Royal Enfield 250 GT engine investigations for causes of poor performance 2.
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- Опубликовано: 18 сен 2024
- Following on from the last video, here I discuss work done on the cylinder head, valves, one of the pushrods and the fit of the alternator rotor and stator relative to each other, before running the engine again after the top end was reassembled, to compare it with how it was before.
The valve spring issue was new to me. That T- shirt looks sharp on you. Santa is a good buddy of mine so don't worry about wearing them out.
You never bore us Paul lol!. You are a credit to your profession!. Hope you have an apprentice in training as people like you are sadly getting rarer and rarer in a lot of professions not just motorcycle engineering!. Keep up the good work Paul.
Thank you!
I'm 67 and would like to apply for the position of apprentice. I can make excellent tea!!
Had that with a 1978 Honda 400. Overhauled the engine and sealed the tank. Ran lovely. Next day the carbs poured out fuel. Tapped the float bowls and it stopped. Hit the starter button and bent an inlet valve. Expensive lesson 😥
Best thing about my Crusader was the handling. Didn't realise this until I'd sold it......
Hi Paul . Veel kleine gebreken kunnen tot een kleine kracht ( pk ) verlies veroorzaken , en ge zou geen "Merlin" de tovenaar zijn , zou ge die niet vinden . Goed gedaan en nog vele groeten aan U en familie .
Sounding good Paul. Looking forward to the test ride. Cheers, Dan 👍🏍🇨🇦
Ah! the difference between rebuilt and rebuilt by an engineer. To me, those bikes should be kept in service as part of our motorcycle heritage even though I couldn't afford one at the time and probably not now.
Nice work Paul, re the top end and particular the valve springs do they sap much power in standard set up. Thinking down the lines the Dave Degens did with the Triumph twin engines, to release a few more ponies!!
Hi David, I suppose all valve trains and springs soak up certain amounts of power in their operation and it could be a bit of a tightrope to get just the right combination of spring strengths vs rpm, although there are formulas to work out things like that.
Nice machine 👍
What a great bike I had one in the 70s . The engine was very reliable gearbox not so I had jumping out of 5 th gear but sorted it in the end. I am confused when you talk about wet sumping correct me if I'm wrong this normally relates to dry sump engines with separate oil tank. Continental GT has a wet sump is oil in engine ??. I now have a Matchless g12 which suffers from wet sumping and has a tap fitted in oil pipe to stop oil bleeding back from oil tank to sump. Great to see one after all these years. Lucky man.
Hi Tony, with the exception of the Series 2 Interceptors, all the old RE engines are actually dry sump, but their 'separate' oil tanks are integral with the crankcase castings and the oil is still pumped to and from the tank, so 'wet sumping' can and does occur.
Thanks for that I do remember now . I remember visually the oil pump . Larger I take it being the scavenge. I haven't seen one for years. I loved mine I had it 4 years. Thanks for the video it's great to see these bikes kept on the road.
Sounds great
Thanks!
That sounds more like it now Paul. A nice crack to it.
Great video - that engine sounds much better! Not sure if its just an exhaust leak (probably is), but at 6:33-ish I could see smoke puffing out the front of the engine, after seeing the head gasket face I thought i would just mention it.
Thanks, I will check that out!
I think it’s just from the joint between the down pipe and the head. It’s only a push fit. I have to seal that joint on my 350 with silicone.
Great work. Who the hell had been messing with it before?
Getting there, mate. It'll soon be another Royal Enfield triumph -- if you know what I mean!!
Hi , if that fuel tank is the original in fiber glass is there not a problem with the E5- E10 fuel ? reacting with the resign , as some where I read they say the tank needs a sealer put in it ? Great work AS ON SOME BOATS , they think there is a problem .
Just a quick note for you Paul, I once had a customer bring a Suzuki DRZ400 to me with a tight engine, the problem turned out to be an extremely tight camchain, apparently, he'd taken the bike to a Thai dealer for some work on it, the mechanic hadn't backed off the cam chain adjuster, so when he replaced the adjuster it tightened up the cam chain so much that the engine struggled to turn over, just wondering if the primary chain has been wrongly adjusted on the GT, just a thought
Thanks for that, but I already checked the primary and timing chains while working on the clutch and both were ok. I think the alternator was the main culprit, but we will soon see!
Better stop using that fibreglass tank unless you want a real fireball of a bike - don’t care what tank lining has been used (or not) as the case may be; it will always fail at the cap or the tap.
The owner has an alloy tank for it.
Too much smoke from the exhaust!
It was just wet sumped and soon cleared.