Weekend Testing at Ledenon

Took both bikes down to Ledenon this past weekend, basically to run in the RG 500 a bit (all new bearings in the crankcase, plus completely rebuilt), and to get a good setup for Magny-Cours in September.

The weather forecast was good on Saturday, with rain arriving after lunch Sunday, so after installing the tent and everything, I bought a few sessions to see what was what. The 500 started well enough, but after taking her out for a lap, I had to pull in as she just wasn't pulling any revs at all, only once going down hill did I manage to get her into the power, but couldn't maintain anything, so thought it safer to pull in. Initial thought was my ignition curve so I quickly connected up the programmer and dialed in the standard ignition curve and went out again - different but not better, I even got black flagged for going so slow!

The next session was only 20 mins away so just fueled up the 350 and took her out for a spin - she ran well, although changing the front fork (gold valve) settings did not seem to have cured the chattering from the front around the triple left bend - most disconcerting as it is one of the quickest bends on the track. Anyway had a good laugh with the 350, although there were some quick boys out there on big bikes, but I still managed to overtake some on the bends!

Still thinking ignition, (RG500) I pulled the adjustable pickup and replaced it with the original Suzuki one, this time, a quick test in the car park still had issues, not pulling at all.

Started thinking it was jetting, and as the temperature was significantly hotter than Croix-en-Ternois last year, I down jetted to 250's all around (from 260's), this made a significant difference in the car park, so decided to use my last run of the day to go out with the 500, this time pulling significantly better, but still not brilliant! This time I got a lap in, but couldn't change down gears! At least I could but with ever increasing difficulty, decided to pull in again! Jumped on the 350 and completed the session on the 350, right until the last lap, where on the deceleration lap, a gravely noise came from the engine, literally like there was a handful of gravel bouncing around in the engine! The engine seized just as I pulled the clutch and pulled off the track.

OK so the test bike has gearbox problems and the spare bike has blown up, I didn't fancy draining oil and looking at the gearbox at the circuit, so we packed up and made our way home.

Well Sunday was used to good effect, and I found and fixed the issue with the RG. The gear lever return spring was not seated correctly and was not effective (my fault), When installing the lever you need to ensure the return spring is located either side of a locating tab on the gear change mechanism, not crossed but so that the 2 spring ends are roughly parallel either side of the tab. I had installed it crossed so that it wasn't working. In order to change that I had to remove the clutch etc.. to get access.

I was also not happy with the fairing support at the front which was obviously still bent, so that came off as well to try and get a roughly symmetrical shape out of it. It really looks like it was designed at 5:00pm on a Friday evening, nothing is symmetrical, crappy welds, and bits of bent metal, will have to try and find a good picture to know what to bend where.

I haven't touched the 350 yet, but the kickstart is still solid, and I think a piston has broken up and embedded itself somewhere, anyway my bet is the left hand side - but we will see next weekend.

Just for the record, I rejuvenated the front brake master cylinder on my Daytona, as the rubber seal had worn through and it was getting a bit notchy, it now works perfectly, plus changed the gear lever rubber which also had worn through!

RG Update

Well, most of the paint is done (not very well I may add) rattle cans are OK, but nothing beats a professional job, plus I always seem to get masking tape that leaks! Anyway, I'll probably fall off again soon, so no point worrying too much!

Entered the ignition curve in the Zeeltronic, to be ready for seat of the pants dyno testing at Ledenon in a couple of weeks. I am initially going to try the "optimized" curve  on the attached file, although I should look at Try1 and Try2 during the day to get a feel. The advanced static ignition is now at ~30.5 degrees BTDC, so this gives me the possibility to program any angle less than 30.5 degrees.
While I was messing with the handheld programmer I noticed what looked like cracks in my swinging arm, however after further investigation they appear to be just the surface coating, there is no damage to the inside nor when I tried to open the cracks with a wedge I couldn't get anything to move. You may need to load the full size pictures to see them.

The 500 may not be ready for Ledenon, so I took a look at the 350 to ensure it was working OK, there is a bit of engine noise so I checked out the power valves, and took off the exhaust to take a look at the pistons and barrels which looked OK, I hope that means that everything is alright, and not that I have a crank problem, must check the rotor is still tight!

Adjustable Ignition modifications

After having bought an adjustable pickup last year, I was disappointed that I couldn't get it to work with my zeeltronic ignition, after some investigation Borut sold me a more sensitive unit designed to work specifically with the Mark Dent adjustable pickup.

Since putting the engine back together I have been avoiding trying the ignition for fear of it still not working, so last weekend I bit the bullet, and sure enough it still didn't work! Fortunately the original Suzuki pickup still worked so I had a backup plan.

Moving the adjustable pickup back and forth I could sometimes see a signal by kicking it over, and looking at the rpm with the handheld programmer plugged into the ignition box, so I was thinking it was a problem of gap between the pickup and the crank web cut out. Also the sliding part of the adjustable ignition was not sitting flush with the body of the adjuster, which could also allow air leaks, so my plan was to take some material off the adjuster to have it sit flush with the body and also countersink the screw hole, to enable the pickup to sit lower, and close to the crank web.

I took off a couple of tenths in the lathe and then setup up the milling machine to drill the hole, managed to find a drill (just under 12mm diameter) and set about gently drilling the hole. I took off less than a millimetre before trying it out, and low and behold I can now get a signal even in the fully advanced position. I still used a good blob of gasket silicon, to ensure it is sealed correctly, but for the moment I should have sparks!

Carbon rotary valves

Sorry haven't updated the blog for a while, I am in the middle of doing lots of fibre glass and carbon trying to repair my fairings. Will post some of the results when I am happy with them!

In the meantime, bought some replacement standard 116mm carbon rotary valves from Maranello along with some screw on hubs, (should reduce cost in the future, as I will only have to order the disks).I am hoping these will enable better drivability, as I am no longer racing could be better with these.

Ducati first ride

Took the ducati out with it's new battery. It would have started first kick but one of the wires on the battery had pulled off the fuse box, so no 'letrics. Still didn't take me long to fix it, and then it started first kick (almost). Just went for a quick run to fill her up and pump up the tyres. When I got back I changed the oil and fitted the new mechanical filter thing that Chris had bought last year. 4lts of clean mineral oil and a quick tighten of the chain, all is in order for another season of fun!

Also started to repair my fairing on the RG. Which I think will end up with plenty of filler if it is going to look smart again. I will need to source some of those metalic through thingies for the bottom fairing stay as it was ripped pff in my last fall.

Pipes on Carbs on - nearly there

I have been a bit slack recently with the work on the bike, but still the exhausts have gone back on, and the Nr3 carb wedge has been re-worked to clear the rotor a bit better, I have added a spacer which brings the carb out another 10mms I just hope it doesn't affect the cylinder breathing, but will just have to see. The only other way to do it would be to either abandon the standard rotor/stator for something smaller or tilt the carb up wven further.

Next on the list is fixing the fairing!