Prairiehammer

I have picked up on eBay the original Venture grips, new old stock. Occasionally I see really good used Venture grips on eBay. The Venture grips are longer than most grips. Grips intended for the GL1500 and GL1800 are the correct size as well. Note that OEM grips are different from right and left. (The throttle tube requires a larger grip diameter than the left grip.)

Jim, get into contact with @Neil86 (Neil McRobbie). He has a 1986 Venture and has been a LONG time Venture nut. He may have a lead on some OEM mufflers. He is in Rocky Mountain House.

Is his name "Bill" or is it "Charles" ? (Charles is on his profile) Are they coming back next weekend?

16898 Hawley Road Oberlin, OH 44074 "Getting ready to head up". Not heading up today are you?

Couple people on VRO have done that. Snaggletooth and Twigg. Here's Twigg's write-up on his conversion: http://www.venturerider.org/forum/showthread.php?67750-Headlight-Conversion-to-HID-Projector-%28-86-93%29

Um, Charles, Maintenance Day is NEXT weekend, the Thirtieth. Just sayin.

OK, they are yours, Jeff. I WILL remember to pack 'em. In fact I will put them in "Camping Central" (Maintenance Day version) right now.

Speaking of ammo; Anyone out there want some Winchester-Western 7mm Remington Magnum fired brass? I've got 20 each. I'll give them to whomever wants them at MD. But speak up, because I won't bring them to MD if no takers. I also have one 30-06 fired brass with headstamp FA 38 NM. "National Match"

Thank you for the VIN, reefer. I can't explain the date discrepancy, but sometimes there were some really long sitting leftovers. Your bike was made in April 1983; add a month or so to get to the States and then it may have sat in a warehouse waiting for a dealer to order it, but by then the 1984's were out. It MIGHT have sat that long waiting to be sold, but I doubt it. By 1987, the second version of the First Gen was on the showroom floors. But who knows?

Rick, I hope you feel better soon. At least you were having fun when you decided to exit. Cheers!

Just make a contribution for the Maintenance Day expenses here? http://www.venturerider.org/forum/vbdonate.php?do=donate

Don, put a donation can outside the Porta Pottie AND inside the Porta Pottie. "Please deposit $1 to get in." "Please deposit $1 to get out." And don't forget the cost of restocking the pond. All those yahoos who refuse to pay a buck for the Porta Potty are gonna kill your fish and maybe even the Pond Monster (although, THAT might not be a bad thing).

" [h=2]Mystery bike identity reviled ???"[/h] Was that a Freudian slip? The "Reviled" part. Was it supposed to be "Revealed"? Because "Reviled" is more apropos.

Dick, The CV carbs are intrinsically self adjusting for altitude. Something to do with vacuum, negative and positive pressure and interaction with atmospheric pressure and altitude. It means for us flatlanders who might occasionally head for the hills, that our bikes don't suffer as much as non-CV carbed bikes with "altitude sickness". Having said that, if you (and you are) were spending all your time in the mountains, then jet modifications will be a good, albeit finicky, endeavor. Here is a copy and paste of one guy's take on jetting the Vmax/Venture carbs for high altitude. Keep in mind, that the actual size of the jets he talks about are for a Vmax. "Hope you don't mind me jumping in here, but we recently redid the carbs on my V-max (I assume the Venture is very similar) and got some clarification from one of my friends that is a technical expert on the Max...keep in mind this is for an adjustment to Colorado altitude: What we're going to do is replace the main jets in your float bowls with a 145 Mikuni jet. The stock jetting is a 152.5 which is a bit rich at sea level for a stock bike and WAY rich for a bike at 5000+ feet altitude. This will make the bike run more crisp along with giving it a better top end and better fuel mileage. Shane, you know what I mean by top end after seeing how easily I take my bike to 140+. It never pulled like that when I had the stock jetting in it. There is actually a calculation for determining jetting at altitude. Anyway, that's the story behind the main jet selection. The mains always have to be selected first. Without a good main jet selected, all the other 'circuits' of the carb will never be right. Now the 'pilot fuel jet' is the one that is size 42.5 Stock on a 49 state bike is 37.5 I don't know what a California bike has but I'll bet it's leaner if anything. With the 42.5 you won't have to have the idle mixture screws out so far and you'll also have a better crossover from idle to midrange. All in all, this means no more popping out the carb throats when you gas it from idle. The 'pilot air jet' is part of the same circuit that the we use the 'pilot fuel jet' in. Fuel jets let fuel in and air jets let air in to make a mixture that is fed down the carb throat at idle and slightly above. The 'pilot air jet' and the 'pilot fuel jet' both work together to give a proper mixture at idle and also up through midrange when using small throttle openings. In other words when you are cruising with the throttle held open just a bit. Like when you're going 30, 40, 50, or 60 MPH. It's this jetting arrangement that is too lean from the factory. This helps the factory get past missions testing. It's also the reason that the main is too big. They try and use a larger, too large in fact for best power, main jet to help compensate for a very lean idle mixture. As you can see from the popping that every stock jetted Vmax is plagued with, it's not a very good compromise. This is what we're attempting to fix. Now, this air jet I just mentioned is the same size (not the hole, but the physical size and the threads) as the main jet. That's why I told you guys to get 95 main jets. But Yamaha probably doesn't have a listing for a main of that size. Soooo, what you do is just order a 95 'pilot air jet,' because that is what it really is. You'll see when you get it that it's the EXACT same as your new main jets, just a number 95 and not a 145. The other 'pilot air jet' is called PAJ2,,, meaning 'pilot air jet number 2. It has an effect through the midrange before the jet needle takes over. This also is the same size as a main jet and that's also why I told you to get a 160 main jet. We just won't be using it in the main jet location. In this case, the stock jet (PAJ2) is a 170 and we are going to a 160. When fuel jets get larger, it means you're going richer. When air jets get larger, it means you're going leaner. Because fuel jets let in raw gas and air jets let in air. Basically, more fuel= richer,,, more air= leaner. What we really are dealing with is: 4 main jets in the size of '145' (3G2-14231-29-00) 4 pilot fuel jets in the size of '42.5' (4G0-14142-42-A0) 4 pilot air jets number 1 (PAJ1) in the size of '95' (3G2-14231-19-00) 4 pilot air jets number 2 (PAJ2) in the size of '160'" (3G2-14231-32- 00) In addition you may also need the jet block gaskets (3JB-14199-00-00) depending on the age of your bike and the condition of your current gaskets. Nimalex "

You mean one of those little vibrating point engravers? That you hold like a pencil and the hardened tip vibrates and scratches the thing you are trying to etch? If so, I have one and I will bring it. Or do you mean one that spins a burr on the tip? Hope I have enough room. The "library" I am bringing for Dingy is taking up a lot of room.

Here is the proper orientation of the master cylinder piston and seals. The pic shows the orientation for the rear brake on a First Gen, but the same basic orientation is the same on all master cylinders.

Gary, Gary, Gary...what are we gonna do wit'chu? So, Lisa didn't get the second one in the crate behind you. Dastardly, I say, dastardly. Bastard!

That stuff must have been what they used at the dealership where I bought my '91. Little white dots everywhere the 'kid' didn't wipe it down.

Note to self...pack the ear plugs.

There has been one instance of one of the poppet valves in the First Gen fuel pump becoming misplaced or cocked, thus preventing it's proper operation. There are two of these valves. One is opened on the intake stroke of the pump armature while the other is closed. When the discharge stroke happens that first valve closes and the other opens. If one or the other fails to open or close properly, the pump does not 'pump'. As in the Second Gen fuel pump, the points may be sticking and/or burnt, causing intermittent operation. The 'roll-over valve' (check valve in the tank vent) may be malfunctioning (stuck closed) or the tank vent line may be otherwise obstructed, preventing proper venting of the fuel tank. As fuel is drawn out of the tank and air is prevented from entering the tank, a vacuum is formed, impeding the pump from getting fuel to pump to the carbs.

Five year warranty?

Dibs! How much?

RSTD fans, here's your coloring assignment.

You have a white seat? Your tires aren't black?

I wiped down the tar speckled lowest cowling on my 1990 with MEK in an attempt to quickly remove tar. It dulled the paint a good deal and the paint was tacky until the MEK evaporated. You could see the streaks left by the rag; like brush marks. On the 1991, I applied a drop of MEK to a crack in the trunk lid. I applied the MEK from the interior of the lid. As expected, the MEK wicked the length of the crack and solvent welded the fissure. But it also bubbled the paint on the exterior of the crack. The welded crack was now quite visible, whereas it was almost invisible before. The bubbled paint made the crack obvious. So, I am going to stand by my assertion that MEK will harm the paint on the Venture.