luvmy40

Take this with a grain of salt as I do not ride a second gen bike. I have read at least two threads where removing the lower fairings on a second gen bike caused air intake issues and poor performance.

Sylvester, That was mine that was sticking at MD. It's all good now.

So, why does there seem to be such an aversion to the Morgan Carb Tune here? I've been using mine for 10 years with only one minor issue a few weeks ago that was easily fixed. One channel was lagging in response. It took 2 minutes to take it apart, clean the rods and bushings and put it back together and it works like new.

Just another opinion. Take it for what it costs you. My Gen 1 Mk 1 is the first(only) bike I've ever ridden that has linked brakes. I've logged many thousands of miles on HDs with rear drum brakes and no front brakes at all. I've logged many thousands of miles on rear drum and single front disc bikes. I've logged many thousands of miles on rear disc and dual front disc bikes. I have about 10K miles on the Venture. All without a major incident caused by my application of the brakes or a lack of braking power. Heck, I rode several hundred miles on the Venture with just the un linked front caliper working with no issues. Not that I'd recommend it. Though it took me a little time to get my head wrapped around the concept, I like the linked brakes. I don't see the system as weak. I have plenty of stopping power. If I'm in gravel or sand, light application of the pedal seems to work fine. I suppose if I get into a situation where I'm moving too fast for the surface, the linked brakes could be a detriment. It hasn't happened yet.

I've seen a few who said they get 40-42 mpg. Ive gotten as high as 39mpg(on one tank, tuned very lean), but average 36mpg +/- on my '83.

BTW Don, there's a gun show at the Berea fair grounds this weekend. I'll be set up there.

I'd run that gun from a rest or have someone else who is a reasonably good marksman shoot it before drifting the sights. Odds are, you are pushing the gun with your strong hand on the trigger pull. It's a very common thing with striker fired pistols but I've seen more than a few who have the same issue with single action pistols as well. Check out pistol-training.com and pistol-forum.com for some great drills and a whole bunch of great folks who are every bit as helpful as the family here is.

I was an avid deer hunter and shot a lot of 3D competitions, but I haven't really had time for it in many, many years. I still have all my gear. My bow is a 75# Archery Research 34, which was PSE's high end line of hunting bows about 15 years ago. I still have my Loggy Bayou climber and an old Baker hanging on the wall in the garage.

I used Quick Steel high temp. paste. I packed it in with a small "Popsicle" stick and tightened the clamp back up. It appears to have worked. The popping is gone and I have put 60mi. +/-. I may rue that decision if I ever have to take the manifold off, but I'll burn that bridge later if need be.

I did the valve adjustments(every one of them need swapped) around 5000 miles ago. They are well within spec. My popping was entirely due to the exhaust leak and is now gone.

The exhaust leak is "fixed" and the popping is gone. After determining that the entire exhaust system needed to be removed to replace the leaky gasket, I made a command decision. Seeing as how the old girl is nearly 36 years old with 130K+ miles on the odometer, I decide to "fix" the gasket with high temp liquid metal and it worked like a charm. Now, I may be cursing this decision if I ever do have to remove that header for any reason, but I doubt that is likely to happen. I'd more likely replace The Beast with a slightly newer Venture project before doing any real deep dive mechanical work and relegate her to a parts doner. So, now the search for the elusive "Perfect Tune" continues.

Yep, Part no. 16 is the culprit. I'll just seal it up with some high temp liquid metal and deal with it later if I ever need to.

I busted the right side mirror off of The Beast today:95: Like a stupid newbie, I tried to drop her off the center stand from the side. I know better. I can't even remember what I was thinking. Fortunately it was right next to my POS '96 Ranger and only had a foot or so to lean. It was enough to bust the mirror but no other damage. So, anybody got a spare Gen 1 right hand mirror laying around?

I was able to track down the exhaust leak on the #1 header today. It is leaking around the flange gasket right after the head connector. Is it possible to replace that gasket without dropping the collector completely?

Yep, Looks good to me. The rear master cylinder is gone in that pic. If is just removed for rebuild, no big deal. If it is just gone, it's $. I'd start dickering at $1,000.00 and point out that it is not rideable as there are no real brakes and the tires are far too old for safety. In all honesty, I always figure on new tires and a battery for any used bike. Doesn't mean I don't use that for leverage.

Hey all, We are offering 20% off all holsters for Independence day. I forgot to post earlier, Sorry! http://www.customcarryconcepts.com/

I don't know if I ever mentioned this anywhere in the forums before. The PO I picked The Beast up from gave me the standard story with some ridiculous embellishments. You know, garage kept, never ran in the rain, the odometer is actual. Blah, blah, blah. He also made the ridiculous comment that he had had a "racing cam" installed. I let it all go in one ear and out the other as I have dealt with the type on many occasions. As I have stated in other threads, she was in pretty bad shape as far as running goes. Only hitting on 3, sometimes two cylinders, but she still idled steady and ran down the road with authority. She had 26,248 miles on the odometer when I took possession. Now according to everyone I've ever talked to who knows these bikes even slightly, that would barely be past break in and certainly would not need valve adjustments yet. So why were all the valve clearances tight? Obviously the odometer had rolled over and she had 126,248 on the clock. I'm extremely happy that I have not had any more major issues than carb rebuilds, some new(to me) coils and plugs and wires to deal with. The exhaust leak is nothing really. Just a PITA at this point.

Well, she's running great and I now Know the popping is due to, or at least most likely due to the exhaust leak. I'll leave things alone until I can fix the exhaust leak.

Thanks Don, I have a color tune and have had limited success with it on the Venture. It does great on my XJs and was totally useless on my Suzuki GS bikes. I forgot to mention that I did test for vac leaks and found none. I used starting fluid and sprayed it around the intake rubbers and vac ports. So, I buttoned everything back up and went out to "blow the cobwebs out". About 15 miles on the freeway at 6500rpm. Everything was nice and smooth and when I twister her tail she instantly jumped. Extremely responsive at the higher rpms. When I got back, I let her idle at 1000 rpm for a minute or two and the stumble at idle is gone. I'll take a look at sealing up the exhaust when I park her for the winter. Oh yeah, I forgot to mention that while not completely gone, the popping is much less severe after this round of adjustments. BTW, According to the Yamaha Factory Service Manual, you are supposed to chug the engine until the pressure stops rising with all plugs removed and grounded for the compression check.

Compression test results: Cyl. #1 165psi Cyl. #2 160psi Cyl. #3 170psi Cyl. #4 140psi Test parameters: All plugs removed CDI unplugged Battery charger connected on boost mode Throttle wide open 4 cycles repeated 4 times Numbers are averaged The differences between the way I tested today and the last time are may be quite significant. Last time the air box and carburetors were removed and I let the engine chug until there was no increase in pressure on the gauge. I installed new plugs, DPR8EA-9 gap set at .032"(.81mm) The old plugs still looked way too lean for my taste so I connected up the Carb Tune and fiddled with the mixture a good bit. Going by ear and keeping an eye on the manometer, I got the highest rpm and vacuum I could on each cylinder. I started with #1 and went around the bike 4 times then I set the synchronization. I have to admit that I am one of those guys that can let the pursuit of perfection get in the way of good enough so I forced my self to only run the sync procedure 3 times! Once again, all cylinders are richer than they were before the tweaks. I then ran to the local Dollar General for a BBQ lighter as I could not find any of the dozen or so that I know are in this house. Lighter in hand I immediately found a pretty severe exhaust leak at the #1 header. I could not determine exactly where because I couldn't keep the lighter lit. It's somewhere after the EGA port, maybe under the heat shield. Or, it could be the gasketed, clamped connection. All I know for sure is that it blew the flame out when I got close. No other exhaust leaks found. I think I'll go hit the freeway for a a 20 mile High rev run. How's 7K rpm sound? That might blow the cobwebs out, huh?

New plugs and a carb sync.

Yep, My manual matches Steven's. Bongobobny, No YICS chamber. It was cracked so I just took it off and capped the ports. It is possible that the caps have developed leaks since I last checked, so I'll check that again as well. I got new plugs today and will run another comp test and install the plugs gaped at .032". I had been setting the gap to factor spec of .036". I do alternate running Lucas fuel additive, Sea Foam and Star Tron enzyme. Not every tank but fairly regularly. My current tank is treated with the Lucas. I'll try to dig up a bore scope and see if I can get a look at the piston heads and valves.

I'll snag new plugs tomorrow as well. Any befit in going up a point in heat?

Yes, The float levels have been checked and are good. The compression spec from the service manual is 128-156 psi. It would appear that I am quite high. I will run another test ASAP just to make sure I wasn't reading the gauge wrong. I have been told since I ran that test that you should only cycle 4 times and I'm sure I chugged it much more than that. That may account for the high readings.

Here are the compression test results from 3/9/2018 Compression test results: #1 190psi #2 185psi #3 190psi #3 190psi #3 190psi #3 190psi #4 180psi I ran #3 multiple times as that cylinder was giving me grief at the time. The only change to the carbs other than new OEM gaskets and o rings are Skydoc's needle shims. No other modifications. I'm not sure what you mean when you say you are not impressed with the plugs. The plugs are new this season and have approx. 1700 miles on them. I checked for vacuum leaks around the same time I ran the comp test but I'll do it again tomorrow. Didn't find any leaks then. The main diaphragms and the coast diaphragms looked good from a visual inspection. I stretched them looking for pin holes and found none. If the acceleration was much more crisp, I'd have whip lash.