gggGary's latest XS project "madness"

Hogtied for the win!

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swapped back to the old Mike's or WHOever muffs
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These headers don't have lower tabs but with the long mufflers I was able to hose clamp them tight to the factory header brackets, should be good.
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got the O2's in
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and the system fired up and worked, :smoke: Pretty much need the tank bag at this point, there are many "extra" feet of cable. I need to run a calibration yet and then I can set to doing some adjustments. As it is adjusting an idle mix screw made an instant difference on the AF reading. As I was suspecting, the needles are pretty good (on top clip) ie lean as I can go on them, and the mains are stinking rich. Plenty to do, :whistle:
 
Dang Gary.... I can see tons of cool experiments with that setup.... tune for existing pipes and see what affect different muffies have. Same with the air filters.... tune for your pods and then see what the stock boxes do to AFR.... play with timing... the list goes on...
Like Pete would say... "damnit... I'm comin' over." ;)
 
So I recently started with this;
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it had been sitting for 10 ish years.
Then spent about a solid month and 1/2 doing this;

Out of northern Illinois about 4 years ago. Didn't have to open the engine but the list is long.
both tires (there is nothing wrong with Shinko's)
complete front brake w/10mm master cylinder, vesrah pads new piston, teflon line.
steering bearings
swing arm bushing
pamco, e-advance and Accel coil
push rod seal
chain and sprockets
locks redone
petcocks rebuilt gas cap seal.
carbs done, throttle shaft seals, floats, float valves, rejetted (thanks again 5T)
UNI Foam on the stock airfilter frames and boxes.
every gasket I opened, replaced
fork seals
Lot's O buffing and polishing. probably over 10 hours just in the wheels.
A real lucky paint set find (Thanks Scott!) Gas tank clean out
repainting spray bomb and touch up.
clutch and throttle cables
Battery, rotor, brushes
near endless trips to parts bins for; this bolt, that bracket.
Swapped in a better tach,
gaiters
wiring replacements, repairs, revisions. handlebar switches rebuilt.
5mm voltage monitor added.
Mufflers, brackets, seat, foot pegs, front and rear, taillight and bracket, headlight.
yeah it was an easy one.
Head retorque, valve cover gaskets, cam, valves set (twice), oil filters replaced,
Oh I pulled the pin striping off the sidecovers and put on the correct decals.

Got it completely reliable, running like a swiss watch, and put 150 miles on it Monday looking like this;

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The new owners; Alan and Joni, It's Joni's bike now!
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They brought this up from Texas and traded for the 77;

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Which was a non running project bike with an impressive list of custom work done to it.
Kind of a pig in a poke,
here's the description I got
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This was how rodman built it
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Alan bought it out of Arkansas (the red version above) then kinda thought maybe this isn't a going to be a good "wife bike"...

a bunch of other mods.
and some fuggles.
This is a second iteration of "Rodmans roadster"
Pulled and cleaned the permatex (from someone's attempt to seal the petcocks to the gas tank) out of the VM38's, cobbled a temp fuel system and she fired right up and went up the road. Throttle like a light switch and loud as all get out (especially just after 7 this morning) but woo hoo, definitely the most powerful 650 I have ridden so far.
Well that's where it sits right now. I think the bike has a lot of "potential", not quite sure where it's headed, but it's going to be changing again for sure. :wink2:

If anyone knows some history on this bike please chime in! I kinda tracked Rodman down to the Minneapolis area but have not tried to contact him, yet.
Nicely done!
 
This is all very cool. I understand that the o2 sensors can help tell you if you are running too rich or too lean, but how do you know what kind of baseline numbers you should be hitting?
 
Bob, take 2 aspirins, and Google "stoichiometric ratio".

The ideal stoichiometric ratio with good gasoline (octane) is 14.7:1.
The ideal stoichiometric ratio with alcohol (ethanol) is 9:1.
Expect something less than 14.7 with our modern gasohols.

At low-throttle cruise speeds, carbureted intake manifold vacuum is high, and vaporization is nearly complete, expect high stoichiometric ratio.

Full-throttle, high-rpms, carbureted intake manifold vacuum is low, time to vaporize is shorter, vaporization is incomplete, fuel droplets exist during combustion, incomplete combustion, expect lower/lowest stoichiometric ratios.
 
Bob, take 2 aspirins, and Google "stoichiometric ratio".

The ideal stoichiometric ratio with good gasoline (octane) is 14.7:1.
The ideal stoichiometric ratio with alcohol (ethanol) is 9:1.
Expect something less than 14.7 with our modern gasohols.

At low-throttle cruise speeds, carbureted intake manifold vacuum is high, and vaporization is nearly complete, expect high stoichiometric ratio.

Full-throttle, high-rpms, carbureted intake manifold vacuum is low, time to vaporize is shorter, vaporization is incomplete, fuel droplets exist during combustion, incomplete combustion, expect lower/lowest stoichiometric ratios.

Wow! This is complicated, I think I’ll go polish something. :unsure:
 
I also replaced my stock, twin outlet breather, with the later single outlet version, and hooked it up to this reed valve/check valve:
https://www.heidentuning.com/xs650-...kcase-ventilation-valve-reed-type-detail.html
It seems to work great, I just hooked a short, vertical hose to the reed valve outlet. So far, not a single oil drop has escaped, and no oil leaks either.
The ideal solution would obviously be a vent housing with an integrated reed valve.....
 
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