timing belt mishap 3/13
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Patriccio
- Silver Member
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- Joined: Thu Mar 07, 2013 3:57 pm
- Location: San Diego, Ca.
Re: timing belt mishap 3/13
Check. My wrench is calibrated in inch pounds & Nm. Yes, that would be 200 inch pounds. Thanks guys.
If there is one thing I have learned throughout this process it is this: Check your respirator for spiders before you put it on.
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ericheath
- Honored Life Member
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- Joined: Wed Jul 29, 2009 11:20 am
- Location: Winnipeg, Manituba
Re: timing belt mishap 3/13
Soooo, are ya ridin?
Whatever I suggest here should be given ample time for a moderator to delicately correct. I apologize in advance.
77 WING, 1200 engine with 77 heads, cams, gl1100 foot pegs, Magna V65 front end, 764A carbs, [-gone Suzuki M109 monoshock--, replaced with gl1100 shocks] gl 1200 swing arm, gl1500 final drive, wheel and rear brakes Valkyrie seat, Meanstreak tank, Sportster pipes, Power Arc ignition off crank.
77 Wing. black
83 Wing, in pieces
"Continuing education is important even if the subject matter is fairly useless (as in this case)."---Greg Foresi
77 WING, 1200 engine with 77 heads, cams, gl1100 foot pegs, Magna V65 front end, 764A carbs, [-gone Suzuki M109 monoshock--, replaced with gl1100 shocks] gl 1200 swing arm, gl1500 final drive, wheel and rear brakes Valkyrie seat, Meanstreak tank, Sportster pipes, Power Arc ignition off crank.
77 Wing. black
83 Wing, in pieces
"Continuing education is important even if the subject matter is fairly useless (as in this case)."---Greg Foresi
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Patriccio
- Silver Member
- Posts: 984
- Joined: Thu Mar 07, 2013 3:57 pm
- Location: San Diego, Ca.
Re: timing belt mishap 3/13
No, sir, I'm not ridin'.
There's a long road a head of me & this bike. When I get to a certain stage, I'll post the pics. I've been taking photos since I bought the bike last March.
I certainly do appreciate the help from all the members. It is awesome.
P
There's a long road a head of me & this bike. When I get to a certain stage, I'll post the pics. I've been taking photos since I bought the bike last March.
I certainly do appreciate the help from all the members. It is awesome.
P
If there is one thing I have learned throughout this process it is this: Check your respirator for spiders before you put it on.
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Norbert R
- Gold Member
- Posts: 1373
- Joined: Wed Apr 03, 2013 3:13 pm
- Location: Johannesburg South Africa
Re: timing belt mishap 3/13
Hey guys, can I jump in here please ? I have a question about the tensioning of the belts.
Before putting on the heads during my rebuild, I turned the crank 90' past T1 to get the pistons midway in the sleeves.
Installed the heads with Cam pulley marks pointing out to the alignment marks on the covers.
Then turned the crank back to T1.
Then fitted left belt as per Honda manual and Octane, and tensioned it, worked out great.
I then installed the right belt using the spanner method and let the tensioner do it's job.
At this point, I could feel that the left belt was slightly tighter than the right - to be expected as I hadn't done the right belt re-tensioning trick as per Octane's advice.
However, after rotating the crank 360' (i.e. 180' for the cams) and the cam pulley marks now pointed inwards, the tension on the right pulley was already increased to what the left one felt like earlier.
Also, at this position, there was a very slight decrease in the left belt's tension.
What it appears to me is that the tension in the belts changes ever so slightly depending on what stroke the pistons/cams are at ?
As a result, I didn't try to slacken and re-adjust the right belt at this point as I felt the tensioner would not be able to apply any more tension than what I could feel at this point.
I have turned the motor manually through many revolutions, all sounds and feels great, marks all line up perfectly.
I would just like to hear your thoughts on the above, because I have not done anything to retention the right belt (and the Honda workshop manual says nothing about doing that procedure), and I am curious to know what the experts have to say about the tension in the belts changing slightly depending on the stroke/cam position ?
(The change in tension feels to me ever so slightly less on the left belt, which I assume is a good thing 'cos that's the one that controls the ignition timing, even if I am going to run a Dyna system?)
As an aside, before I rebuilt this motor I struggled to the point of taking the motor to a Wing mechanic to install the RHS belt as I just couldn't get it to align and tension.
During the rebuild I noticed I had mismatched cams, one early, correct cam and one later, incorrect 413 (think that's the no.?) cam.
I now have two correct for a '77 cams, and the installation of the belts was stupidly easy. Do you think the mismatched cams could have made life difficult last time, or just amateurville striking again ?
Before putting on the heads during my rebuild, I turned the crank 90' past T1 to get the pistons midway in the sleeves.
Installed the heads with Cam pulley marks pointing out to the alignment marks on the covers.
Then turned the crank back to T1.
Then fitted left belt as per Honda manual and Octane, and tensioned it, worked out great.
I then installed the right belt using the spanner method and let the tensioner do it's job.
At this point, I could feel that the left belt was slightly tighter than the right - to be expected as I hadn't done the right belt re-tensioning trick as per Octane's advice.
However, after rotating the crank 360' (i.e. 180' for the cams) and the cam pulley marks now pointed inwards, the tension on the right pulley was already increased to what the left one felt like earlier.
Also, at this position, there was a very slight decrease in the left belt's tension.
What it appears to me is that the tension in the belts changes ever so slightly depending on what stroke the pistons/cams are at ?
As a result, I didn't try to slacken and re-adjust the right belt at this point as I felt the tensioner would not be able to apply any more tension than what I could feel at this point.
I have turned the motor manually through many revolutions, all sounds and feels great, marks all line up perfectly.
I would just like to hear your thoughts on the above, because I have not done anything to retention the right belt (and the Honda workshop manual says nothing about doing that procedure), and I am curious to know what the experts have to say about the tension in the belts changing slightly depending on the stroke/cam position ?
(The change in tension feels to me ever so slightly less on the left belt, which I assume is a good thing 'cos that's the one that controls the ignition timing, even if I am going to run a Dyna system?)
As an aside, before I rebuilt this motor I struggled to the point of taking the motor to a Wing mechanic to install the RHS belt as I just couldn't get it to align and tension.
During the rebuild I noticed I had mismatched cams, one early, correct cam and one later, incorrect 413 (think that's the no.?) cam.
I now have two correct for a '77 cams, and the installation of the belts was stupidly easy. Do you think the mismatched cams could have made life difficult last time, or just amateurville striking again ?
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CYBORG
- Moderator
- Posts: 24888
- Joined: Mon Jan 14, 2008 12:52 pm
- Location: Muskegon mich
Re: timing belt mishap 3/13
A lot of info there. Bottom line, I always use a wrench to turn the crank or cam to make sure there is slight pressure on the side of the belt away from the tensioner, and then allow the spring on the tensioner to apply the pressure on the belt, and tighten the tensioner down. Same for both sides. Turn it over a few times to verify the timing marks....and go for a ride
1978 custom GL1000
1977 custom with 1200 engine
1985 gl1200
1977 custom with 1200 engine
1985 gl1200
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ericheath
- Honored Life Member
- Posts: 9610
- Joined: Wed Jul 29, 2009 11:20 am
- Location: Winnipeg, Manituba
Re: timing belt mishap 3/13
I think you're correct in belt tightening sequence as I understand it. I also think belt tension changes a little as it rotates. One early cam and one late cam would change intake valve closing time and exhaust valve opening times, but T1 is still the same. I wonder how that beast ran.
Whatever I suggest here should be given ample time for a moderator to delicately correct. I apologize in advance.
77 WING, 1200 engine with 77 heads, cams, gl1100 foot pegs, Magna V65 front end, 764A carbs, [-gone Suzuki M109 monoshock--, replaced with gl1100 shocks] gl 1200 swing arm, gl1500 final drive, wheel and rear brakes Valkyrie seat, Meanstreak tank, Sportster pipes, Power Arc ignition off crank.
77 Wing. black
83 Wing, in pieces
"Continuing education is important even if the subject matter is fairly useless (as in this case)."---Greg Foresi
77 WING, 1200 engine with 77 heads, cams, gl1100 foot pegs, Magna V65 front end, 764A carbs, [-gone Suzuki M109 monoshock--, replaced with gl1100 shocks] gl 1200 swing arm, gl1500 final drive, wheel and rear brakes Valkyrie seat, Meanstreak tank, Sportster pipes, Power Arc ignition off crank.
77 Wing. black
83 Wing, in pieces
"Continuing education is important even if the subject matter is fairly useless (as in this case)."---Greg Foresi
-
Norbert R
- Gold Member
- Posts: 1373
- Joined: Wed Apr 03, 2013 3:13 pm
- Location: Johannesburg South Africa
Re: timing belt mishap 3/13
I rode it round the block twice before stripping it. Made some weird and ugly noises !ericheath wrote: I wonder how that beast ran.
I cant believe that motor started, let alone ran - carbs were in a state (stuck gloats, brocken posts, stripped threads etc) , points were mangled, output shaft was bent, bearings were toast, screwdriver tip stuck in cyl4, plus a long list of other issues....
Amazingly, it actually sounded quite nice under 3000 rpm, started quite easy too
@Cyborg - did the wrench manouvre to apply tension as you described, tx a mil
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CYBORG
- Moderator
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- Joined: Mon Jan 14, 2008 12:52 pm
- Location: Muskegon mich
Re: timing belt mishap 3/13
Your welcome my friend 
1978 custom GL1000
1977 custom with 1200 engine
1985 gl1200
1977 custom with 1200 engine
1985 gl1200