Finally, back with another post, and this time, it is not just a ride post; routine mechanical maintenance and preventative stuff have also been done.
I hadn't really taken the bike out since Jan apart from the one time I had to get the PUC updated and that was barely a 5 km round trip. But if you remember the last time in Jan when I rode back from Bangalore post a small jb turned big thanks to the broken coil pack, we had done a deep clean of the Throttle body, while the bike has become a lot fresher to ride I had started getting slight vibrations at the handlebars at highway cruising speeds, and this was an early reminder that the TB is starting to fall out of sync, how do I know this? Because this exact same symptom had presented last time and we had diagnosed it to be a TB sync issue, but we caught it a bit later when we had the hot idle issue as well.
Anyways so I did not want to put more miles on the bike before I get it fixed, also the fact that the oil was very close to 6k km since the last change, and didn't want to ride around on 6k km old oil too. I know that it doesn't really cause any real damage and riding in the current state of the bike is not at all an issue, but when it comes to my bikes/cars, I get a bit nitpicky like this with mechanical stuff, aesthetic stuff I am known to be more laid back.
The work was planned to be done in late Jan but again, life happens and it had to get postponed multiple times until finally, it happened over the weekend. And as usual, I was not riding alone to Cochin to my friend's place for the DIY job, Xaos636 joined me as he had some minor work to be done on his blade too, and another friend of his tagged along as he had unrelated work at Cochin, he was riding a super clean CBR650F with the facelift color scheme and headlights.
Funnily enough, just 2 days before the ride was planned weather reports started showing rain forecast in Kerala, and then on the same day bhpian Deepfreak15 pinged me saying neil.jericho is in Bangalore and sure enough it rained that night, went to meet him(and a bunch of other bhpians, finally!) next day ie the day before my trip and yes it rained again. So I started thinking that this trip might again be affected, but that worry was soon put to rest because Neil confirmed he was going to be in Bangalore for the entire weekend, so naturally, no reason for me to worry about the rain, and as certain and un waving laws of physics are there was no rain in Cochin on Sunday when we made the ride. So the urban legend, rain follows neil.Jericho stands tall and true.
Now back to the main program. Reached my friend's place(Fmotors for those wondering) and we immediately set to work and got to dismantling the tank and the air box to gain access to the TB onto which the TB sync reference machine had to be connected.
I am not dwelling into detail on the process as it has already been covered exhaustively in post #189,#190 (Review: My Yamaha R1 (WGP 50th Anniversary Edition))
While we were there we cleaned the air filter and kept it for drying out before recharging the filter and plonking it in for the re-assembly.
This is the first time I removed the airbox cover post installation of the bmc filter and yes, the difference from the K&N filter was night and day, with the K&N filter the pre and post-filtration part of the airbox was always dusty no matter what and this contributed to faster gunky deposit on the TB butterfly valves, but this time around the Post filtration section of the airbox was clean with no dust visible and the result was same for the butterfly valves of the TB, clean!
Look at how clean the post-filtration section of the airbox is!
This confirmed that the K&N filter was not sealing properly courtesy of those jagged cuts it had on the base of the filter bezel material.
Next, we went on to remove the airbox and this is where we hit a snag, the airbox bolts had seized on pretty badly to the tb, took a bit of persuasion (no power tools or impact gun was used) to crack open the bolts using age-old conventional methods with handtools.
Anyways, once we got that cracked loose we hooked the sync reference machine to the TB and loosely reassembled back the TB and fuel lines to start the TB sync test.
And sure enough, the proof is in the pudding, cylinders 1 and 4 were slightly off from the acceptable tolerances, cylinder 2 was alright while cylinder 3 is the reference pin so that is not to be messed with.
Took us maybe 10 mins to calibrate all the TB banks to be within the acceptable limit and the major job was done and dusted.
Next, the air filter was placed and seated properly and the airbox was buttoned up, this time we made sure to coat the airbox anchoring bolt threads with anti-seize so that we don't have a repeat of threads seizing again with the airbox.
During this time while we had easy access to the fuel lines, and I had a long strip of silver heat reflective tape with me I went ahead and covered the primary and secondary fuel lines in them, I don't think it is going to give any benefit at all, but did it just for the heck of it.
At least now I can prevent the fuel hose from getting heat cycled and wearing out till I get my brand new hoses from Yamaha India, if you are a regular here you'll get the joke.
Since that was done we moved our attention to the coolant reservoir we noticed that the expansion tank was almost empty, which was weird as I had just topped up the can in Jan post my Bangalore-Kerala ride, upon removing the reservoir outer cover I noticed that the top rubber seal that covers the reservoir was half popped out (my bad) and I'm guessing it might have dried out when the bike was running at operating temp, but we did a thorough check for coolant leaks all around and we had no coolant mix issues either(engine oil even at 6k km had the reddish tint of the Motul 7100) so we just filled up the expansion tank again and made sure the rubber seal is seated correctly. It's good that we make it a habit to look over things like this because things like this can happen.
Next on the agenda was engine oil change, which was done promptly, did not take any photos, next we moved on to the brake bleeding part, the brakes had started to get slightly spongy and I could see from the brake fluid reservoir that the color of the fluid had indeed darkened a bit which are signs of moisture absorption.
This time I went with the Motul RBF660 brake fluids which are a step above the Brembo brake fluids I used last time. People, in general, prefer this fluid above the brembos because this has a higher boiling point than the Brembo race fluid and has been vouched for by people who push their bikes and cars on track. We run this fluid on our VRS too and the improvement in brake pedal feel has been immense so it was a no-brainer for me to go with the Motul fluid this time. And not to mention the Motul fluid is a 500 ml can while the Motul is 250ml while costing the same.
P.S: I am in no way affiliated with Motul, I just like the products they offer and this is purely my opinion based on my usage/experience.
The final thing left was tightening the chain and it was a breeze thanks to the Lightech chain adjusters, done within 1 minute of cracking the rear axle but loose. The only difference this time was we actually had acquired a torque wrench that was rated for locking the rear axle nut. Up until now, we could not do it as we did not have a heavy-duty TW for it. And sure enough, we used it this time. The torque setting is 150nm and for the first time ever we torqued the nut to spec! I know it might sound silly to some but I nerd out on this pretty hard
Torque to Spec! All done and ready for the ride back home the next morning
In between all this finally caught up with bhpian Ani0404 in person and had a lovely long conversation on biking and about his recent acquisition of the epic Kawasaki Ninja 1000! Let me take this opportunity to congratulate him on his new steed!
I'll cover the rest of the ride in the next post as I have hit the 30 photos limit on this post.