Archive for the ‘oil’ Tag

XS650: Oil Filters   1 comment

Had my hands in a couple of motors last week. An early XS1 that, judging from the bearing seats, has had as hard a life as Keith Richards face. An XS-D that looks pretty clean inside. Both had what look like original filters.

p2010221

Top: XS-D .. Bottom: XS1 – both showed damage from over-tightening the screws.

Neither gasket had been pre-treated before installation. An SF hammer was required. The gaskets did separate. In half.

p2010216

Early filter left with full metal jacket. Right: pleated mesh with magnet, right-hand end slightly crushed. Mesh on both sides intact.

p2010217

Rear: Early filter has no magnets. Mesh is only spot-welded. Later filter has magnets both sides. Mesh is fully cemented. Much more surface area. Mesh is finer.

Early oil flow problems? Filtration issues? Strange the prone corner was never properly reinforced.

p2010219

Left ends intact.

p2010220

Fronts. XS1 filter, mesh has started to separate at the spot-welds.

Although I’ve seen much worse both these motors could have benefited from a few more oil changes.

Was pleasantly surprised to see the original XS1 filter here. And that it had survived so much punishment for so long before giving out.

Both engines have obviously been warmed up slowly-the ends are still intact. The mesh separation on the early filter probably derives from crankshaft rotation – from the look of the bearing seats this motor has sung – full throat – louder than Sleazy Joe.
(143.2dB in Hassleholm, Sweden, 2008)

The XS-D filter could make a good emergency reserve. After fitting an end protector. And rechecking each oil change.

Take care of your engines and they will take care of you. These are very much ladies.

Advertisements

Posted February 1, 2016 by xscafe in Motor - Oil, Uncategorized

Tagged with , , ,

XS650: Troubleshooting Manual   Leave a comment

If you have ended here and not where you want to go – VOU HAVE A VIRUS ON YOUR COMPUTER … do us both a favour and scroll back to my blog post Virus. Please read this then do a search as suggested.

Yamaha Troubleshooting Manual

In 3 languages. English. French. German

Troubleshooting Manual

Yamaha Troubleshooting Manual

Trouble Shooting

– hopefully this can prove organic … comments and suggestions – correcting, extending
– an engine is basically an air pump – 4 stroke …  suck, squeeze, bang, blow
– add fuel, timing and spark = internal combustion engine
– break this system anywhere and you wont get much action

– so your engine turns over ? wont start
– what have you done ? what have you changed, altered, played with, unfixed ?
– air ? fuel ? spark ? …all in the correct ammount and moment ?
– don’t panic…turn the key and petcock/s off, step back …take a breath-deep, go do something you really enjoy for a couple of minutes…

  •  fuses ? kill switch ?
  •  battery ? 12.6 V ? put it on charge, brushes ? check charging system
  • power to coil/s ? points spark ? plugs ?
  • filters ?
  • fuel to carbs ? bowls ? cylinders ? floods ?
  • compression ? leak-down test ?

·

  •    adjust your cam chain … can readjust warm once you get her running
  •       set your tappets
  •       set your points if you have them .. plugs

 

– once you get this far she should be at least spitting and farting enough to attempt setting your carbs …

  • if she wont idle, look for air leaks ? atu ? massage her pilot jet circuits
  • once you can get idle, do the idle speed screw/pilot air screw dance
  • smooth transition through to full throttle ?
  • synchronise

Electric Troubleshooting

Carburetor Troubleshooting

Starting System Troubleshooting

Engine Troubleshooting

Oil Troubleshooting

Clutch and Gearbox Troubleshooting

Frame Troubleshooting

XS650: 650 Central Sump Extensions   Leave a comment

650 Central has started producing a sump extension kit. MCEN40-2750. You wont find it listed yet.  A serious performance modification. 2 3/4″ deep (69.85mm).
Lowers the oil level freeing up the flywheels and clutch basket. Less flywheel drag implies better dyno numbers and lower oil temps.

Kit price … $135.

  • extension-(cast for better heat dissipation),
  • SS bolts
  • 2 gaskets

oil sump kit

Hattip Alvin.

650 Central … Mike “Mercury” Morse …

“To race is to live—all the rest is just waiting”

Posted September 26, 2012 by xscafe in Motor - Cases, Motor - Oil

Tagged with , , , ,

XS650: Little fault, Big problem   Leave a comment

Steffi again. Reported, again on the German forum, that the plug found on the end of the shift shaft is often missing. Falls out.

 

missing shift shaft plug

 

Means the oil meant for the gearbox bearing and gears simply runs back into the sump. NOT good. Easily overlooked. Until too late. Many have subsequently doublechecked. To their dismay. Or relief.

 

disc 5.0mm x 3.0mm … sits in recess

 

Posted September 5, 2012 by xscafe in Motor - Gearbox, Motor - Oil

Tagged with , , ,

XS650: Oil Filter – Starter position   Leave a comment

Have seen these around. For many years. Mostly on competition machines. Use with 306 and later cases. Reportedly 20% cooling effect. Got one in my hands the other day.

Removed your starter ?

… no need to waste that space …

 

… fill it …

 

… with something like this …

 

… bolts in …

 

…  filters with a big suck …

 

… through here …

 

Posted March 7, 2012 by xscafe in Motor - Oil

Tagged with , , , ,

XS650: Hall on Oil   Leave a comment

Was sent this by ‘Skull’ some years ago. Found it the other day. Not sure what the original source was. By Tony Hall (rip) ex Halco.

Tony Hall on oil

Posted February 13, 2012 by xscafe in Motor - Oil

Tagged with , , ,

XS650: XS1 Heads   Leave a comment

Kind of strange how you can do a job dozens of times and one day discover you’ve been missing the art. Blindly bypassing the finer details not directly pertinent to what you’re doing.

I pulled an old NOS XS1 head out of the mothballs the other day. Pretty clean. Next to it sat a used XS1 head. Well used. Started to clean it down. Slowly I became aware of differences. Mostly minor. But functional.

 

S650-0148## on the left … ???NOS to the left

 

I found 8 or so differences on the outside alone.

  • thicker, differently formed and more cleanly cast mounts and supports, front and rear on the used head
  • thicker tappet adjustment cover mounting face flange on the used head
  • artful blitz moulded into the unused head where the oil feed pipe passes
  • round cam sprocket tunnel on the used head, blocky cast on the unused head

 

inside the rocker cover

 

Multiple casting marks on the unused cover. Rougher casting quality too. What are the other differences?

  • cast ridge inside each tappet adjustment cover opening, used head
  • cast ridge between the bearing supports and the oil inlet cast, directly over the cam, used head
  • round brace for each of the inner stud holes on the used head are replaced on the unused head

They appear inside the cover only. Later models have a thicker wedge shaped form sitting over the cam. I assume these are for better splashed oil control. Seems the ridges above the adjustment openings would reduce oil draining onto the inside of the adjustment cover,lower leak risk. Those above the cam would allow oil to concentate and drip directly onto the cam/rocker mating surfaces.

I’ve seen the blitz on some early models and the blocky sprocket tunnel cast is standard so I assume the unused head is early but later than the used head. Why they were experimenting with lighter top mounts and relaxed oil control I have no idea.

 

XS1 head

 

Later models differ too.

a later head

 

  • Thick wedge above the cam
  • oil inlet node different
  • adjustment opening ridges intact
  • this later head has the 4 bolt front left cover

 

and outside

 

  • no blitz, but definite casting mark
  • adjustment cover flange thicker than the unused head
  • has the rectangular casting on the cam sprocket tunnel and the heavier front/rear mounts-cant see here

All the heads have the walling before the inlet valves-presumably to pool oil to the front so it has to drain past the exhaust valves into the cam chain tunnel. As they all have the feed channel to the exhaust valves. The bleeding holes from the breather box are also the same.

I guess there are other differences and other heads.

Apart from these differences the unused head seems to be useable. Wonder how critical those ridges are. Guess if the covers leak and I mark cam lobe surfaces I’ll know.

Posted June 3, 2011 by xscafe in Motor - Head, Motor - Oil

Tagged with , ,