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sw74gls

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  1. Thank you for your suggestions , really appreciate it ?
  2. Hi does anyone know who makes the s3 and other decals you find on wear areas of the bike i.e. frame, tank etc where it has a fine dimple resistant/wear resistant effect which never look old even when worn. I have looked every where for vinyl like this but can only seem to find carbon effect or the woven type??? I am eager to make decals for projects and this type of decal would be perfect!! Many Thanks for any suggestions/help.
  3. Gas Gas Txt Racing 125 2015 weak spark and cutting out - Hi Guys could some one please give me some advice on the specific values on the Stator Plate, Coil, Pickup etc I cannot find a Diagram for this Model nor the gas gas Workshop/Technician Manual ( the one you can normally buy) so im stuck as I have done various testing but have no Values to compare to? Basically I got the bike with low compression and dirty carb etc I cleaned carb it started after a few kicks but once warm became hard to start? I changed piston rings which improved compression greatly, but then became even harder to start and then once warm would just simply cut out and not restart until cold. when you turn the engine over it doesnt spark unless you turn it very fast and even then it misses 2 out of 3 revolutions, producing a very faint spark, nothing like any other gas gas ive owned.? I would really appreciate your help please guys.
  4. Hi Guys really appreciate all your help so far many thanks, however I am struggling to find parts for the Jotagas I really need:- * Water Pump Shaft * Bearings * Seals I have tried Vince at Haven but struggling to contact him at the moment is there any other places selling Jotagas spares in the UK please??? I Really need to get this bike done and sold for my dad as it's been sat a while now and its a shame parts are'nt available like Gas Gas or Sherco etc, many thanks Simon.
  5. Hi guys I have water in my gearbox so its time to change the water pump seals and shaft, however on dismantling the side cover I realise you have to take the engine out to change the water pump seal as the complete side cover for the gear box wont come completely free due to the Frame being in the way ?????? I have had the engine out before to do a complete rebuild I should have maybe changed seals then but I didnt think, Any suggestions please?????? Many thanks i advance.
  6. Hi could you please tell me how you tested the regulator please and what readings I should be getting as I have a no spark issue also, many thanks simon.
  7. Hi I have a Txt Pro 2004 with no spark issue and would really appreciate your help/info PLEASE!!! Here is what I have tested so far with the results:- * Plug = 4.03K (BPR5ES NGK). * All Earth Connectors & Coil cleaned plus Frame Bracket. * Coil Primary Circuit (both wires on unit) = 0.90 ohms. * Coil Secondary Circuit (spark plug cap) = 5.04k. * Disconnected Kill Switch wire from Earth/frame/Coil (the white from CDI to black/white on kill switch still connected) * Pickup Coil Red & Green wires (on stator side plug not CDI)= 94 ohms. I need help where to go now and what values I should be getting? or if the values on my coil, spark plug/cap, pickup coil are correct or not? Also I do not have the specific Txt Pro Kokusan Denki 2004 Wiring Diagram so instead using the txt pro 2002 which is very similar I would really appreciate it if any one could supply a picture/image for me please? Here is the txt pro 2002 I am currently following attached below:- Once again sorry for boring the pants off you but I would really really appreciate all your help guys as my head is very sore, thank you so much in advance, Simon.......
  8. Cylinder Compression Pressure Table Bob Spidel and Harlan Polk Per Wikipedia: If the nominal compression ratio of an engine is given, the pre-ignition cylinder pressure can be estimated using the following relationship: where is the cylinder pressure at bottom dead center (BDC) which is usually at 1 atm, is the compression ratio, and is the specific heat ratio for the working fluid, which is about 1.4 for air, and 1.3 for methane-air mixture. (But about 1.3 for air-gasoline after accounting for engine heat.) For example, if an engine running on gasoline has a compression ratio is 10:1, the cylinder pressure at top dead center (TDC) is This figure, however, will also depend on cam (i.e. valve) timing. Generally, cylinder pressure for common automotive designs should at least equal 10 bar, or, roughly estimated in pounds per square inch (psi) as between 15 and 20 times the compression ratio, or in this case between 150 psi and 200 psi, depending on cam timing. Purpose-built racing engines, stationary engines etc. will return figures outside this range. Factors including late intake valve closure (relatively speaking for camshaft profiles outside of typical production car range, but not necessarily into the realm of competition engines) can produce a misleadingly low figure from this test. Excessive connecting rod clearance, combined with extremely high oil pump output (rare but not impossible) can sling enough oil to coat the cylinder walls with enough oil to facilitate reasonable piston ring seal artificially give a misleadingly high figure, on engines with compromised ring seal. This can actually be used to some slight advantage. If a compression test does give a low figure, and it has been determined it is not due to intake valve closure/camshaft characteristics, then one can differentiate between the cause being valve/seat seal issues and ring seal by squirting engine oil into the spark plug orifice, in a quantity sufficient to disperse across the piston crown and the circumference of the top ring land, and thereby effect the mentioned seal. If a second compression test is performed shortly thereafter, and the new reading is much higher, it would be the ring seal that is problematic, whereas if the compression test pressure observed remains low, it is a valve sealing (or more rarely head gasket, or breakthrough piston or rarer still cylinder wall damage) issue. If there is a significant (> 10%) difference between cylinders, that may be an indication that valves or cylinder head gaskets are leaking, piston rings are worn or that the block is cracked. If a problem is suspected then a more comprehensive test using a leak-down tester can locate the leak. Compression Ratio Estimated Cylinder Pressure @ TDC given 60% volumetric efficiency at cranking speed Percent Change from 8:1 CR Nominal Dynamic* PTDC = 1atmosphere · volumetric efficiency · nominal CR1.3[corrected air-gasoline specific heat factor]= for 10:1 CR & 60% VE, then 14.7 psi · 0.6 · 25.119 = 176 psi – 14.7 psi = 161 psi gauge reading 7:1 4.2:1 96 psi gauge reading -18% 8:1 4.8:1 117 psi gauge reading 0% 9:1 5.4:1 139 psi gauge reading 19% 10:1 6.0:1 161 psi gauge reading 38% 11:1 6.6:1 184 psi gauge reading 58% 12:1 7.2:1 208 psi gauge reading 78% * at 60% volumetric efficiency at cranking speed, primarily due to valves open more than 180 degrees duration.
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