONTRACTING THE BEST FINANCING GEITING INSURANCE STRIKING A GOOD DEAL TAKING DELIVERY WARRANTIES & WARRANTY REPAIRS Know What the Warranty Says Knnw the Break-in Requirements When You Need a Warranty Repair Your Rights WHEN YOU GET THE PURCHASE HOME Get to Know the Motorcycle Document the Daylights Outa This Thing Lubricate the Bike Get an Extra Key and Extra Lock Supplement the Repair Kit 6. PURCHASING A USED MOTORCYCLE THE PRELIMINARY STRATEGY WHERE TO LOOK FOR A GOOD USED BIKE INSPECTING A USED MOTORCYCLE Over the Phone Inspection—10 Questions Preliminary Once Over—4 Steps Full InspectioniThirds and Inspection Points Wheels, Tires and Brakes Suspension and Steering Instrumentation and Controls Engine Fuel System Exhaust System Power Train Cooling Lubrication Frame Electrical System Options Test Ride Further Mcchaniml InSpCCIInn GUIDE TO A FAIR PRICE OWNERSHIP OF A NEW USED MOTORCYCLE Buy the Book Get to Know Your Motorcycle Detail the Motorcycle Buy the Right Tools Change the Oil Perform All Basic Maintenance Adjust the Bike Why Are You Doing All of This? 8. MOTORCYCLE MAINTENANCI BMW HARLEY-DAVIDSON HONDA KAWASAKI SUZUKI YAMAHA DIRT BIKE SPECIALS INDIVIDUAL BIKE REQUIREMENTS Design Type of Use Amount of Use Time FIVE MAINTENANCE SCHEDULES NEW BIKE BREAKVIN MAINTENANCE ROUTINE The Objective of Break-in The Break-in Procedure . NEW USED BIKE MAINTENANCE ROUTINE PRERIDE INSPECTION MAINTENANCE ROUTINE STANDARD MOTORCYCLE MAINTENANCE Small Motorcycle Maintenance Large Motorcycle Maintenance Trail Bike Maintenance CHASSIS SERVICE MAINTENANCE NOTES Battery Brakes Brake Fluid Cables Exhaust Final Drive Belt Maintenance 113 118 123 121 127 127 128 128 129 129 130 130 130 132 134 134 134 136 136 136 136 139 139 139 139 140 9. SAFE RIDING THE PHYSICS OF RIDING Final Drive Chain Maintenance Final Drive Chain Lubrication Final Drive Gear Oil Lights Spokes Steering 8c Steering Bearings Suspension Adjustment Tire Inspection & Inflation Wheel Bearings ENGINE SERVICE MAINTENANCE NOTES Air Clcancr Coolant Engine Oil Spark Plugs Transmisison Lubricant SEASONAL MAINTENANCE Fall Maintenance Winter Maintenance Spring Maintenance Gyroscopic Principles Principles of Friction STRATEGIC PRERIDE PREPARATION Get Proper Training Helmets Dressing for the Road Packing Loads Prcpa ring Passengers Moturcyclc Preride Xel’oinl Inspection Unfamiliar Motorcycle Prcridc Inspection THE STRATEGY OF ROAD RIDING The SIPDF. Technique Accelerating and Shifting Cornering and Curves Braking Lane Positioning I’nssmg ADVERSE RIDING CONDITIONS Night Rllilng Inclement Weather Lung Downhills Intersections 140 141 141 141 142 142 142 143 143 143 143 143 144 144 145 146 146 148 148 150 150 151 151 153 154 154 157 159 160 161 161 162 162 163 164 165 167 169 170 170 171 172 173 Blue Hairs and Q-rips Animals of Field and Air TOURING AND GROUP RIDING TECHNIQUES Touring Group Riding TRAIL RIDING STRATEGIES Keep Your Equipmenr in Top Shape Keep Your Body in Top Shape Keep Your Mind in Top Shape Dress for rhe Trail Good Trail Technique Good Trail Etiquette Preparing for Hirring rhe Trail RIDING IMPAIRMENTS Alcohol Drugs Fatigue 10. THE SIX MOST COMMON PURCHASES GASOLINE Gasoline Derergenrs Gasoline Alcohol (iasoline Volariliry Gasoline Octane Gasoline Lead Gasoline Conramiiianrs Recommendation MOTORCYCLE ENGINE OIL Oil Grades Mororcycle Specific Oils Mineral vs. Synthetic Oils Tw0~$rroke Oils Recommendation MOTORCYCLE CHAINS Types of Chains Replacmg Chains Recommendation MOTORCYCLE TIRES Tire Sizes Tire Rarings Bias, Radial and Belted Tires Marched Sets Tuhed Tires Recommendation 173 174 174 174 175 176 176 177 177 177 179 181 181 181 182 182 183 184 184 184 185 186 187 188 188 188 189 189 190 190 191 191 191 192 192 193 193 194 195 196 196 196 SPARK PLUGS MOTORCYCLE BATTERIES *Battety Types Batteries and Cold Weather Recommendation ADDITIVES AND MAINTENANCE FLUIDS Oil Additives Gas Additives Battery Additives Tire Additives RECYCLING THE MOST COMMON PURCHASES 11. WOMEN RIDERS ANATOMICAL GENDER DIFFERENCES OUT—FITTING IMPLICATIONS Seat Height Front Wheel Angularity Control Access Weight Boyfriends, Fathers and Husbands Buying the Right Gear GENDER RIDING IMPLICATIONS Accidents Cold Weather Riding Carrying Loads and Passengers Solo Riding Considerations 12. WHAT EVERY MOTORIST NEEDS TO KNOW ABOUT SHARING THE ROAD WITH MOTORCYCLES THE PROBLEM PRESENTED BY MOTORCYCLES WHAT MOTORISTS MUST DO TO SHARE THE ROAD Look for Motorcycles Make Sure the h'iotorcyclist Sees You Pay Special Attention at Intersections Treat the Motorcycle Like a Car View the Road from a Mororcyclisr‘s Perspective Avoid the Young and the Restless Know How to Drive GLOSSARY INDEX 197 197 198 198 198 199 199 199 199 200 200 201 202 202 202 202 203 203 204 204 205 205 205 206 206 207 208 208 209 209 209 210 210 211 213 223 ACKNOWLEDGMENTS The following people provided their knowledge and energy toward the production of this book, and I thank them for their indispensable help: Mr, Sammy White, Kawasaki City, Irving, TX Mr. Ron Seidner, Bert‘s Matorcycle Mall, Azusa, CA Mr, Tom Blake, No Five Trails, Santa Maria, CA Ms. Diana Pierce, Linder Cycle, New Canaan, CT Mr. Robert Maxant, Illinois I-Iarley»Da\'idson, Berwyn, IL Mr. Joe Btomley, Bromley Motorcycle Sales, Tre\'ous, I’A Mr. Mike Reynolds, Mike's Cycle Center, Belleview, FL Mr. Bill Vickery, Vickery Motorsports, Denver, CO Mr. Brad Niehaus, Niehaus Cycle Sales, Litchfield, IL Mrt Katy Krahel, Portland Off-Road Center, Portland, OR Mst Robyn Figueroa, Cycle World Motorcycle Magazine Ms. Leslie Breed, Lichtman, Trisrer, Singer, Ross, Washington, DC Ms. Mary Medley Mr. Mark Clifford Mr. Harry Swanson Mr. Larry Haydeen Mrs. ]. W. Bennett The following companies and organizations were extremely helpful in providing research and photographs: Motorcycle Industry Council Triumph Motorcycles, Ltd. Motorcycle Safety Foundation Yuasa Exide Battery Corp. BMW of North America, Inc. Amsoil HarleyDavidson Motor Company, Inc. U.S. Tsubaki American Honda Motor Compan)’, Inc. Metzeler Motorcycle Tire North America Kawasaki Motors Corporation, USA Spectro Oils of America American Suzuki Motor Corporation Cycle World Magazine Yamaha Motor Corporation, USA AAA Foundation for Traffic Safety ATK Motorcycles, Inc. Cagiva North America, Inc. Cosmopolitan Motors, Inc., Hatboro, PA With special thanks to Roy Marvin and the KTM Sportmotorcycle USA Tillamook Burn. X” = \/LM£NEW%N RDEAMOW}{NC HE SON ON tie allure of the motorcycle is unique and powerfult The motorcycle is a cerebral machine, appealing to the intellect, employing technology any technophile can appreciate. It symbolizes cultures in a way any social anthropologist can appreciate The motorcycle is a romantic machine. It evokes deep, bittersweet, nostalgic longings. It is the tool of the lone wolf, the predator, and the free and independent spirit. Cultures idolizc these traits. But most of all, the motorcycle is a visceral machine. It appeals to the carnal, the instinctual, and the physrcal senscsr It puts before you .1 challenge and an opportunity to prove yourself. No other ZOtIrccntuty machine has the appeal. charm, and attraction of the motorcycle. The motorcycle‘s intellectual, romantic, and physical appeal makes its image enduring and makes it a soughtraftcr possession. This appeal explains why owning and riding a motorcycle is such a deeply _ experience. But motorcycles are not for everyone. 1993 YAMAHA GTS1 000 Class: sports. Engine: liquld'CDOled Iflrllne IOU! Arslroke Displacement: lOOSCc Valve Arrangement: DOHC 5. Transmission: 5-speed Final Dnve: chem Brake515lngie dist) lronl a. rear. Weight: 637 ’DS. (An courtesy cl Vamaha Molar Cameraman USA l THE DECISION TO RIDE ‘t fundamenral clue ’on about motorcycles is “Io ride or nor on ro ride a nmrorcyclc. \\' herher Ir is a decision . meone you \rC ahour. should he an informed one. The aurhor of rhis book is an avid motorcycle rider, experienced in the arr and science of Iuomrcycle riding. Safely. mechanics and care. perienced II bounriful yourh comp sed of many Inororcycle-relared episodes. However, as much as I love mororeycles, they are not for everyone. The goal of rhis clIapIer is nor ro convert rlIe masses and ‘pre d rhe gospel of Inorore ele riding (0 every lost soul. On the contrary. alrhnngh l grearly enjoy (he sporr. I hope Io dissuade many people from riding vaou are dealing with :I loved one who is hell- hcnr on buying a molorncle. and you are not sure ir is n his or her best inreresr rlus hook \\'illi sI you Ler us look at a common example: Your 14-year-old son has just informed you r] ‘IK he must have a Inororcycle. The aequisnion of a two-wheeled vehicle possessing rhe same horsepower as your srarion wagon has suddenly become his only priority. Surpri ingly, he has done his homeuork on this suhiecr. He has become frIeIIds wirh several people who own mororcycles. He has smuggled fringe-group motorcy- cle magazines inro rhe house. He has memorized rhe horsepower, displ'ICCIIIL‘lH, fearures and popular paint schemes of every mororcycle produced on the planer roday. He is fanarically driven and ready Io purchase a IIIororcyclc. He wanrs, perhaps needs, your okay. if you are like m1ny parenrs rhe Ihoughr of your child racing Inprorecred down Rome 50 .II Bonneville Salt Flat speeds fills you \\nh horror You hav spemtimc love and money raising him,and \IrIu.Il he is perhaps only now beginning to show a redeeming quality or two. After all, he is so soft, and all those things on the road are so hard . so unforgiving. You have a responsibility to protect him from death, protect your family from the current dysfunctional trauma, and, de- pending on the situation, protect society from your child. What should you do? There are four basic courses of action, The first choice is to “just say no,“ The second alternative is to talk the prospective rider out of riding through superior logic and practical reasoning. The third position is to offer a better option to the prospective rider. The final course of action, when the others fail to produce the desired result, is to accept the fact that there is a new motorcycle rider in the family. (This last option may not sound great, but it is realistic.) JUST SAY NO Back to our scenario. Your 14-year-old son has just informed you that he must have a motorcycle. You are in a quandary: What to do? First, let us discuss what not to do. Based on personal experience, you should not trust this decision to any of the off~the~shelf methodologies parents often employ in times ofconflict with their young, For example, do not: ' Deliver the one-two punch that jabs with “NO!" and crosses with “not as long as you‘re under my roof.“ More likely than not, if he is ready for a motorcycle he is also ready for his own roof. If he is really determined to own a motorcycle, this will only compound your problems ' Refuse to talk with him further on the subject. He doesn‘t really want to talk to you about it anyway He wants you to sign the paperwork, maybe loan him a few bucks, etc, 0 Tell him that you rode a motorcycle in the old days, and that you know all about them, Motorcycles these days bear about as much resemblance to the motorcycles of 20 years ago as a bottle rocket does to a space shuttle. ' Think that this is only a phase which will pass quickly. The particular mind set that compels people to ride motorcycles (onc- part thrill seeker, one-part exhibitionist and one-part death wish! is often a lifelong condition. ' Threaten to write him out of your will, spend his college fund on a trip to the Bahamas or deliver him bound and gagged w 3 US. Army recruiter. Chances are these things don‘t matter to him or don‘t scare him at all. Besides, basic training is not nearly as scary as a high speed turn on a motorcycle. You may have already made a mistake by taking one of these precipitous courses of action, Do not worry; the damage is not irrepa- rahle. You can g. n your son's respect (and gain credibility in future discussions) by learning some things about motorcycles that he does not know. The next step is to use logic and common sense to dissuade your young lad. THE LOGICAL DISCUSSION lf you tried the “lust-saymo" option, perhaps a little growth on your part is required, Face the fact that you have raised a child who likes shiny things that go fast. He is drawn hy the urge to skillfully pilot potent otic machinery. He may even he afflicted by the most virulent fortu of the disease: the uncontrollable desire to see the overtaken adversary (amidst clouds ofdust) in his rearview mirrori Lament ifyou must, spend 5. eepless nights wondering where you went wrong, hut do not confuse the issue, To deal intelligently with your child about nmtou lcs, you must know something about them! This course of action rests on two important questions. One is, “Should your loved-one tide?“ Does he have the mental, physical, spiritual and financial resources to responsibly operate a motorcycle? Does he have the knowledge to combine these resources into a smooth, error-free ride? The other question is, “What should he ride?” Will this bike enhance or degrade his resources? Both questions have profound con- sequences if not fully explored and rationally answered. Since the decision to ride is the most fundamental of the two questions, that question is examined here. nter chapters examine what to ride, should the situation come to that. So, does your son have the mental, physical, spiritual and financial resources to responsibly operate a motorcycle? Does he know what motorcycle riding is about? Discuss the following topics in an honest and fair conversation With your son. Mental Resource: Does your loved one possess the mental faculties to handle a motorcy- cle.> Riding takes composure, maturity, respect and a continuous atten- tiveness that is unique to the SPOI’L Motorcycle riding is defensive driving in the extreme, The slings and arrows of outrageous fortune happen, and it is the motorcycle rider's personal imperative to prevent catastrophe. (Other drivers may have the legal imperative, but if you find yourselfarguing over who has the legal impera e, something very bad has probably happened to the motorcycle and possibly to the rider.) Even if your son is a good motorist (aka. car driver), he does not necessarily possess these faculties. To ride a motorcycle safely, a motorcyclist must perform many crucial tasks, most of which are not applicable to automobile travel, Not only must he follow the rules of the road like all other drivers, he must also: 5 Take full tesponsibility for being seen by Other mororists. The most common explanation offered by motorists at the scene of an auto— motorcycle accident is “i never saw him ’til I hit him.“ 0 Pay special and constant attention to the road surface. A pothole that wouldn’t even ripple your coffee inside a Cadillac Sevrlle can send a motorcyclist head over heels (known as an “endo"), 0 Maintain a constant and intense level of scrutiny on a variety of objects and situations on or near the road that are of little or no concern or danger to motorists. Is that loose muffler on the Studeba- ker Lark two cars ahead going to fall offonto the road? ls that raven, picking away at road kill, going to fly into my path? Is the wind burSt from that Freightliner going to blast me out of my lane? Is that a shiny tar spot in my path or wet pavement? Is the bee that just flew up my shirt going to sting me so badly that I lose control of the bike? A motorcycle rider must anticipate, recognize, evaluate and act upon the smallest clues about many aspects of driving that are inconr sequential to the automobile driver. And he must do these things quickly—«)ften very, very quickly. It takes acute mental skill and practice to learn to evaluate the road and its drivers. it is a process that will include mistakes and errors in judgment, many of which can put the motorcyclist in harm’s way. ACTION: Anyone who rides should demonstrate good mental skills How has your potential rider shown these skills? Take your young rider for a drive in your car. Ask an experienced motorcycle rider to ride along During the trip, ask both to keep a list of potential motorcycle hazards. After about a mile drive, the experienced rider will probably have a list of30 or 40 different hazards. If your son does not come close, give him two weeks to read up on motorcycles and offer a re-test. If the second teSt brings poor results, shut the book on motorcycle riding for now—your young rider is iust not ready. Physical Resources A motorcyclist must be a healthy, physically fit, fully functioning person. Here’s why: 0 In an emergency, an average motorcycle traveling 60 iii.p.h. needs appro iately five seconds (220 feet) [0 come to a full stop on good road. The first half second is reaction time. or the amount of time it takes the rider to recognize a need to brake id then activate the brake lever and pedal. During that time, the bike will travc122 feet, The remaining distance is consumed by applying pressure to the brakes. A rider with poor, or drug inhibited, eyesight or hearing may not identify a braking situation fast enough or apply the proper braking force to safely stop, ' When the rider cannot brake his way out of a situation, an emer- gency maneuver may need to be performed. Often this entails coiintersteering, an action where the bike is steered in one direction while the rider leans to the other. This maneuver takes strong leg, arm and upper torso muscles, along with a very good sense of balance. 0 When a rear tire blows out on a motorcycle, the survival response is to grip the handlebars firmly and keep the bike on a straight course while the rear fishtails wildly behind, This takes a great deal of upper body, arm and hand strength. (By the way, the rider shouldn't brake Braking changes the suspension relenietty and reduces the rider's grip on the handlebars, neither of which is desired] In other words. riding a motorcycle takes a strong. agile body with all senses working fully. Does your potential rider display these physical skills? Spiritual Resources This is simple. Does your son have a spiritual understanding that will allow him to appreciate the honor, privilege and responsibility vested in him whenever he is on the road? Does he have the respect for life required (if someone who has the potential to take life? Does he have respect for his own life? These are often difficult concepts for a teenager, filled with immortality and life, to understand. (Many people never achieve this understanding, but that is beside the point.) Do not let this child ride without this respect for life! A spiritual grounding can offer more protection than a full face helmet and leather chaps. Financial Resources Somehow motorcycling has a reputation as a fun and inexpensive spottr It is fun. It is not inexpensive. A safe and reliable machine can cost anywhere from $1,000 (if you look lung and hard at the used bike market) to $16,0007and more ifyou finance the purchase. In addition, there are the costs of licensing, taxes, insurance, protective wear, gas, maintenance, tags and a host of accessories. In the final analysis, a mororcycle may not be as inexpensive as a used automobile. Here are some costs of riding: Insurance (if he can get it) can cost anywhere from $400 to $2,600 a year. Insurance is a must, not just for the rider, but for the innocent bystander that may be injured. Maintenance will average about $300 a year over the life of an average motorcycle. Maintenance will be more if the bike is raced, not garaged or otherwise abused. Motorcycle parts, often made out of rare materials, are very expensive. Using a Yamaha Virago as an example, good tires cost about $100 each; a battery costs $75; the air filter costs $26; a complete tunepnrh‘ lnkt', tltmc lnkt's (\fik’l‘ fmtutu: ts own 0 Leading edge, high performance engines 0 Aerodynamic fiberglass fairings and panels 0 High tech suspension Compared to sports bikes, the sports touring motorcycle offers some long distance features of the touring machine, such as: Plush seating for two Low vibration, smooth shaft drive train Luggage (saddlebags) often incorporated in“) frame Fairing providing good wind and rain protection Adjustable suspension Custom Bikes The variety of motorcycles found in today‘s showrooms did not always exist. This is a recent phenomena in motorcycle history that began in the 19705, coming to full fruition in the l980s It used to lie that you bought a basic motorcycle and customiLed it to suit your needs and taste. You chromed it, repainted it, added lights, chiingcd the forks, tlitl whatever you wanted to crcatc an individualized lildCllllie. I'liis is him the custom was born. HONDA MAGNA 750 Class‘ custom. Engin liQUldrCOOled 90 degree V-A 4-stvoke Displacement: 748cc. Valve Arrangement: DOHC 4 Transmission: S-speed, Final Drive: 04mg chain isc lrorit. drum rear . O5 los. ’Pholo counew o! Ammicari Hence Mcior Comm/i) ,i 21 CHOFPER Class: wtian choooev Engine: Sr‘memeac \ mm JrSIVOké Dlsplacemem: .74 cm Valve Arrangement: OH\‘ : Transmission X50906 Final Drive: Chair Brakes- mm "on! S rem 22 Tuda ' fucturyqnadc customs 1m: produced. despite the fact that “f.\CIur_\‘-mudc cimuui“ is un oxymoron These hikes huw various styling fluits Jud utc chmmcd to the m ', Cllslmlls icntutc: 0 Uniquc cxlmusl >_\‘sl‘i:m\' that product a dccp, hurt-thumping ex- huust nmc ° Rukcd front futks, ~\\'L'pI-luck at high huudlc burs. and low seat pnsition creating a laid-luck jimmy Dean “1‘“ let the Imhcs come to nic" ltmk ' Suiting kit (“'0 ° F}L'-(1|[Ching‘highfa\h|0n [mint jolvs ' hits of chronic Choppers Iu thc 19405, “chuppct” described 11 [\Ikc that was made as light us pmsxhlc h) “chopping off" cvcry unnecessary component. [.atct. the term rctcncd (0 it hike thnt ind ll: guolncn) tndicnlly changed. The chopper was the way to customize a motorcycle in the 19505, and you can see the chopper heritage in many customs. Factories do not make true choppers. There are various legal and market reasons for this. Given that the factories now produce “customs,” bikes truly made unique by their owners are even more radically chopped than ever before. Features ofa chopper include: Highly raked front forks Often ape-hanger handlebars Way, way back seating One-of—a-kind paint job Often austere human interfaces Often minimalist to an extreme Often stylistically exaggerated Thematic in design, perhaps embracing sex, drugs, God. Satan, death, rock 8c roll, pig farming, etc. By today’s definition, a chopper is a handcrafted affair. There is true artistry here—a real personal statement made through the machine about the man. The medium is the message. Standards This category of motorcycles is difficult to define. This is partly a result of the diversity of the machines in this class; it is also a result of the size of engine displacement, which ranges from 100cc to over 1300cc. And partly, this is because a standard motorcycle was viewed as a pariah, a bike withouta market, by world manufacturers, The manufacturers felt that a universal bike was simply unworthy, and no one would buy a standard But the world motorcycle manufacturers learned from this grievous mistake, and standards are now part of all full market linerups. A standard should he a good city commuter bike‘ yet also capable of one or two long distance trips per year. It should have enough power and performance to he competent on the highway or a river valley road. It should accommodate a load and passenger. Standards are often characterized by: Clean, simple designs “User-friendly“ ergonomics Multipurpose mad capabilities Limited molded plastic body work Up-right “American“ riding position Fullback handlebars CHOPPER STAN DARDS 23 NdNDA c5250 7 NIGNTNAWK Class e'm‘, level Engine: .11 scum : st'o‘ne Dvsplacemenl.‘ :34 - Valve Arrangement SOHO .‘ Transmission' vm Fmal Dviv Brakes 1K ngm:. ~v A vekn TRIUMPH TRIDENT 900 Class ~ » as w im Engme. msplacemcm- v' ValveArrangemenr Transmlsslon FmalDrwe: Brakes: 2» :~ ""1 24 sund‘urd» can In- An Idod mm dun-c dlspldccmulll dnuinns: curry 1m cl MN)“ m HIGH). Innhipurpnsc (SIIUCC [U 1000ch And muscle Mm mumm- upl. I um I rim/751m“ \mmlarnh are when rhc Iu‘sr "Hm“ mnmrcy~ ‘lc HM- Mu .m- an» m pmhm, my to “mu-r m1 any m repair, To be an entry level standard, a bike must meet three conditions: (1) it must he versatile; (2) it must he practical (in a motorcycle sort of way); and (3) it-must be inexpensive. To meet all these categories, small standards are often older technology bikes that use what‘s available in a manufacturer’s parts bin for com- ponents. MuItipmpose—Multipurpose standards handle all road condi- tions competently. You can take a standard on a round trip of the Continental Divide and use it everyday to commute to work. You can load two people on it and still merge into Houston beltway traffic or roll through the curves on a Black Hills ridge road, More technology is applied to this category of standards than to the entry level motorcycles, so the “relatively inexpensive” requirement gets stretched. But insurance is affordable, and repairs are not too expenr sivel Muscle Bikes—Muscle bikes are standards with one very impor tant difference: massive, unforgiving hulk power. Straight testoster- one. Displacement uber ulles. There are no secrets, no hidden agendas, no tricks of the trade. The concepr is simple enough, Slam in the largest engine the cradle will hold. YAMAHA V-MAX Class: muscle standard Engine: liquldrcooled tra verse 70 degree v4 IrstvoKe Displacement: 1198a; Valve Arrangement: DOHC 4, Transmission: Erspeed. Final Drive: sl‘aft Brakes: dual 0 SC from. d SC rear Weight: 596 lbs Torque: 80 b H Horsepower. 115 (Pm'u camesv of Yarvyw M Cargo/Ella". UJA 25 HANK-DAVIDSON DYNA “10E GLIDE Class: Harley arr-cooled 45 degree V-twvii d ‘JOKG Dlsplacement: 50m 1340c: Valve Arrangement OHV ’1 Transmission: 5 speed Final Dnve: DON Chain belt Brakes: from S rear dISC Weight: 515 its Torque: 52 lb '1 Horsepower: 69 ms tum all as iimifil-bitvmsous' 26 Harley-Davldtons Hugs [l larlev-Duvidsniis) are in theirown class for several reasons. No other niaxuiiacturer thruughuut the world produces a bike with Ihc ikunlklllktlg' image of l lnrle' And Ill.“ image cuts several ways Harley n the "LlChillC iii the lUIIL mill. the dcspcrndu, the one 1gainst-thc- \mrld, the "i-dtmt»inv-way" cnmd. it's the reliel wrtlmu . cause. lt‘s J lifestyle. It’s an art form, Harley-Davidson survives despite its lack of super or superior technology. llarlevs mininantl premium dullnrs, even rhnugh the cnnipetinnn h higher tech, inure competently executed and les» CXPCIIVIYL'. Ergo. Harley must be something different. There is Mlnli’llilllg about them. and must penple entertain the idea of owning une JI some pmnt in life. TRAIL BIKES Trail hikes, or nfl’rrnad bikes, are designed to take you wherever you want [0 go, a(ccplillg the terrain as it comes. hesc hikes are built for dirt, mud, sand, clay, C(JlL‘Ctht hrusli, desert, swamp, jungle and ancient liiresr. Trail bikes are usually cliaractcrwcd by the following features: ‘ Engine El Single C) linder, nften 2-stmkc B High routed exhaust systems U hve- or slV-srll'cd gear box E Chain iinal derL’ 3 Relatively high pimer-ru~\veight mun :1 Spark arresting, muffler 0 Frame, suspension, and steering El Minimal seating Long travel suspension Neutral steering geometry No center or side (kick) stands High fenders Straight across handle bars Smaller, weaker disc brakes Banana 0 Wheels and tires D Deep, biting tire tread patterns D Relatively strong wheels 0 Controls and gauges D Often none D Sometimes a speedometer or tachometer 0 Electrical system Small head lights (if any) Incorporated blinkers and taillights (if any) Loud horn Electric start (on newer bikes) Relatively simple and light weight charging and ignition systems a Dunn Off-road bikes are classified by the type of racing competition for which they are designed to compete. The four most common competlr tions are enduro, motocross, trials and cross-country. Enduros Enduros waste no energy conforming to street requirements The bikes have a straightforward mission: Conquer the wilderness. Endums are legal (under federal law) for use on designated public lands. They must meet certain noise testrictionsand have a spark arresting muffler, (Some states require lights, brakes, off-highway regisrrarion and vehicle titlei) Enduro competition is called “time trials“ in Europe, Rules Vary, but generally competitors are started one at a time, with one minute intervals between riders. Points are lost when a rider does not make it to a check point on time. The winner is the rider with the fewest penalty points. Characteristics of (host hikes include: I Light weight 0 Strong frame ‘ Advanced travel front and rear suspensions ENDUROS 27 SUZUKI M1 25F Class: endure. Engine: llQUId'COOled ertvoke reed valve Single. Displacement: tche Valve Arrangement: n/a. Transmission: 5-speed Final Drive: chain lSC trout Sr lean . 07 lbs Horsepowen 28 Winn" mmesv Ammnn SiL'lllU Mural Cortxx'ulfron i MOTOCROSS ° Powerful engines - Kuohhy tires designed for soft or hard tcrmiu ' Cenerully, light engines ' Often water-cooled 0 Strong muffler/spark arrestot 0 Plastic gas tank ' Skid plates and brush guards Motocross Bikes Motocross racing used to he called “scrambling." Motocross is simply a race to the finish line. Everyone starts at the same time in one huge swarm and hopes they aren‘t crushed, side-swrped or run over in the first tum Motocross bikes are designed for “closed course“ competi- tion races. Closed course means that the route is fixed and on private land‘ As such, features that add weight, and would make a motocross bike legal for enduro riding, are missing. These bikes are similar to cnduro bikes, and often have the following features: ' TCClInUlOgICZIlly advanced suspensions 0 Powerful two-stroke and four-stroke engines O Knobby tires designed for course terrain 0 Often water-cooled ' Sophisticated brake systems 0 Engines tuned for low range power Trials Historically, trials bikes originated from street bikes and share ancestry with road racing bikes, although you wouldn’t recognize it toda In the 19305 road courses were SCI up for ridcrs tn negotiate within curtain time restrictions. Today, trials competition resembles sndomnsochistic endum events, and the trials bikc resembles a minimalist intcrprcmtiun of an endure bike. The Ct7mpcliti0n Challenges a rider to negotiate a course of tortuous terrain, large boulders, lnllen trees. cliffs and rock ATK 604 DUAL SPORT Class: motccvoss: Engine: awmoied single A-siroke. Displacement: 562m Valve Arrangement: SOHC 4. Transmission: 575063636 Final Drive: chain. Brakes: disc from 8 rear. Weight: 268 ibs (Photo courteS/ Cycle Wonu Magazine ; TRIALS GAS GAS CONYACY-YZS Class: mais Engine: liquwdrcoomd Singie ertroke Dlsplacemenl: 239cc Valve Arrangemen n a Transmission: 5 mean Final Drive: cm: n, Brakes: d‘SC "on! 5. Ha? Welghl: 160 ibs 29 CROSS-COUNYRlI! KAWASAKI KLX65 431 Class: cross country, Engine: liquldcooled single Astroke. Displacement: 651cc. Valve Arrangement: DOHC 4. Transmission: 5-speed. Final Drive: chain. Brakes: disc from & rear. Weight: 337 lbs. (tho courtesy Kawasak/ Motors Corporation USA ) slides, Penalty points are awarded for putting a foot down, walking the hike, stopping or riding outside the course limits. Total machine control, not speed. wins trial races Trials hikes have the following features: Engines tuned for maximum low speed torque Wide ratio gear boxes, usually with six speeds Super low first and second gears Often watercooled Sophisticated brake systems Controls SCI fora standing rider (since most riding is done standingl Virtually no seat Long action suspension Extremely high ground clearance (12 inches n iitnunl) ' Extremely austere so there is not one extra ounce of unnecessary weight Cross-Countries A variation of the enduro and the motocross is the long-distance, arduous terrain race. The Paris-Dakar and California Rain 1000 are the two most famous of these races Bikes designed for these races must be able to carry lots of cargo and fuel. In addition to the features found on enduro hikes, the bikes often have “desert” features for crossing large expanses of wilderness or wasteland These features include: 0 Engine torque tuned for both on- and off-road riding ‘ 0|l-CODICI’S or features to reduce engine temperature ' Front and rear disc brakes ° Expanded roul kits ' Extra engine guards ° Headlights (often wnth prntection wire; 0 Large capacity fuel tanks (up to 10 gallons) o Baggage racks and storage compartments ° Modified Cale {airings DUAL PURPOSE BIKES Dun] purpose bike< JIK’ also called Llllfll sport or "unn'erul." l'ht'lr hlsmry is similar to Sports touring [Vilu'm Once .. .n..m.l.u-um~r lull Imm street and trail vcrslons ol a motorcycle. ll m» A mull t-mllmunm step to get a "dual purpose" hlkc. Mnnulntturen \llllpl) ltmk .1 ml pnrts‘ from the street Inky Imrrs bin Jud l1 lt'\\ lrmu l’lll tmll luke [um hm to make rllL‘ tlual pulpow hike. met-u-r. lll\fC.lAl nl hem: mmn mlly good. lllc yurts l\ill rlpprllllcl‘l (nun-ll ll lult- (lull m» uluu’rxllh l‘md. HONDA XRSSOL Class: dual pm: ’» Engme; awecole: amt] c Arslrcxe Disolacemenl: : Valve Anangement. SCH Transmisslcn: 5 Spica DUAL PURPOSE 32 This has changed. Dual purpose bikes are now specially designed, highly advanced machines that incorporate specially tuned suspensions, tir nd components to suit highway and trail use. Features of these bikes include: ’ Street legal lighting 0 r irrors and gauges ' Large gas tanks ' Universal tires designed for street or trail ' Electric starters ' Engines tuned for mid-range power ' Battery operated lighting . Wider range transmission speeds IMITATORS Moped c clesl \COUKCI’S and minihikes seem like miniature versions ofmotor» hile they do have the same I) sic construction, these motorcy- cle wanna-b are not reasonable substitutes for most ridersl Mopeds Mopeds are hybrid vehicles combining features of a bicycle and motor- cycle, Hence the name: “mo" for motor, “ped” for pedal. A moped is powered by the rider \‘ia pedal or by the engine, or both‘ A clever mechanism called a centrifugal Clutch smoothly transfers power to the rear wheel from either or both sources. The machine is usually peddled only to help accelerate from a stop or up a steep hill, 0n flat smooth ground a moped will maintain a speed of about 35 to 40 mph Mopeds are commonly 50cc machines with very low tech design and cheap construction (Many European coun- tries allow youngsters to get an early driver’s license that is restricted to under 50cc, one horsepower mopeds). Advantages of the moped include: ' Inexpensive to purchase ' Very high gas mileage lover 100 m.p.g.) ' Easy to repair Bur mopeds are not particularly reliable or safe Disadvantages of mopeds include: O Under-powered (under-powered machines are more dangerous than over-powered machinesJ Inadequate suspension Inadequate brakes Rudimentary controls Difficult for automobiles to see Cheap in design and materials Generally unsafe .00... These machines are generally acknowledged as the least desirable of the motorcycle kingdom. Poor performance, poor safety, shoddy construction and low status combine to make them a nonstatter for almost any rider or riding situation. Scooters Scooters are more sophisticated than mopeds. They do not have pedals, which is a step in the right direction (if you’ll pardon the pun). Most scooters have the engine situated over the rear wheel behind a vented and bulbous Cowling. Scooters have wide monocoque frames which are shaped to eteate a floor board for the rider's feet. Footpegs are absent. This arrangement allows for a variety of foot and riding positions. All controls other than a foot brake are at the rider's hands. To change gears, the rider must pull in the clutch lever and rotate the lever, and the housing to which it connects, to one of(usually) three gear positions. The engine placement prohibits proper weight distribution, Too much of the weight is rearward and high. Thus, scooters do not handle well. They are also relatively heavy, generally under-powered (although a major Japanese manufacturer is producing a scooter that really scootsl), and equipped with pathetic suspensions. The floor hoard arrangement fails to ensure that the rider's weight (via tltc footpegs) is positioned correctly on the machine, and that the rider's foot is near the brake, which is located on the tight side of the floor hoard. Even worse, the scooter has small l 0»inch diameter wheels, a feature that has been abandoned on most other vehicles and all motorcycles. Here’s why: 0 A 10-inch diameter wheel will fit m .1 10-inch diameter hole. Thus, the scooter wheel wall “fall" in a hole that would he spanned luv a larger motorcycle wheel (commonly. motoru c wheels range from 16 to 2| inches). On a scooter, every hump is felt, and there is risk on every pothole. ° Ten-inch wheels have considerably less gyroscopic effect limit, say. an [8-inch motorcycle wheel. The gvrtiscopic ellect is key to SCOOTERS 33 MIN EMF? keeping a motorc) le upright at speed. Remember the grade school experiment that had you “balance" a threc~inch diam» eter toy gyroscope on a pencil point or on a rant string? Remember how hard it was to turn the frame of the gyroscope once its wheel was spinning? The force that kept that gyroscope in position is more or less the same force that keeps a motorcycle on the road upright. The smaller the gyroscope (wheel). the less the force. Scooters have very small gyroscope-s, scienc cl Advantages of scooters include: ' Inespensive to purchase ' Very high gas mileage (up to [00 m.p.g.) ‘ .' to repair I (Iarry their own spare tire I (ireat humor value l) isad itages of s ‘(itflt’fs include Untlermtiwered Poor and nonrcsponsive suspension Awkward controls l’oor weight distribution Weak small diameter wheels Scooters are not recommended. They are slow, poorly designed and unstable Like the moped, scooters are particularly poor machines for the novice rider. The common belief that small, slow and simple machn s are best suited for beginners is not correct. In fact, the opposite is true. It is much wiser to learn on a machine that incorporates safe and sophisticated technology. M kes Minibikes are the most primitive of all powered two-wheeled trans- ports. Minibike engines are often nothing more than lawn mower engines fitted with a centrifugal CluIClL The frames are simple, the suspension often nonexistent. Front brakes are optional. Wheels are often smallrdiameter pressed steel affairs. Weighing in at less than [00 pounds when fully gassed, minihikes are designed for slow, off-road use only. It‘s unfair to trash minibikes with the other half-breeds. They‘re fun, and not intended for more than backyard excursions, [recommend that you remain within walking distance from repair facilities at all times! ECHANlCS AND ECHANISMS tday‘s motorcycles are very high tech. Even your common garden variety motorcycle employs technology that is found only on the most exotic and expensive cars. Super performers employ materials and technology that would be at home on an A872 bomber. Fact is, any Joc with several thousand dollars can purchase a 100~hotscpowcr, 160— mile-pcr-hour machine off today’s showroom floor that could have won the Daytona 500 just a few years ago. Motorcycles are collections of castings, tubes, wires, hardware and materials formed and machined into “components." Components are united into “systems" that perform particular functions. Systems are united into a whole that becomes the romantic machine we know as the motorcycle. This is a classic, real world example of Plato's philo» sophical one and the many The one (this system) has an identity and existence all its own. As a part of the many, it shares in it totally new identity. To understand the one, notes l’lnro, you must understood the many. To paraphrase: “To understand the motorcycle, you must u“, dersmnd the systems." Systems give the rider the facilities to make the motorcycle gm stop and turn. The average rider must have a basic llnLlL‘rSliIHklfllg .n the systems level to prnpcrly select and xrifcly nLlL' .1 moioici'clu. UIKlL‘r- Js 36 standing a motorcycle at a component and materials level is important to the teehnopliile and engineer. but generally not required of the average rider. However. basic knowledge of materials is useful to maintain and deta a motorcycle properly. A BASIC UNDERSTANDING Once you have a 1 'ie under'tanding of IIIHIOI‘C) *le systems, you will he prepaer to purchase. ride and maintain the motorcycle knowledg- ahly. Admittedly, some of these components are so simple and have purpo. . that are so obvious that they warrant little or no description. Footpegs, for e\'aiiiple. serve a crystal clear purpose: They support your feet. l’rohahly no one ever spent much time trying to figure out how they work, or what kind to have on their motorcycle. On second thought. maybe [his is not true. There are many different {”168 of footpcgs: ' Big ruhher ones that diminish vibration to your feet to provide comfort on long rides . Serrated ones that dig into your boot soles to give maximum grip when you are standing up and riding off~road ' Solidly affixed pegS as med on drag hikes ' Pegs that fold up when you take a high speed corner ' Rokishly forward-placed highway pegs for comfort and style ' lluge flat ones that offer long dis rice comfort but not much grip I Running lmards (not really pegs at all] (iCI the point? cry part of a motorcycle has been through tremen- dous design research—including the lowly footpeg, implest of compo- nent parts— ielding considerable variety. This ma) ha \‘i: you thinking. "How can one possibly choose among the downs of different types of engines or frames or brakes or drive trains on the market?“ It is not so (Ollghi You do not need a vast technical knowledge to purchase or to ride a motorcycle. You need a hash uriderxtanding of the machine, and of the systems that make it go, Stop and turn. This lays the foundation for: ' Choosing the proper motorcycle to match your lifestyle I Riding safely ' Making an occasional emergency roadside or shade-tree repair ' Ensuring your professional mechanic does a good, fair and safe repair ioh at a reasonable rate - Being cool, fashionahlc or totally retro Warning: Without a basic understanding at the systems level, you are at risk. You may discover you purchased a machine that won‘t do what you want You may make a, haphazard or dangerous decision about when or what to repairs Or, perhaps worst of all, you may commit an unforgivable fashion faux pas in the complex and unforgiving world of motorcycle vogue EIGHT BASIC SYSTEMS All motorcycles, from the cafe racer to the 125cc standard, share eight basic systems. These systems are: Engine Carburetion Exhaust Frame and suspension Wheels, tires and brakes Drive train Controls and gauges Electrical noon-00' Each system comes in a variety of designs for, and methods of, executing its function. The design can be quite specialized and therefore correct (or incorrect) for your rid' g needs. This chapter explains the variety of basic systems available In motorcycle design and presents the basic understanding of motorcycle systems every motorcycle rider needs. MOTORCYCLE ENGINES in the old days, there were three basic types of motorcycle engines: four- stroke, two-stroke and rotary, Alas, the two-stroke is all but gone for street hikes, Stricter noise and emission regulations have made the two-stroke uncconomieal or impossible to manufacture for srrcct use. This apparently has changed manufacturers” engine choices for most of the other street/dirt hikes in their linfiups as well, On a recent trip to the bike shop, two-stroke engines were found only on jL‘I skis, snow- mobiles and some motocross racing bikes The rotary engine never caught on. and although in production, it IS almost extinct. Poor marketing strategies and rider unfamiliarity Caused the rotary’s unpopularityi The last producer, Norton, fell yiuuu to Thatcherism, the leveraged huyrout greed of the Mn, mil Reaganoinics It seems that only the lUltr'SUUkL‘ is nhlu to sun we decade after decade. 37 This seetiou gives you a rundown of all three engine types, along with the significant differences and variations. This is done partly for nostalgia, and partly because the rwo»strol:e will return as soon as manufacturers' efforts to conquer noise and emissions problems are successful. Before we begin, a bit of elementary rubbish about internal com— bustion engines The name stetns from the fact that the combustion happens internally. This is contrasted to, say, an old steam engine where coal was burned externally beneath a closed tank of water to produce steam power. The first internal combustion engines were built in the 1820s, but the concept of combustion under high pressure was not theorized until 1838 (by William Barnett). [n 1876, the German firm of Otto and Langen began producing a “silent engine," based on Alphonse Beau de Rochas's 1862 theory of a four-stroke engine, This was the first modern four-stroke engine. Hence, the four-stroke engine is often called an Otto engine. Otto‘s engine, like most of the era, burned coal gas, In 1878 Dougald Clerk developed a two-stroke enginei Clerk‘s design used a secondary piston and cylinder that would take in a charge of fresh fuel vapor. It would pass this charge to the working cylinder, scavenging the working cylinder of burned fuel and providing fresh fuel. It was not until 1891, whenjoseph Day simplified the two-stroke engine by using the crankcase to perform the duties of the secondary cylinder, that the modern two-stroke was bOrIL ln Day’s design, the fresh charge is drawn into the crankcase, rather than a secondary cylinder. To round out our discussion of engine history, in 1892, Rudolf Diesel patented an engine in which very high compression (1/25th of original volume) resulted in high enough temperatures (538' Centi» grade) to ignite fuel sprayed into the cylinder. This is, of course, the Diesel internal combustion engine. lntemal combustion engines are wonderfully simple in concept. An internal combustion engine requires three things to run: air, fuel and spark. ' Air—A colorless, odorless, tasteless gaseous mixture, containing 78% nitrogen, 21% oxygen, with small amounts of argon, carbon dioxide, neon, helium and other trace gases. 0 Fuel—Usually gasoline or gasoline mixed with oil or alcohol. Fuel can also be more exotic. Internal combustion engines run on diesel, propane and other combustible substances as odd as fumes from decomposing chicken droppings (methane). The best economy is obtained when one part fuel is mixed with 17 parts air [notated as 1:17). For power, a richer 1:12 mixture is required, For a cold engine, an extraordinarily rich mixture is required, - Spark—In gasoline engines, detonation is caused by a 20,000 to 30,000 volt electric sparki The spark plug provides a gap between electrodes across which the high tension voltage jumps, which |$ the spark. Detonation is caused by the heat of extreme compression in diesel engines. ‘ These are combined via compression to produce an associative event called combusrion, which produces power, as defined below: ' Compression—Usually attained by pushing a piston up a closed- ended tube (i.e., the cylinder) toward the closed end (a,k.a. combus tion chamber) to squeeze the fuel and air to a density that will permit detonation via spark. 0 Combustion—The rapid oxidation of fuel, or the conversion of gasoline and oxygen into carbon dioxide and water leHix + 12.5 02 = 8 C02 + 9 H20). When all these factors are present in the proper quantities, and delivered at precisely the correct time, you have a running internal combustion engine. Of course, the engine won‘t run for long if you do not have other systems dealing with many residual by-produets of the detonation, such as a cooling system for excess heat, a lubricating system to keep metal parts from grinding themselves into shavings, an exhaust system to control noise and fumes, etc. It is all quite clever. Knowledge of air, fuel and spark is an important trouble shooting tool. A motorcycle mechanic will hegin a dead-engine diagnosis hy searching for air, fuel and spark Finding all three operating correctly, a check for compression comes next. The absence of one of these is an immediate clue to what is ailing the engine, and directs the mechanic where to focus his attention, Four-Stroke Engines The name “four-stroke” comes from the fact that the piston makes four passes (strokes) in the cylinder to complete an entire cycle. he strokes are intake, compression, power and exhaust. Two of these strokes are down (intake, power), and two are up (compression, exhaust). of Course. Valves open and close to route gases or create LUH‘PKCSSlUHt Further defined, the strokes of a four-stroke are: ' Intake—Let us begin with the piston at top dead tenter, or 'l'[)(". A: TDC, the piston is as high it): far) into the Cyllmlct M possible. The piston starts its way tlown, away from [lu‘ comhmtiun chain her, creating a low pressure area in the space vacated, The exhaust valve is closed The intake valve is open. allowing lln- prt'wnre 4-STROKE ENGINE an»; -z... m.- m M M on 4-5TROKE INTAKE JD 4—STROKE common -$TROKE EXHAUST differential (vacuum or suction. if you will) of tlte retreating piston to pull fuel vapor into the c) det. ' Compression—At the bottom of the intake stroke (called bottom dead center or ISDC), the intake valve closes The piston rever. sits course and heads for the comhu )I! chamber. Tlte fuel and air have nowhere to go since both the intake valve and exhaust valve are now closed. The mixture gets compressed between the advancing pisrou and the top of the cylinder. The compression ratio is the measurement of the e. cut to which the fuel and air are compressed within the cylindert Most gasoline engines have somewhere around a 9: ratio (total “DC cylinder volume compared to TDC volume). Diesels run from 12:1 to 25:1 ratios. ' Power—At almost e. acrly TDC. when the fuel and air mixture are fully compressed. the spark plut, .gnites, causing expansion of the fuel mixture. With both exhaust and intake - Ives closed, the detonation forces the piston hack down the cylinder under consid~ etahle force. ' F. must—When the piston again reaches BBC, the exhaust valve opens. The piston changes direction and heads upward toward the combustion chamhert The hurned fuel and air that just powered the piston on its downward ioutney are pushed out the open exhaust valve into the muffler and eventually the atmosphere I’tetty neat. huh? All of this happens thousands of times a minute. It results in the crankshaft [the item to which the piston is affixed via a connecting rod) circulating to power the vehicle. Two-stroke Engine: TWO-Strnkc engines manage to achieve all four functions (intake, cotnpre sion, power and exhaust) in only two strokes. Examine the illustration of a (WKhSl’l’UkC engine. Tworstrokes do this by letting the crankcase handle the intake functions. Two-strokes route the incoming fuel mixture first into the crankcase, then into the cylinder (not directly into the cylinder as in a four-stroke engine) via a transfer port. This tricky move allows a two-stroke to produce power on every second stroke llullr-SUOkCS produce power on every fourth stroke). The Two-Stroke Intake/Compression and Two-Stroke Power/ Trans~ fer/Exhaust illustrations show the two-stroke sequence. These figures first show the intake of air, fuel and oil into the crankcase via the intake port. The vacuum required in the crankcase to draw in the fuel mixture is caused by the piston moving to TDC, increasing the crankcase volume. The force necessary to push the fuel mixture from the crankcase, through the transfer port, into the cylinder. is created by the piston moving down to BDC, Fascinating! Forcing the mixture into the cylinder also has the effect of flushing the burned fuel out the exhaust port. Two-stroke engines use one of three intake designs: piston-port, teed valve or rotary-valve. In a piston-port engine, the piston alternately blocks the intake piston port and intake transfer port, channeling the direction of fuel mixture flow. The skirt of the piston blocks the intake port as it reaches BDC while the intake transfer port is unblocked, The ptessiite caused by the piston forces the fuel mixture from the crankcase into the cylinder via the transfer port. As the piston moves back to TDC, the transfer port is blocked and the intake port is opened, drawing fuel into the crankcase through the intake port, In a reed valve engine, a set of thin metal flaps controls entry of fuel mixture, rather than a piston port. The vacuum created by the motion of the piston moving to TDC opens the flaps, The flaps close as the piston moves to BBC In a rotaryevalve engine, a cut-away disk on the crank, rather than the piston skirt, controls the intake port. leaving it open or closed as the crankshaft rotates, A new breed of motorcycle two-stroke is on the horizon. Instead of using any port controls at all, the fuel mixture is directly forced into the intake transfer port via superchargingi This engine, when combined with modern computer and emissions technology, will burn clean enough to meet clean air standards. In each of the three types of two’sttoke engines, the fuel is initially touted into the sealed chamber that surrounds the crankshaft and flywheel, and drawn into the cylinder space (iie., compression area} above the piston This one/two approach to intake means that the two-Stroke does not have camshafts, valves, timing helts, rocket arms, pushrods, lifters, valve covers, valve guides, etc. This makes the two» stroke considerably lighter and more powerful pound-for-puund than the four-stroke, Though a two-stroke has twice as many power strokes as a four- stroke, a two-Stroke is not twice as powerful as a four-stroke engine of equal displacement. There are three reasons for this. I-‘irst, there is a reduction in the effective cylinder volume of a two-stroke due to the piston movement required to cover exhaust and transfer ports. Second, there is appreciable mixing of burned exhaust gases With the fresh combustible charge. Third, some of the fresh combustible chargi- .ictiir ally passes straight across from thL‘ transfer port to the c\h.inst port during the scavenging phase of the iwwstrokr sequence. Wankle Engines Rotary engines are a motorcycle curiosity vnd \vorih mtnnnllill' Rotary engines have been aroiintl since the dawn oi the piston umin . 2-STROKE ENGINE an...“ é; u... z-srnoxe INTAKE] T COMPRESSION 2-STROKE Poweiv rnausrsmsxmusr 41 IN-LINE ENGINE 42: It was not until [954, when Felix \Vauklc developed his breakthrough rotary that the design hec ne more than a curiosity. During the I970; world oil crises. great interest was paid to the \Wankel rotary engine. BSA. Norton»\’i|liers-Triumpli, Hercules and Suzuki experimented with the engine. Suzuki and Norton are the only two motorcycle manufacturers to put the engine into production. (The 497cc Suzuki wankle produced 62 horsepower and was capable of 115 in.p.li.) Rotary engines achieve compression by rotating a Convex triangle concentrically in an oblong chamber. At various points along its path the triangle creates compression between itself and the chamber. See the \Vaiikle drawing. Rotaries have fewer parts and weigh less than piston engines of equivalent poweL They are quiet, produce very little vibration and offer an extremely sweet power curve. but the Wankel has not enjoyed the success of the piston engine for several reasons. Probably the most significant reason is that the piston engine is simple, abundant and understood Engine Variations: Number 0' Cylinders The majority ofinotorcycle engines have one to fourcyliuders, although six and eight cylinder models are not unknown. Mul I ylindcr engine do, gu offers the great advantage of allowing for large displacement with relatively smaller mass parts. For example, a 500cc single cylinder four-stroke engine must have one very large piston, a strong and heavy connecting rod and great big valv s. This kind of engine ' known as a thuinper, for obvious reasons, This design produces gobs of torque, vibrates like a washing machine on an out-of-balance spin cycle and is unable to attain very high rpmrs. [\lteriiately, a iniilticylintler 500cc four-stroke engine can have either two, three or four smaller pistons, each serviced by coniniensu» rarely smaller parts. This design will vibrate less, rev higher and produce more high-end power (as opposed [0 torquel In a niulticylinder engine, the mass of reciprocating lback and forth) parts is smaller per cylinder. Overall, the total reciprocating mass of a multicylinder engine is higher. More cylinders equal: more parts, more power, more weight and more stuff to break. Engine Variations: Layout cl Cylinders There are several different multicylinder layouts, The three most com— mon de5igns are: 0 In-linc—ln an inrline layout, the cylinders and crankshaft are usually perpendicular to the longitudinal axis of the bike (i.e., sideways to the front and back of the machine). The more cylinders, the longer the crankshaft, the wider the engine, the smoother the engine. With this layout, pistons are usually pointed slightly down from vertical toward the front of the machine. At one time or another, nearly all motorcycle manufacturers have embraced this design. 0 Horizontal—Horizontal engine layout lalso called flat, opposed or pancake) is fundamentally different in that the crankshaft runs along the longitudinal axis of the bike. That is, the crank runs along the line of the front and back wheels. Its pistons are set 180” apart. BMW is the most notable of the horizontal engine manufacturers The horizontal engine is ideal for machines having shaft drive because the front-to-back crankshaft revolves in the proper direc- tion for mechanical attachment to a driveshaft, 0 “V”—The name describes the cylinder arrangement well. The cylinders are set at 90', 45“ or other variation of degrees apart. Taken to its extreme, “V" engine design \vill result in a radial engine like the ones found on larger aircraft powerplants. HarleyrDavidr son, Moto Guzzi, Hesketh, Moro Morini and Diicati are famous for their V-nvin layouts, In fact, they have produced virtually nothing else for many years. Over the last decade, all ofrhejapanese manufacturers have been producing “V" designs. The “V" is a favorite because the design has a natural tendency to vibrate less than an in»line design while being more compact than a horizontal design. Englne Variations: Valve Layout Four-stroke engines genetically employ one of three basic valve and Camshaft layouts: side valve flathead, piishrod overhead valve (OHV) and overhead camshaft (OHC). 0 Side Valve—The side valve layout is almost a thing of the past. One will find it on older machines and on intentionally simple machines like minibikes. Side valve layout is almost synonymous With Hair head design, where a flat piece of metal serves to “cap" [lit top of the cylinder. It generally houses no moving parts. although there are combinations ofovcrhead and side valves. In a side valve layout, the valves run along the outside of the cylinder. The business end of the valves point “up" and the stems point drum. The valves are actuated by a camshaft driven through meshed gears or chain off the Crankshaft. This design is simple to manufatturu, l1utc‘l0cs not producc high compression ratios or let the engine breatlic easy. ' OHV—Overhead valve layout. though IHOTC JLlLHkL'd compared to flathead design. is found on few motorcycle engines roilav (hut it is still common in many modern autuiiioliile engine dcx‘ignsl. This design allows the valves to he lioiisctl in [llL‘ lit-Ail. ”alvmc“ rhc HOWZOITAL LAYOUT V ENG!“ LAYOUT 4: 44 pistons. so that they enter the combustion chaiiilicr from the top. Pushrod tivate roe er arms that open the valves. Aii OHV layout allows for more efficient routing of fuel and air into the combustion chamber, but Ii- the disadvantage of considerable reciprocating mass in pushrods, rocker arms, and sometimes I terst - OHC—Overhead camshaft is the most advanced of valve design layouts. It is found on most modern motorcycles. The valves and the camshaft are situated above the combustion Cl’lfllllhcrr See the OHC diagram With valves and camshaft iit close proximity (i.e., no more pushrod, and often no lifters) the camshaft actuates the valves. This layout greatly reduces reciprocating mass, and allows the engine to rev higher before valve float occurs. This layout can employ either a single cam lSOHCl or dual cams (DOHC). With SOHC. one camshaft actuates both the intake and exhaust valves, With DOHC, intake and exhaust valves are actuated by indepen- dent camshafts. Overhead ct “shaft designs often have three, four oreveii five valves per cylinder, Additional valves and valve actuating mechanisms seem at first glance only to create extra reciprocating mass, reducing the effectiveness of the LleSlglL This is not always the situation: The value of iiiiiltivalves lies in the fact that single exhaust and intake valves cross a design line between mass and the size ofthe opening they can regulate. Stated differently, two small valv in control a larger total port opening than one large valve, while having a combined mass less than one large valve, Miiltivalve design also permits the fuel mixture to be routed into the combustion chamber via a more efficient path. There is a fourth valve mechanism variation: DCSIHOLerlIlCt The closing action on a traditional valve system uses a spring to retract the valve. The OHC Desmodronic valve control tem, unique to Diicati, uses no SPIllIgSr Under this arrangement, one cam is used to open the valve and another to close the valve The Desmodronic s (cm was developed because springs become unpredictable at very high r.p,m. With the Desmo system, valve closing is more precise at high r.p.mr Engine Variations: Method of Cooling Motorcycles are cooled by air. water, oil or sortie combination of the three. AirAconling is simple, light and requires no moving parts. Water and oil-cooling is more effective, but is heavier, requires a radiator, some moving parts and is more expensi c. Air-cooling works very well on motorcycle , although the recent trend is for waterrcooling. In fact, Soichiro Honda was adamant that engines should be air-cooled. (Pollution control laws ended that!) With an air-cooled engine, the motion of the hike causes air to pass over cooling fins located on the cylinder and heads, the hottest part of the engine, to draw heat from the engine. The fins work as heat sinks. They are added to the engine to increase-the amount of surface area that is available to contact flowing air. More fins or fin surface area means more cooling. This method works extremely well unless: the motorcycle is stopped while the engine is running for a long period of time and no air is flowing over the fins; or the fins are clogged with mud or other material (as happens when riding off»road). Water-cooling requires passages in the cylinder block and head through which coolant can circulate. The coolant collects the excess heat from the engine and transports it to a radiator. Cool air is pulled though the radiator via a fan or forced air, dissipating the heat. Oil