Just picked up this bike, traded a non-running 06 ZZR600 straight up...was hoping I could maybe get some ideas where to go to get parts to get this up and running...also, what parts I should look to get!
Ignition wiring for a total loss ignition without any charging system components should be relatively simple.
Is the Dyna-S complete with its red wire, green wire and black wire?
Which of the following ignition components are already fitted?
Two separate ignition coils;
Four spark plug wires;
Four B8ES spark plugs;
Four caps to connect the plug wires to the spark plugs;
Negative battery cable;
Red or red/yellow wire from battery positive to each coil?
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Original owner 78 1000 LTD
Mr Turbo Race Kit, MTC 1075 Turbo pistons by PitStop Performance , Falicon Ultra Lite Super Crank, APE everything. Les Holt @ PDM's Billet Goodies . Frame by Chuck Kurzawa @ Logghe Chassis . Deep sump 5qt oil pan. RIP Bill Hahn
To be honest I haven't taken a good look at it, and I am told it is a complete dyna s, I am very green when it comes to working on bikes...how will I know if the plus are B8ES? No battery...I will look and try to get pictures later today to help
Did a set of carburetors come with the bike?
And appears to also need carb holders.
Did spark plug wires come with the bike?
If not, Dyna offers a good relatively inexpensive set with caps already built-in (that attach to the plugs).
Am just guessing, but the extraordinarily cold-running B10ES spark plugs might have been part of efforts to compensate for high compression pistons.
Would suggest performing a compression test on each cylinder. Do the normal "dry" test first, followed by a "wet" test (add a teaspoon of oil through the spark plug hole just before the test).
A leak-down test would also give a better idea about condition of the motor's top end.
A leak-down test injects air pressure through the spark plug hole to pressurize the combustion chamber.
Can perform a poor-man's leak-down test by introducing compressed air into a spark plug hole and listening to where it escapes from the combustion clamber. This may be done at TDC or any other cam positions where both valves are fully closed. Top dead center (TDC) is when the piston is at its highest position. An easy way to tell TDC is by alignment of the T mark with the case mark when viewed through the timing window.
May introduce a spurt of compressed air by using a rubber cone-tip blow gun (rubber air nozzle) held into the spark plug hole. And of course keep holding it in position to keep air from coming back out the spark plug hole while listening for escaping air at other places. The air compressor should not be running while listening because the noise will likely drown out any sound of escaping air. Or just use a portable compressed air tank.
Air heard escaping from exhaust port indicates exhaust valve not fully closing (perhaps too tight clearance or damaged valve or valve seat).
Air heard escaping from carb intake indicates intake valve not fully closing (perhaps too tight clearance or damaged valve or valve seat).
Air heard escaping from crankcase breather indicates loss of compression past rings into crankcase (perhaps worn piston rings or cylinders).
Air heard escaping from head gasket area indicates loss of compression past head gasket (perhaps due to a blown head gasket).
A leaking valve may sometimes be resolved by adjusting the clearance to within specs.
A leaking head gasket may sometimes be resolved by torquing the head fasteners when the engine is stone cold (such as after sitting overnight).