Hawk Talk

hertz9753 · 11-19-2016, 05:50 PM

The power of the edit button. I also saw the other posts of those videos...

Ariel Red Hunter · 11-19-2016, 07:02 PM

Quote:

Originally Posted by hertz9753

The power of the edit button. I also saw the other posts of those videos...

I know my computer is getting a little old, and maybe that's why I can't find the edit button on my keyboard.

hertz9753 · 11-19-2016, 08:32 PM

Quote:

Originally Posted by hertz9753

The power of the edit button. I also saw the other posts of those videos...

Quote:

Originally Posted by Ariel Red Hunter

I know my computer is getting a little old, and maybe that's why I can't find the edit button on my keyboard.

When you make a post the edit button is on the bottom right next to quote and it looks like a pencil. There is also the multi quote button labeled MQ. You click that on every post in a thread that you want to reply to and click on quote on the final one.

Ariel Red Hunter · 11-21-2016, 12:24 PM

Way back when, in the 1920's there were two main manufacturers of motorcycle carburetors in England, Binks and Amac. The Amac was a variable venturi carb, like the keihin and the mikuni, except it required two lever control. One control lever (on the handle bars) lifted the air controlling piston, and the other raised and lowered the needle. The Binks had a better idling circuit and used emulsion tube control of low end mixture. Amac was the larger company and bought out Binks so as to be able to use their patents. They changed the company name to Amalagated Carburettors, Limited. Amal for short. within a year or two, they were able to utilise the emulsion tube idea in order to have a one lever carburetor. Then three or four years later, someone came up with twist-grip control. So endeth the lesson for today.
So, I was going through some old notebooks I was going to throw away, when I came across my old tuning notebook for the Amal GP carb fitted to my BSA Gold Star. I was going through it when I had an "Oh yeah" moment. Some other tuner had told me, and I wrote it down, on a simple main jet test. He called it the Roll-Off Test. This simple little test will tell you where you are at, main jet wise. First, get the engine well warmed up on your way to your favorite low travel, but high gear road. Now get well up into the power band in high gear. Apply full throttle. Keep it going like this for 3-4 seconds so that the carburetor is settled in and the engine pulling hard. Now rotate the throttle back to 7/8ths of it's wide open position. The pecularity of these style carburetors is they will richen up for about a second when you do this. So, if you get a tiny power surge, your main jet is too lean, or small. If the engine staggers slightly, or has a hard hesitation ( a hiccup), it's too rich. Simple, huh?

OUTERLIMITS · 11-21-2016, 12:46 PM

Quote:

Originally Posted by Ariel Red Hunter

Way back when, in the 1920's there were two main manufacturers of motorcycle carburetors in England, Binks and Amac. The Amac was a variable venturi carb, like the keihin and the mikuni, except it required two lever control. One control lever (on the handle bars) lifted the air controlling piston, and the other raised and lowered the needle. The Binks had a better idling circuit and used emulsion tube control of low end mixture. Amac was the larger company and bought out Binks so as to be able to use their patents. They changed the company name to Amalagated Carburettors, Limited. Amal for short. within a year or two, they were able to utilise the emulsion tube idea in order to have a one lever carburetor. Then three or four years later, someone came up with twist-grip control. So endeth the lesson for today.
So, I was going through some old notebooks I was going to throw away, when I came across my old tuning notebook for the Amal GP carb fitted to my BSA Gold Star. I was going through it when I had an "Oh yeah" moment. Some other tuner had told me, and I wrote it down, on a simple main jet test. He called it the Roll-Off Test. This simple little test will tell you where you are at, main jet wise. First, get the engine well warmed up on your way to your favorite low travel, but high gear road. Now get well up into the power band in high gear. Apply full throttle. Keep it going like this for 3-4 seconds so that the carburetor is settled in and the engine pulling hard. Now rotate the throttle back to 7/8ths of it's wide open position. The pecularity of these style carburetors is they will richen up for about a second when you do this. So, if you get a tiny power surge, your main jet is too lean, or small. If the engine staggers slightly, or has a hard hesitation ( a hiccup), it's too rich. Simple, huh?

Does this same principle apply to a PZ or Mikuni carb used on the hawk?

Ariel Red Hunter · 11-21-2016, 03:07 PM

Quote:

Originally Posted by OUTERLIMITS

Does this same principle apply to a PZ or Mikuni carb used on the hawk?

Absolutely! That is why I put it on here. Both the Mikuni and the Keihin round slide carburetors are clones of the Amal design.

2LZ · 11-21-2016, 06:16 PM

Quote:

Originally Posted by hertz9753

The power of the edit button....

On a different note, depending on what PC I'm on, the edit button doesn't show up. It's true! Then, if it's there, sometimes it won't show the entire paragraph that I'd like to edit, just the first sentence or part of it.
It's weird...... I think my IT people at work are on to me. ;-)

Ariel Red Hunter · 11-29-2016, 03:51 PM

Must be getting close to winter, the number of posts has dropped for the last week or so. When I was in my forties, on our dairy farm in western Michigan, I somehow heard about a 500cc Triumph Trophy twin, high pipes and all. Three-hundred bucks later and it was mine. I used to take Sunday off, except for chores. So, after church and breakfast, I would ride all over that farm. Whole place totalled up to 600 acres, and a little less than half of it was woods. There were deer trails through the woods, and I used to ride them for a couple of hours on Sunday afternoons. Mucho fun. And those Triumph twins sounded so sweet without mufflers. I couldn't get too radical riding that bike, as I had cows to milk twice a day, plus normal farm work to do, so I couldn't risk getting injured. But I had a young friend "Party Time" Postma. He owned one of those 360 Yamaha's, and he rode like the wind, no cares, all balls. So I'm out doing little jumps and doing figure eights out in a hay field when he shows up. Yes I had just mowed and baled that hayfield during the week. Now I knew he was a better rider than me, or he just didn't worry about the consequences. After he cut a couple of hot laps on the Yamaha, I offered him the Triumph to ride. It had a good set of Dunlop Knobbies on it, and I had the carburetor just set up to really work. The carb. was an Amal Mono-Bloc, and those were really good carbs. So he asked me how do you ride it, and I told him it was heavier than what he was used to, so just kinda go with the flow. Very easy bike to ride fast, as long as you didn't try to get careless with it. So he rode it, faster and faster - man, that engine was really singing, and he had an ear to ear grin that was worth the price of admission alone. When he stopped by me, engine idleing as smooth as a hound dog drinking milk, he says "Wow, this thing is really fast, and s-o-o-o easy to ride!" Well he made my day, what else can I say. Thanks for the memory, Allen.

11-19-2016, 05:50 PM	#1
hertz9753 Join Date: May 2016 Location: Bismarck, ND Posts: 868	The power of the edit button. I also saw the other posts of those videos... __________________ 2015 and 3/4 RPS Hawk 250. Most people would call it a 2016 but the MCO didn't.
	0

11-21-2016, 12:24 PM	#4
Ariel Red Hunter Join Date: Jun 2016 Location: akwesasne, NY-13655 Posts: 2,220	main jet test Way back when, in the 1920's there were two main manufacturers of motorcycle carburetors in England, Binks and Amac. The Amac was a variable venturi carb, like the keihin and the mikuni, except it required two lever control. One control lever (on the handle bars) lifted the air controlling piston, and the other raised and lowered the needle. The Binks had a better idling circuit and used emulsion tube control of low end mixture. Amac was the larger company and bought out Binks so as to be able to use their patents. They changed the company name to Amalagated Carburettors, Limited. Amal for short. within a year or two, they were able to utilise the emulsion tube idea in order to have a one lever carburetor. Then three or four years later, someone came up with twist-grip control. So endeth the lesson for today. So, I was going through some old notebooks I was going to throw away, when I came across my old tuning notebook for the Amal GP carb fitted to my BSA Gold Star. I was going through it when I had an "Oh yeah" moment. Some other tuner had told me, and I wrote it down, on a simple main jet test. He called it the Roll-Off Test. This simple little test will tell you where you are at, main jet wise. First, get the engine well warmed up on your way to your favorite low travel, but high gear road. Now get well up into the power band in high gear. Apply full throttle. Keep it going like this for 3-4 seconds so that the carburetor is settled in and the engine pulling hard. Now rotate the throttle back to 7/8ths of it's wide open position. The pecularity of these style carburetors is they will richen up for about a second when you do this. So, if you get a tiny power surge, your main jet is too lean, or small. If the engine staggers slightly, or has a hard hesitation ( a hiccup), it's too rich. Simple, huh?
	3

11-29-2016, 03:51 PM	#8
Ariel Red Hunter Join Date: Jun 2016 Location: akwesasne, NY-13655 Posts: 2,220	Bench Racing Must be getting close to winter, the number of posts has dropped for the last week or so. When I was in my forties, on our dairy farm in western Michigan, I somehow heard about a 500cc Triumph Trophy twin, high pipes and all. Three-hundred bucks later and it was mine. I used to take Sunday off, except for chores. So, after church and breakfast, I would ride all over that farm. Whole place totalled up to 600 acres, and a little less than half of it was woods. There were deer trails through the woods, and I used to ride them for a couple of hours on Sunday afternoons. Mucho fun. And those Triumph twins sounded so sweet without mufflers. I couldn't get too radical riding that bike, as I had cows to milk twice a day, plus normal farm work to do, so I couldn't risk getting injured. But I had a young friend "Party Time" Postma. He owned one of those 360 Yamaha's, and he rode like the wind, no cares, all balls. So I'm out doing little jumps and doing figure eights out in a hay field when he shows up. Yes I had just mowed and baled that hayfield during the week. Now I knew he was a better rider than me, or he just didn't worry about the consequences. After he cut a couple of hot laps on the Yamaha, I offered him the Triumph to ride. It had a good set of Dunlop Knobbies on it, and I had the carburetor just set up to really work. The carb. was an Amal Mono-Bloc, and those were really good carbs. So he asked me how do you ride it, and I told him it was heavier than what he was used to, so just kinda go with the flow. Very easy bike to ride fast, as long as you didn't try to get careless with it. So he rode it, faster and faster - man, that engine was really singing, and he had an ear to ear grin that was worth the price of admission alone. When he stopped by me, engine idleing as smooth as a hound dog drinking milk, he says "Wow, this thing is really fast, and s-o-o-o easy to ride!" Well he made my day, what else can I say. Thanks for the memory, Allen.
	2