I just replaced the carb rubbers, clamp screws and went back to Dynojet recommended settings: 2nd needle clip and 120 mains. I also lubed the cables and linkage pivot points, cleaned the throttle tube housing and reset the cable freeplay. It now has much better throttle response and revs cleanly and quickly into the red in the first three gears.
I now have a full set of white/blue bodywork to match the fuel tank and a new lower cowl that isn't cracked all to hell. Now should I paint the front rim black or the rear rim white? The black rim hides chain lube, but the white rims look pretty cool when they are clean. As this might end up being my workhorse again, the black rims may win out.
Interceptor dyno run!!!
OK, I was at the AME bike night last night. There was a trailer dyno doing three runs for $50. I looked at the Interceptor, I looked at the dyno. I looked at the Interceptor ON the dyno! Five runs later (the gas was off!) I received a dyno chart with 78.5 horse and 42.8 lb-ft of torque!
The lines became pretty ragged after 8500 rpm, probably the worn out chain (Actually it might be a weakness in the ignition - Dyna coils and wires on order!). The air/fuel ratio trace wasn't bad though. I figured I would have to overhaul the carbs this winter, but I guess not. I had only guessed at the main jet size and it looks close, if a bit lean on top and fat in the midrange. I'll probably drop the needles one notch and raise the main jet one size. (the change in mains helped but the leaner needle setting was crap - poor throttle response from cold and didn't improve much when warm)
Not only was I a bit surprised about the power, although I was hoping for at least 80, the Hindle exhaust is f***ing LOUD!!! I thought it was kind of loud but never really obnoxious, but I rarely break 7000 rpm in the city, and when do you ever follow your own bike? Running up to redline it was crazy loud.
For the record it has a Hindle 4-1 pipe, K&N filter inside a modded airbox, Dynojet kit with 116 main jets (now changed to 120), 18/43 gearing and over 135000 kilometres on the original pistons and rings (new crank & rod bearings at 27000 kms though, along with 2nd and 5th gear). I'll probably give it an oil change, valve adjustment, new chain and sprockets and then go again to see if I can break 80 hp.
Wheels, wheels, wheels!!!
The back wheel is now black because the white one was bent. The Ohlins shock is still not 100% but hopefully I'll get it set up soon. It's good enough to ride around on for now.
Well, so much for leaving it the way it was. Being surrounded by motorcycle parts all day really gets the mind working overtime. The wheels are on, but I still have to work out the rear spacers and brake caliper mount. I ended up with a CBR600F2 rear rim using a VF500F sprocket carrier to get the alignment within 3mm.
I'll have to install the Ohlins shock after all to jack the back end up. The CB900F triple clamps (smaller offset) didn't work out, so I installed the Daytona steering damper kit I've had for about eight years.
A new tailsection, fairing and sidecovers in white and blue may follow.
I now have a set of CBR600F2 wheels for the Interceptor. The front fit easily. Just new bearings and spacers. Of course the seal for the speedo drive is proving to be difficult to find.
The rear will just need spacers as the bearings are the same ID as the Interceptor. The sprocket carrier may need to be machined also.
As you can see, it's even more of a mess.
I've taken off the Ohlins shock. I lost my motivation to try and improve the handling on my Interceptor, now that I have an RC30. I'll put in the Megacycle cams though, because it still needs more power. I put it back together and took it out today, for the first time this year (04/25/2004), and I just enjoyed riding it the way it was. I better put turn signals back on before I get a ticket.
This is the first picture I took of my bike. I wish I had taken one when I first bought it.
It had bent front forks, no second gear and a gas tank that was more filler than metal. The front tire was absolutely bald and the rear was worse. It had a strip of bare cord an inch wide, all the way around. The brakes were no better. All four front pads were right down to the metal. As an inexperienced motorcycle buyer, it was the perfect first bike.
The brakes, tires and forks are new in this picture, but second gear required a second attempt. I learned how bikes worked by rebuilding this one, making mistakes and having someone else fix my mistakes. Like y'do.
After two years I had installed a Hindle 4-1 exhaust, K&N air filter, Dynojet kit ,and the rear inner fender from a CBR1000 Hurricane. I bought the seat from work for 20 dollars, but I don't know who made it.
I had the exhaust on for about a week before I bottomed out over a curb and gained about an inch of ground clearance without squashing the pipes.
I had installed Russel braided brake lines, a Yoshimura 4-2 exhaust header with Supertrapp cans and a cowl for the lower radiator. You can also see the new oil line for the rear cylinder head. The line for the front head is routed on the right side.
