NATHUSARI CHOPTA (SIRSA)

PROJECT REPORT ON HERO HONDA

Submitted to:Mr. Rajender Sharma H.O.D. Mech. Engg. Submitted by:Kamlesh Kumar Mech. Engg. 5TH Sem. Roll no: - 10029170012

Hero Honda's company profile

The joint venture between India's Hero Group and Honda Motor Company, Japan has not only created the world's single largest two wheeler company but also one of the most successful joint ventures worldwide. During the 80s, Hero Honda became the first company in India to prove that it was possible to drive a vehicle without polluting the roads. The company introduced new generation motorcycles that set industry benchmarks for fuel thrift and low emission. A legendary 'Fill it - Shut it - Forget it' campaign captured the imagination of commuters across India, and Hero Honda sold millions of bikes purely on the commitment of increased mileage. Over 20 million Hero Honda two wheelers tread Indian roads today. These are almost as many as the number of people in Finland, Ireland and Sweden put together! Hero Honda has consistently grown at double digits since inception; and today, every second motorcycle sold in the country is a Hero Honda. Every 30 seconds, someone in India buys Hero Honda's top -selling motorcycle Splendor. This festive season, the company sold half a million two wheelers i n a single montha feat unparalleled in global automotive history. Hero Honda bikes currently roll out from its three globally benchmarked manufacturing facilities. Two of these are based at Dharuhera and Gurgaon in Haryana and the third state of the art manufacturing facility was inaugurated at Haridwar, Uttrakhand in April this year. These plants together are capable of producing out 4.4 million units per year.

Hero Honda's extensive sales and service network now spans over 3000 customer touch points. These comprise a mix of dealerships, service and spare points, spare parts stockiest and authorized representatives of dealers located across different geographies. Hero Honda values its relationship with customers. Its unique CRM initiative Hero Honda Passport Program, one of the largest programs of this kind in the world, has over 3 million members on its roster. The program has not only helped Hero Honda understand its customers and deliver value at different price points, but has also created a loyal community of brand ambassadors. Having reached an unassailable pole position in the Indian two wheeler market, Hero Honda is constantly working towards consolidating its position in the market place. The company believes that changing demographic profile of India, increasing urbanization and the empowerment of rural India will add millions of new families to the economic mainstream. This would provide the growth ballast that would sustain Hero Honda in the years to come. As Brijmohan Lall Munjal, the Chairman, Hero Honda Motors succinctly points out, "We pioneered India's motorcycle industry, and it's our responsibility now to take the industry to the next level. We'll do all it takes to reach there.'' HERO HONDA. 'S MISSION Hero Hondas mission is to strive for synergy between technology, systems and human resources, to produce products and services that meet the quality, performance and price aspirations of its customers. At the same time maintain the highest standards of ethics and social responsibilities

This mission is what drives Hero Honda to new heights in excellence and helps the organization forge a unique and mutually beneficial relationship with all its stake holders. HERO HONDA'S MANDATE Hero Honda is a world leader because of its excellent manpower, proven management, extensive dealer network, efficient supply chain and world-class products with cutting edge technology from Honda Motor Company, Japan. The teamwork and commitment are manifested in the highest level of customer satisfaction, and this goes a long way towards reinforcing its leadership status.

HEROHONDA BIKE MODELS

Model: Achiver ES Model: Achiver Kick Start Model: CBZ Xtreme ES

Model: CBZ Xtreme Kick Start Model: CD Dawn

Model: CD Deluxe

Model: Glamour Electric Start

Model: Glamour FI ES

Model: Glamour FI Kick Start

Model: Glamour Kick Start

Model: Hunk ES

Model: Hunk Kick Start

Model: New Karizma

Model: Passion Plus

Model: Pleasure

Model: Splendor NXG (Alloy)

Model: Splendor NXG (Spoke)

Model: Splendor Plus

Model: Super Splendor

Model: Ambition

Model: CBZ

Model: CBZ* Kick Start

Model: CBZ* Electric Start

Model: CD 100 SS

Model: Dawn

Model: Karizma

Model: Passion

Model: Splendor

Model: Street Dlx

Model: Super Splendor KS

HERO HONDA KARIZMA Jet Set Go...

Hero Honda Karizma was the first real sports bike in India. The bike addresses to those who have a passion for speed and styling and headturning looks. It has 17 ps power thrust and picks up 0-60 in 3.8 heartstopping seconds. The bike is based on power and styling. Disc breaks and Mag wheels makes Karizma the safest jet on the road. Stroke Maximum Power Displacement

Company Hero Honda Motors Ltd.

4-Stroke

16.8 bhp @ 7000 rpm

223 cc

Striking Features 1. 2. 3. 4. Style Sporty position of the seat. It stands on its feet even at speeds reaching up to 130 kmph. Fuel Efficiency.

Color Variants 1. 2. 3. 4. 5. 6. 7. Pearl Composed Red Myth Gold Metallic Sparkling Silver Turquoise Blue Candy Blazing Red Black Moon Yellow

Price Tag - Rs 79,000 Ex-Showroom in Delhi

(The prices are to the close approximation. Please check the latest prices and variant specifications with your dealer.) Technical Specifications

Dimension & Weight Overall height Overall length Overall Width Wheelbase Ground Clearance Kerb weight Fuel Tank Capacity Engine Type Stroke (2/4) No. of cylinders Displacement Electrical OHC, Air Cooled 4-stroke Single Cylinder 223cc 12 V, 7.0 Ah 1160 mm 2125 mm 755 mm 1355 mm 150 mm 150 kg 15 litres

Transmission No. of Gears Clutch Performance Maximum Power Max. Torque Start Suspensions Front Telescopic Hydraulic Shock Absorbers Swing arm with 5 step adjustable type hydraulic shock absorber 16.8bhp @ 7000rpm Kick / Electric 5 speed Multi-plate wet type

Rear

Brakes Front Rear Tyres Front Rear 2.75 x 18 - 42 P 100 / 90 x 18 - 56 P Disc Brakes, 276 mm diameter Internal Expanding Shoe, 130 mm

Motorcycle Engine
This article has multiple issues. Please help improve it or discuss these issues on the talk page. 1.
2.

It needs additional citations for verification. Tagged since December 2009. It may need to be rewritten entirely to comply with Wikipedia's quality standards. Tagged since December 2009.

A motorcycle engine is an engine that powers a motorcycle. Motorcycle engines may be two stroke or four stroke, reciprocating or Wankel, single-cylinder or multicylinder (if reciprocating), or single-rotor or twin-rotor (if Wankel). The engine typically drives the rear wheel, but some small bikes such as the Velosolex have a friction drive to the front wheel. Most engines have a gearbox of between two and six ratios, and some heavy cruisers even have a reverse gear. Power is sent to the driven wheel by belt, chain or shaft. In Europe, up till 1970, engine capacities typically ranged from about 50cc to 750cc; but since then machines with capacities up to 2000cc have become common. In the USA, motorcycles with large capacities have been common for much longer.

Even today, most motorcycles still bear some resemblance to early motorised bicycles, so the engine is normally found where the crank-wheel would be on a pedal bicycle. However, some early examples had the engine within the driven wheel, and the Velosolex has its engine ahead of the handlebars, just above the front wheel.

Types Almost all production motorcycles have gasoline (UK petrol) internal combustion engines. Both four-stroke and two-stroke engines are used, but strict emission laws have led to far fewer two-strokes. A few have used Wankel rotary engines, but no Wankel bikes are currently in production. Small motorcycles are air-cooled, but oil cooling or water cooling is more usual with larger machines. Some scooters use batteries and an electric motor. (The 2009 TT races introduced a new category 'TTX' for electric bikes using fuel-cells or batteries). Most motorcycle engines are mounted transversely, with the crankshaft across the frame, but others have the crankshaft longitudinal, along the frame. Transverse engines usually have chain or belt final-drive, while longitudinal mounting is more suitable for shaft final-drive. Motor scooters have the engine as part of the rear suspension, so the engine not fixed rigidly to the main frame. Instead, the combined engine-transmissionswingarm assembly is pivoted to follow the road surface and is part of the "unsprung weight". The chain final-drive of scooters runs in an oil-bath within the engine casings. "Step-throughs" motorcycles may have a rigidly fixed engine, or may have a scooter-type arrangement.

Two-stroke and four-stroke Two-stroke engines have fewer moving parts than four-stroke engines, and produce twice the number of power strokes; consequently, two-stroke engines are more powerful for their mass. Two-strokes offer stronger acceleration, but similar top speed compared to a four-stroke engine. They are also easier to start.Twostroke engines have shorter life due to poorer piston lubrication, since lubrication comes from the fuel-oil mix. Four-stroke engines are generally associated with a wider power band making for somewhat gentler power delivery, but technology such as reed valves and exhaust power-valve systems has improved ride-ability on two-strokes. Fuel economy is also better in four-strokes due to more complete combustion of the intake charge in four-stroke engines. Nevertheless, two-strokes have been largely replaced on motorcycles in developed nations due to their environmental disadvantages. Cylinder lubrication is necessarily total-loss and this inevitably leads to a smokey exhaust, particularly on wide throttle openings. Two-stroke engined motorcycles continue to be made in large numbers, but mostly low power mopeds, small scooters and step-through underbones where they still compete strongly with four-strokes (including the highest selling motorcycle of all time, the 50 cc Honda Super Cub). The major markets of two-stroke motorcycles are in developing nations. Cylinder Heads (Four Stroke) Cylinder head design has a significant effect on the efficiency of combustion, and thence the power output of the engine. The head may be flat, in which case the combustion chamber resides within the cylinder and/or a depression in the piston crown, but usually a "dome" within the cylinder head provides most of the

combustion volume. In motorcycles, valve gear tends to be side valve, overhead valve (ohv) with pushrod operation, (single) overhead cam, (s)ohc, and double overhead cam, dohc. An ohc (or dohc) cylinder head will have at least two valves per cylinder (1 inlet & 1 exhaust), but some have three (2 inlet & 1 exhaust), or four (2 inlet & 2 exhaust), or even five (3 inlet & 2 exhaust). Cylinder heads are the hottest part of the engine and require adequate cooling, typically air cooling, oil cooling or liquid cooling. Some motorcycles such as Harley-Davidsons, Moto Guzzis and BMWs become identifiable by their cylinder-head types, namely airhead, panhead, oilhead, and even knucklehead [4][6]. The Ducati desmos head enables higher rpm to be achieved without the danger of "valve bounce". Valve control (Four Stroke) In a side-valve engine, the valves are operated from the "underhead" cam without special valve gear. OHV engines have valves operated by pushrods. OHC & DOHC engines have overhead camshafts typically operated by chain, belt, gear train or bevel gear drive. Honda equipped the CBR400F with REV ( described as "revolution responding type valve pausing mechanism") in 1983,[7] This system enabled to switch over the number of valve operations per cylinder between low and medium speed revolution range and high speed revolution range. In 2002, Honda introduced HYPER VTEC in the VFR800 Interceptor. In 2006, Kawasaki introduced VVT in the Concours 14..

Four-stroke engine

Four-stroke cycle used in gasoline/petrol engines. The right blue side is the intake and the left yellow side is the exhaust. The cylinder wall is a thin sleeve surrounded by cooling liquid. A four-stroke engine, also known as four-cycle, is an internal combustion engine in which the piston completes four separate strokesintake, compression, power, and exhaustduring two separate revolutions of the engine's crankshaft, and one single thermodynamic cycle. There are two common types of engines, which are closely related to each other but have major differences in their design and behavior. The earliest of these to be developed is the Otto cycle engine which was developed in 1876 by Nikolaus

August Otto in Cologne, Germany[1]. This engine is most often referred to as a petrol engine or gasoline engine, after the fuel that powers it.[2] The second type of four-cycle engine is the Diesel engine developed in 1893 by Rudolph Diesel, also of Germany. Diesel created his engine to maximize efficiency which was lacking in the Otto engine. There are several major differences between the Otto cycle engine and the four cycle diesel engine. The diesel engine is made in both a twocycle and a four-cycle version. Ironically Otto's company Deutz AG produces primarily diesel engines in the modern era. The Otto cycle is named after the 1876 engine of Nikolaus A. Otto, who built a successful four-cycle engine which was based on the work of Jean Joseph Etienne Lenoir. It was the third engine type that Otto developed. It used a sliding flame gateway for ignition of its fuel which was a mixture of illuminating gas and air. After 1884 Otto also developed the magneto allowing the use of an electrical spark for ignition, which had been unreliable on the Lenoir engine. Today, the internal combustion engine (ICE) is used in motorcycles, automobiles, boats, trucks, aircraft, ships, heavy duty machinery, and in its original intended use as stationary power both for kinetic and electrical power generation. Diesel engines are found in virtually all heavy duty applications such as trucks, ships, locomotives, power generation, and stationary power. Many of these diesel engine are two cycle with power ratings up to 105,000 hp (78,000 kW). The four cycles refer to intake, compression, combustion (power), and exhaust cycles that occur during two crankshaft rotations per power cycle of the four cycle engines. The cycle begins at Top Dead Centre (TDC), when the piston is farthest away from the axis of the crankshaft. A cycle refers to the full travel of the piston from Top Dead Centre (TDC) to Bottom Dead Centre (BDC). (See Dead centre.)

1.

INTAKE stroke: on the intake or induction stroke of the piston , the piston descends from the top of the cylinder to the bottom of the cylinder, reducing the pressure inside the cylinder. A mixture of fuel and air, or just air in a diesel engine, is forced by atmospheric (or greater) pressure into the cylinder through the intake port. The intake valve(s) then close. The volume of air/fuel mixture that is drawn into the cylinder, relative to the volume of the cylinder is called, the volumetric efficiency of the engine.

2.

COMPRESSION stroke: with both intake and exhaust valves closed, the piston returns to the top of the cylinder compressing the air, or fuel-air mixture into the combustion chamber of the cylinder head.

3.

POWER stroke: this is the start of the second revolution of the engine. While the piston is close to Top Dead Center, the compressed airfuel mixture in a gasoline engine is ignited, usually by a spark plug, or fuel is injected into the diesel engine, which ignites due to the heat generated in the air during the compression stroke. The resulting massive pressure from the combustion of the compressed fuel-air mixture forces the piston back down toward bottom dead centre.

4.

EXHAUST stroke: during the exhaust stroke, the piston once again returns to top dead center while the exhaust valve is open. This action evacuates the burnt products of combustion from the cylinder by expelling the spent fuelair mixture out through the exhaust valve(s).

PISTON
A piston is a component of reciprocating engines, reciprocating pumps, gas compressors and pneumatic cylinders, among other similar mechanisms. It is the moving component that is contained by a cylinder and is made gas-tight by

piston rings. In an engine, its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a piston rod and/or connecting rod. In a pump, the function is reversed and force is transferred from the crankshaft to the piston for the purpose of compressing or ejecting the fluid in the cylinder. In some engines, the piston also acts as a valve by covering and uncovering ports in the cylinder wall.

Piston engines
There are two ways that an internal combustion piston engine can transform combustion into motive power: the two-stroke cycle and the four-stroke cycle. A single-cylinder two-stroke engine produces power every crankshaft revolution, while a single-cylinder four-stroke engine produces power once every two revolutions. Older designs of small two-stroke engines produced more pollution than four-stroke engines. However, modern two-stroke designs, like the Vespa ET2 Injection utilise fuel-injection and are as clean as four-strokes. Large diesel twostroke engines, as used in ships and locomotives, have always used fuel-injection and produce low emissions. One of the biggest internal combustion engines in the world, the Wrtsil-Sulzer RTA96-C is a two-stroke; it is bigger than most twostorey houses, has pistons nearly 1 metre in diameter and is one of the most efficient mobile engines in existence. In theory, a four-stroke engine has to be

larger than a two-stroke engine to produce an equivalent amount of power. Twostroke engines are becoming less common in developed countries these days, mainly due to manufacturer reluctance to invest in reducing two-stroke emissions. Traditionally, two-stroke engines were reputed to need more maintenance (despite exceptions like the Ricardo Dolphin engine, and the Twingle engines of the Trojan car and the Puch 250 motorcycle). Even though the simplest two-stroke engines have fewer moving parts, they could wear out faster than four-stroke engines. However fuel-injected two-strokes achieve better engine lubrication, also cooling and reliability should improve considerably
1.

Pumps :Piston pumps can be used to move liquids or compress gases.

GEAR BOX WORKING

For you 'super wrenches' out there who can split an engine case and rebuild a motorcycle transmission blindfolded this page is going to seem like a nearly criminal over simplification of how the gearbox functions. You'll be correct, it is. This page is only meant to provide a basic understanding of how a motorcycle transmission is operating so riders know what's happening when they hear 'gears' (we'll sort that out in a moment) grinding and the transmission is doing quirky things. Now the meat and potatoes of this page. Most manual transmissions are called "constant mesh" which simply means all of the gears in the box are constantly in contact with each other. When you shift gears you aren't actually moving any gears. You're moving a plate or a cylinder that locks into the side of a gear engaging the output shaft with that gear. Check out the animation below

Animation courtesy Mike Challenger, Haydndesign ltd. What you're looking at:

The violet shaft is the "input" shaft from the engine. This isn't actually the crankshaft. The input and crank shafts are separated by the clutch. Notice the blue gear attached to the input shaft is turning a gray gear. At this point that gear is not 'engaged' so the bike is in neutral The green cylinder is a barrel shaft that's rotated by a ratchet mechanism (what you're actually moving when you raise or lower your shift lever) Notice as the animation starts that shaft rotates and moves the fork. As the fork moves it pushes the gold colored disk (with holes in it) toward the gear (with dogs that fit into those holes) and drive is engaged. Once engaged the yellow output shaft turns and you're now moving down the road. In a transmission with more than one forward gear that shift fork would move back and forth, alternately disengaging from one gear and engaging another so you'd have a 1-2 shift. For a 3-4 shift the fork would move to a central position, disengaging the 1-2 gears and another fork would engage 3rd and then 4th gears. Now that you understand what's happening inside the transmission take another look at that first animation. Notice the

'pegs' on that gray gear? Those are called "dogs" for reasons not

transmitted (ha, see what I did there?) the 'dogs' as shown in the picture (left) are a part of

the driven gear just as shown in the animation. The holes are in the slider shown in the picture (right). When that slider is moved by the shift fork the holes slide over the dogs and the output shaft begins spinning. If you're shifting properly, matching engine/transmission speeds and shift quickly those dogs can slip right into the slots no muss no fuss. If, however, you are a

little lazy with a shift and take too long or don't put much pressure on the shift lever those dogs will just skitter over the top of the slots causing what many riders misinterpret as grinding 'gears'. There are two common problems that develop with motorcycle transmissions. 1. Each time the dogs are allowed to grind the rider is wearing just a little bit off of them. Those 'pegs' get shorter and shorter (or the holes become more elongated) until the transmission will no longer stay in a particular gear or it pops out of a gear. This is 'most' common between 1st and 2nd gear for some reason. 2. The rider forces the transmission to shift too quickly and/or puts too much pressure on the shift lever. When this happens the dogs might be pressed hard against the gear in the solid space between slots. Look at the top animation again and notice the green shift fork. That fork can be bent and, as you can see from the animation if the fork is bent backward (to the right in this picture) it probably isn't going to completely engage the dogs. Result, the transmission will pop out of gear. If the dogs just barely release you'll not only be back in neutral but could hear a lot of grinding with the dogs rubbing against the slots. Either way the fix is the same. You have to go inside the transmission case and replace the broken parts. In the case of most metric motorcycles that means pulling the engine and splitting the case to gain access to the transmission. Most

Harleys, custom bikes and some BMW's have a separate transmission which can be removed from the bike independent of the engine and serviced. Now that you have the 'theory' here's a picture of an actual (BMW) motorcycle transmission so you can pick out the parts discussed above. See how the shift forks are moved back and forth by grooves in the shift cam? That cam is ratcheted one direction or the other based on whether you are up shifting or down shifting. The cam is the reason you can't skip a gear and just go from first to third or third to fifth as you can in most cars. Again, I have oversimplified to an extreme degree but hopefully riders now have some idea what's going on inside the gearbox.

Carburator Theory and Tuning

For some reason everyone seems to think tuning a carb is just real easy. Change a jet or two and boom, your there. Yeah, right ! There are quite literally millions and millions of jet combinations. A rough check on Bing carbs shows there are at least

13,860,000 different combinations of jets. If you are going to change carbs you'd better be prepared to spend some time and money on the job. If you look at a carburetor, you will notice a rather large hole going from one side to the other. This is called a Venturi. Air passes into the engine through this hole (Venturi). As the velocity of the air entering the carb (and then the engine) increases, it's pressure decreases, creating a low pressure or vacuum in the venturi. This vacuum moves around in the venturi, as the throttle is opened, and sucks gasoline through the different jets in the carb. The gas then mixes with the air going through the venturi. The way the jets are made causes the fuel to vaporize as it goes into the venturi. Where the jets are placed in the carb and where the jet's outlet is located in the venturi, determines what part of the throttle opening that jet controls. The idle jet system (comprised of pilot air jet, pilot fuel jet and pilot fuel screw) controls from 0% to about 25% of the throttle opening. The throttle valve controls 0% to 35% of the throttle opening. The needle jet and jet needle control from 15% to 80% of the throttle opening and the main jet controls 60% to 100%. This means that when you open the throttle about one eighth of the way open, all of the gas/air mixture going into your engine is controlled by the idle jet. As you can see, the different jets over lap the operating range of each other. That is, the jet needle starts to effect things before the effect of the idle jet ends. This is something to remember when working on carbs... everything is interconnected. Change one thing and it will effect other things. OK, let's go over the different systems in the carb and see what they do. 1. Fuel level. The fuel level is controlled by the fuel floats and the fuel float valve. The floats are hollow or made of something that will float on

gasoline, such as cork. Part of the float presses against the float valve, sometimes called a needle and seat. Most times the part of the float that touches the float valve needle is bendable so you can adjust the level of the fuel in the floatbowel. All plastic floats are not adjustable. If this level is way too high, gas can leak out the carb overflow tube or into the engine. If fuel gets into the engine it will thin out the engine oil, ruining it's ability to lubricate. This will, sooner or later, blow up your engine ! If a full tank of gas in the evening turns into a half tank by morning, check your oil. If it's thin and smells like gas, change it and replace your float valve and/or check your fuel level. If the oil is OK, check under the overflow tube. If it's OK, then check where you are parking your bike 'cuse someone is walking away with your gas ! If your fuel level is just a bit high, the mixture will tend to be a bit rich. If it's low, the mixture will tend to be a bit lean. This is because a high level takes less vacuum to suck fuel into the engine and a low level takes more vacuum to do the same. 2. Pilot or idle jet system. The idle jet controls the idle and on up to quarter throttle, give or take a bit. On some carbs, like Mikuni there is an air jet too. In conjunction with the idle jet there is an idle jet air screw. This screw leans or richens the fuel mixture for a smooth idle and on up to one quarter throttle. From the idle jet, there are little passages cast into the carb that lead to holes just in front of the throttle valve or plate. There can be just one hole or there can be several, depending on the carb design. They effect the mixture as long as the vacuum, in the venturi, is over them. As the throttle opens further, the vacuum moves to the needle jet and jet needle.

3.

The Throttle Valve. The big slide that opens and closes your throttle has a bevel angle cut in one side of the big round (can be flat, too) slide, toward the air cleaner. This angle comes in several sizes and helps control the fuel mixture from idle to about 35% open throttle.

4.

Needle Jet. This jet doesn't really even look like a jet, but it is ! It controls the fuel mixture from 15% to 60% open throttle. It sets in the center of the carb, right over the main jet.

5.

Jet Needle. This is the needle that rides in the throttle slide and goes into the needle jet. This needle controls the fuel mixture from 20% to 80% open throttle. It can come in many different sized tapers. Sometimes, one needle can have several tapers on it. The top end of the needle has grooves cut in it, usually five, and you can move the little clip on the end up or down to lean (down) or richen (up) the mixture. Most late model bikes have needles with only one groove cut in them. This is so you can't richen the mixture, thereby keeping the EPA happy.

6.

Main Jet. This jet controls the fuel mixture from 60% to 100% open throttle.

We want nice clean acceleration from idle to full throttle, with no stumbling or flat spots. This can be quite a tall order if we are starting with a new carb. Actually, it can be a real challenge to get things to carburate right after something as simple as an exhaust pipe change. Now, I wish I could tell I'm the great carb man, but, well... no one has ever been dumb enough to hire me to really work over a carb. Well, there was that one time with that Kaw 650 and aftermarket pipes. It had some kind of weird stock carbs that looked like Mikunis but really were not. It had TDK or KDT or DTK, something like that, carbs. It had aftermarket exhaust pipes and was running too lean, and stumbled at one point under acceleration. Worthless pig ! The jet needles

where not adjustable, so I put little washers under the needle clip, to raise the needles. The main jet only came in one size, so I drilled it out with ity-bity, expensive, jet drills. I could move the miss around, but I could not get rid of it. From the beginning I told the guy it wouldn't work and that he was wasting his money, and that at the least we needed carbs we could get parts for, but nooo. Just rise the needles, drill the jets he said... $200 later he finally gave up. I guess I shouldn't complain, I did get paid... but ! But you want to try it, don't you ? OK, the drill really isn't that hard. Simply run the engine at whatever throttle opening you want to test, for a mile or so, and look at the spark plug. Is the spark plug reading lean or rich ? Now look for the jet that controls that particular throttle opening and exchange it for a richer or leaner one. Now that doesn't sound very hard, does it ? Oh yes, the throttle transition from one jet to the next must be smooth too ! Go back over the areas that each jet controls. They overlap each other. Some a little, some a lot. Make sure you have a good selection of jets ! Most carb manufacturers have tables of specifications on the jet needles and needle jets, and other jets that you will find very useful. With these specs you can make a better guess as to what jet will work best. Some places use motorcycle dynamometers for testing. These can be a big help to get real close to the best jet setting. Working out the best main jet for a 170 MPH bike can be quite unhealthy if you only have a freeway to test on ! Just remember one thing. A dynamometer is not the real world. A fact more then one factory has found out the hard way when their super hot, dyno tested, race machines didn't run so fast in the real world, on real pavement, in real air with real bugs on the windscreen ! Anyway, what I'm trying to get over to you is that just because your buddy said he got new carb, changed a jet or two and now his bike gets 100 miles per gallon and

has double the horse power, doesn't mean you can too ! It just might require a lot more work than you bargained for. Look on the bright side. Carbs used to be real simple at the turn of the century, but they didn't work as good as today's carbs. Oh, one last thing, seeing how we are talking carb theory. When an engine is cold, like when you first start it up. It doesn't evaporate the gas well. Liquid gas does not burn, so you have to put in lots of gas, because a lot of it does not vaporize. The choke helps the carb to put into the engine a very rich mixture, and at least some of that mixture will vaporize and burn. I had one guy tell me that the reason for a rich mixture when starting was so the pistons would be lubed by the raw gas and spin the engine over easier so it would start ! He felt very strongly about this, so I didn't say a thing. Like the Bible says, don't cast your pearls before swine.

Clutch

Clutch for a drive shaft: The clutch disc (center) spins with the flywheel (left). To disengage, the lever is pulled (black arrow), causing a white pressure plate (right) to disengage the green clutch disc from turning the drive shaft, which turns within the thrust-bearing ring of the lever. Never will all 3 rings connect, with no gaps. Single, dry, clutch friction disc. The splined hub is attached to the disc with springs to damp chatter. A clutch is a mechanical device which provides for the transmission of power (and therefore usually motion) from one component (the driving member) to another (the driven member). The opposite component of the clutch is the brake. Clutches are used whenever the ability to limit the transmission of power or motion needs to be controlled either in amount or over time (e.g., electric screwdrivers limit how much torque is transmitted through use of a clutch; clutches control whether automobiles transmit engine power to the wheels). In the simplest application clutches are employed in devices which have two rotating shafts. In these devices one shaft is typically attached to a motor or other power unit (the driving member) while the other shaft (the driven member) provides output power for work to be done. In a drill for instance, one shaft is

driven by a motor and the other drives a drill chuck. The clutch connects the two shafts so that they may be locked together and spin at the same speed (engaged), locked together but spinning at different speeds (slipping), or unlocked and spinning at different speeds (disengaged). Motorcycles typically employ a wet clutch with the clutch riding in the same oil as the transmission. These clutches are usually made up of a stack of alternating plain steel and friction plates. Some of the plates have lugs on their inner diameters locking them to the engine crankshaft, while the other plates have lugs on their outer diameters that lock them to a basket which turns the transmission input shaft. The plates are forced together by a set of coil springs or a diaphragm spring plate when the clutch is engaged. On most motorcycles the clutch is operated by the clutch lever located on the left handlebar. No pressure on the lever means that the clutch plates are engaged (driving), while pulling the lever back towards the rider will disengage the clutch plates through cable or hydraulic actuation, allowing the rider to shift gears or coast. Racing motorcycles often use slipper clutches to eliminate the effects of engine braking which, being applied only to the rear wheel, can lead to instability.