Beiträge von Leegloper

  • K knallt und geht aus

    "War das mit der LIMA eingebaut?"
    Nein!
    Bei mir sammelte sich Motoröl oben auf dem Getriebe. Ursache war der Wellendichtring vom Lima-Antrieb. Also ich vermute bei deinem Ölleck wird es auch so sein.

  • K knallt und geht aus

    "Wie hat sich das kaputte Lager und Wellendichtring eigentlich bemerkbar gemacht?"


    So hat sich das defekte Lager vom Lima-Antrieb bei meiner Maschine angehört. Ist inzwischen getauscht. War sicherlich Zufall, aber zuerst war der Wellendichtring defekt.

  • K knallt und geht aus

    Ich würde die Maschine auch ohne eingebaute Lima laufen lassen um ein defektes Lager vom Lima-Antrieb auszuschließen. Ich hatte letztes Jahr ein defektes Lager und einen defekten Wellendichtring am Lima-Antrieb.

  • K75 RT metallisches Klacker bei niedrigen Drehzahlen

    Ich würde auch überprüfen, ob das "Geräusch" ohne eingebaute Lima bleibt. Auf der Glocke der Lima sind Markierungen für den korrekten Einbau angebracht. Als "Gleitmittel" nimmt man am besten Speichel und kein Mittel auf Basis von Kohlenstoff, wie z.B. Vaseline diese verkürzen die "Lebensdauer" der neuen Gummis. Evtl. auch den Starter ausbauen und den Freilauf überprüfen. Das Zahnrad im Zwischengehäuse läßt sich bei normaler Funktion mit Finger in eine Richtung drehen und sollte in Gegenrichtung blockieren.

  • Welche Lebensdauer hat so ein Luftmengenmesser (2V)

    "There's loads of folklore out there about super accurate factory calibrations... don't evah touch this bit ... etc. The one thing that is factory precision calibrated at individual production item level is the value of the thick film resistors ( green rectangles ). These can not be mass produced to required accuracy and are individually laser trimmed to give a precise resistor chain providing a series of accurate voltage points along the black carbon strip where the copper wiper blade runs. This is the reference for the output. This calibration will not be lost by stripping and cleaning operations ( unless one is hamfisted and damages the unit ).


    The preload of the multi-turn return spring is set to the nearest tooth during calibration. This is unlikely to require adjustment but should be marked if being removed. The preload, should it be lost is about 1.4 to 1.5 N.cm ; or 55 to 60 gram force applied at the lug behind the pinch bolt in the top left of the photo. It will be hard to start the motor if this is not very near the right position.


    Because of the pre-load there is a certain amount of air which will pass through the bypass chamber when the vane is butted up against it's end stop in the closed, engine idle state. There is also typically a small movement of the vane possible before the output voltage changes. This is of the order of 1mm at the extremity of the vane. This movement will be referred to as dead zone in the following.
    Tests should be done with a voltage applied as under running conditions and the voltage at the wiper measured. Resistance measurements will not give a useful indication of the state of the AFM.
    The multi-turn return spring on the AFM provides a very linear ratio between angular deflection and applied torque. However, air flow through the flow meter varies approximately exponentially in relation to the vane deflection. For this reason, the resistor chain is arranged to have a logarithmic relation to position, the idea being that the output voltage will then be the log of the exponential: ie nearly a linear function of the volumetric air flow.
    The bottom line test for the flow meter is the output voltage measured as a function of the force applied to the vane return spring.
    Recovering a reliable output signal:


    If the carbon track is worn to the point of producing erratic output, a clean track must be recovered. This implies moving the copper wiper arm in relation to the metal plate carrying the resistor network. There are two principal ways to achieve this: a) move the track; b) move / bend the wiper arm.


    Several sources suggest bending ( kinking ) the wiper arm to shorten it in order to find a new track. Others suggest raising or lowering the wiper arm height where it is clamped to the spindle. The major disadvantage of both these methods is that there is no control over the contact pressure of the wiper contacts on the carbon track. This will necessarily mean they end up with too much or too little pressure. It can be assumed that Bosch studied this quite closely in order to design the maximum lifetime whilst ensuring proper reliable electrical contact. Any ad hoc messing around with this arm will either be unreliable or lead to accelerated wear of the new track. Rather counter productive outcomes.


    Option a) allows retaining the designed pressure by not distorting the wiper arm. The inconvenience is that it will disturb the calibration of the output in relation to the vane position. This can have a notable affect on mixture across the full range and needs to be correctly reset afterwards.



    Moving the resistor plate.


    Before removing the plate, it would be desirable to set up the recalibration procedure below and get a good calibration curve as a reference. This will save a lot of testing and tuning later. Also a score to mark the position of black plastic base of the wiper arm before removing the spot of thermal glue locking the retaining screw. Once that is removed you are committed to spending some time recalibrating its position.


    Also note the height of the wiper mechanism on the 1/4" spindle. Usually the end of the spindle will be flush with top of the black plastic heel of the wiper. This should go back in the correct position to retain the correct contact pressure on the wiper arm. This is important. The resistor plate can be removed with this in place but it does risk bending the wiper. It is safest to remove the whole wiper assembly by slackening the pinch bolt at the back. The plate may still nip onto the shaft and need easing off.
    Calibration test procedure:



    The basic method is to progessively apply a known force to a radial point on the wiper assembly and measure the voltage at the wiper connector ( pin 7 ) whilst applying a fix voltage ( 6.0V) on pin 8. This bypasses the variable thermistor air temperature sensor which should be excluded from this test. Pin5 is ground.

    Conclusions:


    Moving the resistor base plate provides a good way of getting a clean, new track whilst maintaining the factory contact pressure on the wiper contacts. This seems to be essential to ensure good contact and long service. The downside is the need ot reset the wiper rest position. The method developed here allows an objective measurement of the output of the AFM as a function of wiper zero position and thus a means of setting it up. It also reveals how the wiper rest position affects air fuel mixture accross the rev range and give some understanding of how adjusting it is affecting the AFR of the bike.
    Taking a measurement of the output voltage vs the torque applied to the spring provides a thorough assessment of reliability of the unit under conditions which realistically represent in service usage. This will assess both electrical and mechanical defects that would lead to poor fuel regulation."


    Quelle: K100-forum.com

  • K 100 Gespann, zusätzlicher Wasserkühler

    "Zitate der Testseite:
    "Because engines run so much hotter with Evans coolant, the ECU must be reprogrammed to an Evans-recommended turn-on temperature....
    Engines run 115-140°F hotter (at the cylinder heads) with Evans products."
    Also werden die Motoren mit dem Zeug 46-60°C am Zylinderkopf und auch insgesamt einiges wärmer.
    Außer für Rennmaschinen dürfte das Zeug keinen Anwendungsfall haben, von der Brennbarkeit mal abgesehen."


    "Waterless coolant. Let’s state the obvious: waterless coolant is different from regular coolant because there is no water in it. Waterless coolant is made up of the same basic glycols as regular coolant but operates much differently without the water. There are a few waterless coolant companies on the market, but only one markets worldwide and is highly involved in the motocross industry. That company is Evans waterless coolant. They let us in on some secrets, good and bad, on the effects of waterless coolant."