Tech Tips Compression, but Can Have a Serious Affect on to Change My Cam Chains Before I Consider Power
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8706 SPRING 99 CBXPRESS.3 5/4/99 10:41 AM Page 24 something to improve performance. That’s a serious problem that can big have Okay, lets get to work. Ignition first. This effects on compression. I don’t know if I have doesn’t have anything to do with the anything else to gain, but I’m definitely going tech tips compression, but can have a serious affect on to change my cam chains before I consider power. Following the Honda CBX Shop Manual refreshing rings and valves. My local builder by John Seltzer section on “Ignition Timing Check – Static” in friend told me he usually rebuilds top ends Chapter 3 (“Inspection and Adjustment” for when the compression is below 100 psi. This I own and frequently ride a mostly stock the ’79-’80 manual, “Maintenance” in the ’81- doesn’t mean the bike won’t run good, but it 1982 CBX. I bought it 3 years ago from a care and feeding ’82 manual) is easy. Align the mark on the end will be down on power. I’ll probably wait until motorcycle dealer in Washington State. It only of the crankshaft with the case joint. 3 or more cylinders are below 100 psi before I showed 14,000 miles and was in very good Good, I’m right on. I found 10° initial static tear the engine down, unless the power falls condition. It now has 26,000 fun filled miles of the mature cbx advance. But this only accounts for cylinders off drastically. 1 and 6, what about 2 and 5 and 3 and 4? Okay, enough for the inside stuff. What and I intend to continue riding at a pace of same, a little cranky, you know, they’re all a I began by checking the compression. You see, there are 3 pulsar units all of which about the carbs? I’m going to save the detailed about 5,000 miles per year. I’ve discovered that little hard to start. Power seemed okay through What I found was bad and I started thinking Next, I looked at the cam chains and can be adjusted separately. explanation for the next issue of the CBXPress. the X is a maintenance intensive motorcycle. the gears. But why wouldn’t it? After thinking about a ring and valve job. My first tensioners. This turned out to be a good part of Fortunately, there’s a very good ICOA But, I must tell you, if you install a Dynojet kit Not to the same extent as the old British for a while I remembered, because of the measurement cold (about 50° F) was: #1=98, my problem. technical article on this procedure, “Ignition or aftermarket exhaust system or both, you motorcycles (ride an hour, work an hour). But mechanical advantage of the gearing (torque #2=87, #3=97, #4=92, #5=97 & #6=105. These You may not be able to follow the Timing Adjustment, The Right Way” by Mike should (must) dial the carbs in on an exhaust in comparison to the newer Japanese and multiplication) you don’t create maximum readings are very low. They should be 170 +or- adjustment procedure in the service manual. Nixon. It explains everything you need to do. gas analyzer (EGA). This was also part of my European motorcycles, a lot of work is required stress in the lower gears. So you wouldn’t 14 psi. .The service manual says the test Why? Because, the ’A’ chain tensioner has a You’ll need an inductive timing light, feeler power problem. The Dynojet instructions said if you intend to ride should be with the engine tendency to freeze up, so following the book gage; a positive piston stop (or dial indicator) to open the pilots up 2 turns. Not on my carbs, worry free. To warmed up so I tried that doesn’t do anything. I had been following the and you have to make a degree wheel. Then this setting resulted in carbon-fouled plugs. My personalize my ‘X’ I’ve too and found: #1=115, service manual, but noticed the engine was you can check the timing for each pulsar. I pilots are open about 3/8 of a turn, which is added a Kerker exhaust, #2=106.5, #3=112, #4=120, noisy. I never figured out what was happening. found the pulsar for 2 and 5 cylinders was equal to 3.0% to 3.5% CO. That’s the CO setting K&N filter and Dynojet #5=112.5 & #6=120. Engine A fellow ‘X’er friend, Art McGougan told me retarded 3°. I also checked my advance Dynojet recommends. I believe someone stage 1 jet kit. I’ve done temperature was probably about the cam chain tensioner problem after mechanism. It worked fine. One minor modified my carbs before I bought the bike. I other things as well, but about 120° F, garage listening to my ‘X’. Sure enough he was right. problem solved. don’t know what they did, but I can’t follow the I’ll leave those to later temperature about 55° F. With the cam cover still off and the adjustment Good, we’re on a roll. Next, let’s check Dynojet kit instructions for the pilot screws or Tech Tips. This is a little better, but nut loosened; I accessed the ‘A’ chain tensioner the valve lash, which could have a big affect needle settings. In this article I’m far from the 170 psi +/- 14 and pushed down from the top. It moved about on compression. Now with all the above work completed, going to talk a little psi the book calls for. I half an inch. The ‘B’ chain wasn’t as bad. It’s The service manual gives excellent I’m back in the saddle again for another about the carbs, about performed the test a smaller and doesn’t wear as quickly, but it was season of summer riding. valve lash, cam chain second time after adding off too. I forced it and locked the adjustment adjustment and ignition oil to the cylinders. This is nut. I suggest you read ICOA Technical article, John Seltzer ICOA #4255 timing. If you’re following an old diagnostic trick to “Time For A C-h-a-i-n” by Mike Nixon. I’m the directions in the determine the cause of going to replace my cam chains during my next factory service manual leakage. The compression maintenance cycle winter of 1999. I’ll let you for cam chain adjustment didn’t come up, indicating know how it goes. Well, now my cold (50° F) as I did, you’re probably not doing enough. necessarily notice a power loss as much in the problems with the valves. I did not do a leak- compression readings are: #1=112.5, #2=105, Members only e-mail directory at www. Last year I went to the West Coast National lower gears as you would in high gear (no down test, which would also help pinpoint the #3=105, #4=105, #5=100 & #6=105. Still not as Rally in Morrow Bay, the Northwest Regional torque multiplication). 5th gear in the X is cause of leakage. I checked further to find good as they should be, but better. Rally in Revelstoke, B.C., Canada and the actually an overdrive. So 5th gear will actually what other CBX owners had found when Once I learned how critical the cam chain directions. I had a very busy summer. It’s been Washington State Dam Rally at Grand Coulee, cause more stress than 1st. Okay, now I checking their bikes. Art McGougan had the adjustment was to compression, I checked 7,000 miles since my last clearance check. This W.A. They were all great fun, but by the end of figured I had lost power, but why? Where do following measurements from his ’82 ‘X’ further. A local motorcycle race builder/tuner isn’t good if you left some tight valves at your the summer my X was getting tired and was I start looking? (Cold): #1-142.5, #2-127.5, #3-140.0, #4-137.0, told me that 2 or 3° cam timing retardation definitely down on power. I first noticed it last check. You can get away with this if you I actually did several different things to #5-125.0, #6-145.0. The mileage on his ‘X’ is could cause a loss of 20 to 40 pounds Honda - Kawasaki had plenty of clearance at the start, but I while pulling long hills fully loaded. It wouldn’t restore power. But today we’ll focus on the very similar to mine. I also heard from others compression. In my case it was closer to 20 wouldn’t push it if you like to run your valves take full throttle. My X has always been very valves, cam timing, ignition timing and a biton via the Internet and came to the conclusion pounds. I’ve since read a related article; DISCOUNT ON tight. I like to run mine around 0.003 inches responsive. That’s part of the fun, right? Turn carburetion. All are fairly easy and most of the that; my compression is quite low for the miles. “Chain of Fools, Part Two” in Motorcycle PARTS FOR clearance. Why? Because, the smaller the the throttle and away it goes, fast. Not any information comes from the Tech Tip articles One other responding ‘Xer’, Roger Steiner had Consumer News (MCN). It explains about the clearance, the quicker the valves open.