The new carbs came in the post on Monday. The place I got them from were good enough to supply the right size carbs from the model and with new jets. There is a problem with this bike because it is a mish mash of bikes. The bike came with two sets of carbs but neither were in good condition and on refection they were probably not from this bike. The set I have been sent are 32mm diameter.
I fitted them on Tuesday evening. It only took forty minutes to fit the pair of them. Then went on quite easily which makes me think they are the right diameter as the set that came with the bike were a struggle to fit. I re-fitted the air hoses as well as the choke and throttle cables. Again all looks well. The throttle twist grip is not snapping back so I may have to re-route the cables. I checked the petrol taps but only one was passing petrol. I need to get fresh petrol, let he battery charge up and fit the missing exhaust can before I try to start the bike again.
Tuesday, 20 July 2010
A rainy day
Saturday 17th July was a rainy day. I had got soaked at the allotment in the morning so not having much to do on on rainy Saturday I had a look at the the bike. The electric clock had run down the battery. I had some acid left over from the initial fill so used it to top up the battery acid level. The voltmeter started to register an increase almost immediately. I plugged in the battery charger and watched the volts increase.
Whilst I was pondering what needed to be done I started rummaging in the boxes. I got the handle bars off the garage rafters and fitted them to the headstock. I found the clutch side handle bar cluster. A bit of digging and I found the lever and pivot pin. I assembled the cluster and fitted it to the handlebar. More rummaging turned up the brake side cluster, pivot pin, throttle twist grip, the throttle cable pull and the cover. I had hung up the throttle cables months ago and had soaked them in oil. Now that I need them I just got them off the rack all ready to go. I assembled the brake/throttle cluster. It was a bit fiddly but it went together without much trouble. I routed the throttle cables down to the carbs then positioned the switch cluster. That turned out neat enough.
The handlebars look fairly complete but there are some bits that need work. The clutch cut off switch looks a bit tired. The hand grips are heated but I have not tested them for operation. The wires for the heating elements run inside the handle bars but the wires on the end of the grip are not long enough so the handle bars are going have to come off again for the grips to be wired properly. That is a job for another day. There is another problem...where are the switches to control all these gadgets to be located?
I fitted the ends of the throttle cables to the carbs. It made a nice job. I turned the ignition on and cranked the engine. The engine made no effort start which was a shame. I resolved at that moment to get a new, second hand pair of carbs. The bike looks a lot more finished but there is still a bit to do.
Whilst I was pondering what needed to be done I started rummaging in the boxes. I got the handle bars off the garage rafters and fitted them to the headstock. I found the clutch side handle bar cluster. A bit of digging and I found the lever and pivot pin. I assembled the cluster and fitted it to the handlebar. More rummaging turned up the brake side cluster, pivot pin, throttle twist grip, the throttle cable pull and the cover. I had hung up the throttle cables months ago and had soaked them in oil. Now that I need them I just got them off the rack all ready to go. I assembled the brake/throttle cluster. It was a bit fiddly but it went together without much trouble. I routed the throttle cables down to the carbs then positioned the switch cluster. That turned out neat enough.
The handlebars look fairly complete but there are some bits that need work. The clutch cut off switch looks a bit tired. The hand grips are heated but I have not tested them for operation. The wires for the heating elements run inside the handle bars but the wires on the end of the grip are not long enough so the handle bars are going have to come off again for the grips to be wired properly. That is a job for another day. There is another problem...where are the switches to control all these gadgets to be located?
I fitted the ends of the throttle cables to the carbs. It made a nice job. I turned the ignition on and cranked the engine. The engine made no effort start which was a shame. I resolved at that moment to get a new, second hand pair of carbs. The bike looks a lot more finished but there is still a bit to do.
Wednesday, 17 February 2010
Hunts Manchester
One of my brothers is involved in a small way with a Honda dealer, Hunt's Motorcycles in Manchester [Click HERE for Hunts website]. A couple of times a year Honda have a road show where members of the public can have a spin on the latest models. The week of 13/14th February was this years event. It bloody cold to begin with, however the cold was kept out by my new long-johns I got the day before in Ashby. Highly inelegant but toastie warm. In contrast the afternoon was almost balmy at 9 degrees, until the sun started heading for the horizon. Blue skies all day and very little wind. My brother had asked me to come along and help marshal the ride outs. It is strange that some people think they can turn up and trash other peoples bikes. When you have 170 brake horsepower on tap that is very fast and dangerous on ordinary suburban roads and even on motorways. I have something of a reputation and my job is to discourage folks from tearing off on the bikes. I know a few of the top brass that do the roadshows so whilst we waited for the shop owner to turn up we had some blokish banter. A very refreshing change of pace from work especially as we help the butty van to get positioned and they were quick to get the brews and bacon butties on.
My brov was keen for me to have a spin of the new VFR1200F. Which I did. I did not get on with it at first. As the day went on and speed went up the VFR really showed where it was best and that is at higher speeds of motorway or fast "A" roads. There was loads of torque, completely neutral steering and very stable. The colour coded, integral panniers were rubbish considering it meant to be a touring bike. I guess that is the compromise for the styling and massive exhaust. The trouble is the Pan European still exists and each time I had to ride it I felt right at home.
The Gold Wing was a laugh. I cannot take it seriously. Everyone plays with the toys and forgets about riding which might be the point. It is very comfortable and the heated seats and grip were very welcome in he early morning. It is the physical size that gets me. H and I were talking about bikes and she said she liked the freedom. I questioned freedom. H said the idea you can filter in traffic, the quick acceleration, park in small spaces, always get on a ferry even if you turn up last minute and in that sense I think she is right. The Gold Wing does not tick all those boxes.
We had someone stall a Fireblade and fall off at zero miles per hour. Brov directed traffic, I picked up the bike, made him and bike safe then got it started again. I drove it back, the wally got to ride the DN01 which is 800cc twist and go. He got the shock of his life back at the showroom. The waiver he signed meant any accident had a £1000 excess. He scratched the exhaust, alternator cover, bar ends, levers and some other bits pieces. The bill came to £1200. It put a bit of a damper on the day for a few hours but we soon brightened up. He was a berk and obviously though he was better rider. Stalling one thing. Stalling and falling off is quite another.
It was good to talk bikes for a few hours and generally have some blokish banter. On balance the Pan is the all round bike to have. But for weekend blasts and the occasional long run I would not have a VFR but would have the CB1000RR instead. The CB is fast, nimble and stable. It has a good seating position, not too sports bike cramped although being naked the weather protection is minimal but I guess that is the trade off. the VFR is heavier but could do longer journey's with ease but the weather protection is that much better than the CB. The CBR600 and CBR1000 are too focused as sport bikes and far too fast for the road. The other Honda's marques don't register with me. Models such as Hornet, Deauville, CBX, DN01 and latest niche Honda, the Fury [Click HERE for a picture]. It is just wrong but folk buy them. I have no idea why.
I have never bought in the American dream. We are European by geography and British in outlook. Where USA uses brute strength the UK use engineering and brains and much the same can be said for the Japanese. I cannot reconcile riding a Harley wearing denim and leather like a bad boy Hell's Angel but trundling round UK cities or trundling in groups round the country "A" roads. It must be a life style thing but why pick the USA? I could see the point in the US of riding Harley or other chopped or semi-chopped bikes in wide open spaces of the US or on California Pacific Highway but shows a sign of weakness to buy so heavily into USA culture and do it part time in the UK, accountant by day - Hell's Angel wannabe on a sunny Sunday.
I have ridden many Harley's but they do not make sense. They are brash; mechanically unsophisticated, technically better than they were, it has to be said but that is not saying much, woeful handling but then they are not designed for corners and bobbins brakes. What message are putting out. Like Ferrari's it is a cry for help or someone trying to project an image but as anyone knows there is a way to project a wealthy image. The price tag for a top of the range but standard offering is nearly £20,000. The sky is the limit for the extras.
All in all a splendid day out. Perhaps next time brov can persuade Hunts to let him and his buddy Murph run the show. Hunts and Honda chaps have no real clue how to manage the ride outs. I am not complaining, I got to ride for free and was fee and watered all day and it was sunny. What more can you ask for?
My brov was keen for me to have a spin of the new VFR1200F. Which I did. I did not get on with it at first. As the day went on and speed went up the VFR really showed where it was best and that is at higher speeds of motorway or fast "A" roads. There was loads of torque, completely neutral steering and very stable. The colour coded, integral panniers were rubbish considering it meant to be a touring bike. I guess that is the compromise for the styling and massive exhaust. The trouble is the Pan European still exists and each time I had to ride it I felt right at home.
The Gold Wing was a laugh. I cannot take it seriously. Everyone plays with the toys and forgets about riding which might be the point. It is very comfortable and the heated seats and grip were very welcome in he early morning. It is the physical size that gets me. H and I were talking about bikes and she said she liked the freedom. I questioned freedom. H said the idea you can filter in traffic, the quick acceleration, park in small spaces, always get on a ferry even if you turn up last minute and in that sense I think she is right. The Gold Wing does not tick all those boxes.
We had someone stall a Fireblade and fall off at zero miles per hour. Brov directed traffic, I picked up the bike, made him and bike safe then got it started again. I drove it back, the wally got to ride the DN01 which is 800cc twist and go. He got the shock of his life back at the showroom. The waiver he signed meant any accident had a £1000 excess. He scratched the exhaust, alternator cover, bar ends, levers and some other bits pieces. The bill came to £1200. It put a bit of a damper on the day for a few hours but we soon brightened up. He was a berk and obviously though he was better rider. Stalling one thing. Stalling and falling off is quite another.
It was good to talk bikes for a few hours and generally have some blokish banter. On balance the Pan is the all round bike to have. But for weekend blasts and the occasional long run I would not have a VFR but would have the CB1000RR instead. The CB is fast, nimble and stable. It has a good seating position, not too sports bike cramped although being naked the weather protection is minimal but I guess that is the trade off. the VFR is heavier but could do longer journey's with ease but the weather protection is that much better than the CB. The CBR600 and CBR1000 are too focused as sport bikes and far too fast for the road. The other Honda's marques don't register with me. Models such as Hornet, Deauville, CBX, DN01 and latest niche Honda, the Fury [Click HERE for a picture]. It is just wrong but folk buy them. I have no idea why.
I have never bought in the American dream. We are European by geography and British in outlook. Where USA uses brute strength the UK use engineering and brains and much the same can be said for the Japanese. I cannot reconcile riding a Harley wearing denim and leather like a bad boy Hell's Angel but trundling round UK cities or trundling in groups round the country "A" roads. It must be a life style thing but why pick the USA? I could see the point in the US of riding Harley or other chopped or semi-chopped bikes in wide open spaces of the US or on California Pacific Highway but shows a sign of weakness to buy so heavily into USA culture and do it part time in the UK, accountant by day - Hell's Angel wannabe on a sunny Sunday.
I have ridden many Harley's but they do not make sense. They are brash; mechanically unsophisticated, technically better than they were, it has to be said but that is not saying much, woeful handling but then they are not designed for corners and bobbins brakes. What message are putting out. Like Ferrari's it is a cry for help or someone trying to project an image but as anyone knows there is a way to project a wealthy image. The price tag for a top of the range but standard offering is nearly £20,000. The sky is the limit for the extras.
All in all a splendid day out. Perhaps next time brov can persuade Hunts to let him and his buddy Murph run the show. Hunts and Honda chaps have no real clue how to manage the ride outs. I am not complaining, I got to ride for free and was fee and watered all day and it was sunny. What more can you ask for?
Sunday, 22 November 2009
A picture is worth a thousand words
A picture, rather two pictures are better than a thousand words. The top pictures is where I started. The bottom picture is where we are now.
There is some way to go in both time and money but at least now it runs.
Click on the pictures for a larger version.
There is some way to go in both time and money but at least now it runs.
Click on the pictures for a larger version.
Thursday, 19 November 2009
Perhaps the biggest day yet
Last night's triumph has been haunting me all day. Whenever I have had a spare moment I have been thinking about how to get fuel into the bike. When I got home today and after I had my tea [the northern meal taken after work not the hot brown liquid] I went into the garage to way up the possibilities. I had a good look inside the tank and gave it a shake. What I could see of the inside of the tank was rusty. Shaking the tank gave the telltale sounds of flaky rust loose in the bottom of the tank. I thought about when I might get a tank and whether I was prepared to wait that long. The decision was made very quickly.
I had fuel filters in the spares box. I cut down the existing fuel lines to accept the fuel filters. I hoped the filter would keep the smeg from the tank out of the carbs. I then connected the fuel lines up. I had a Jerry can of fuel in the Land Rover. I sploshed a gallon into the tank and checked the petrol taps flowed. One was OK but the other was a bit slow. When turned on the fuel the leaks appeared. After close inspection I found that the bends required in the fuel lines to fit the filter were causing a poor seal to the fuel spigot on the carbs. I took off the carefully made fuel lines and replaced them with the spare fuel hose. No filters this time. I resolved that cleaning the carbs would be a price I was willing to pay if I got the bikes started this evening. I put a bit more fuel in the tank since I did not fit the balance pipe on the temporary fuel lines. I took the float bowls off and checked the float was doing its job. Just as well I checked one float was stuck. It just needed a tap to free it. Float bowls back on. I then dury-rigged and couple of throttle cables with some spare electrical wire. That took a bit of doing but finally got a secure fix. One last deep breath. Then I remembered the spark plugs were not screwed in. That job done and the suppressor caps pushed on I stepped back for a deep breath before the big moment.
I put the choke to full on, switched the ignition on and hit the starter button. The starter motor engaged and engine heaved round and round but it sounded flat. I moved the ignition unit a little and the biked coughed into life but running very lumpy. In fact just one cylinder was firing. I let the engine heat up a little and did the usual sort of tests. I pulled the plug of the cylinder that was not firing. It made no difference which meant that pot was not even tying to fire. I turned the engine off and looked for the spark monitor. I fitted the monitor between the spark plug cap and the spark plug and restarted the engine. The monitor flashed as the spark passed by. The issue must be fuelling. I took off the air inlet tract to the offending carbs. I restarted the bike again and did the old two-stroke trick of putting you hand over the air inlet. Your have to be careful when you do that with a 400cc cylinder. The induction can bend you fingers painfully the wrong way. I noticed the carbs seemed very dry. Engine off, fuel off and the carb dismantled. I cleaned the jet and made sure everything else was working. I had the carbs top off to check the diaphragm. All looked ok. I put the carbs back together and turned the fuel on. I hit the switch again, the engine turned. Using my hand I was able to get the cylinder to fire but only intermittently.
After an 30 minutes of single pot running and one and a half pot running, I stopped. I tidied up and retired to consider the position. Although the bike fired and runs, after a fashion, and that is great, it shows that there are some problems left to sort out. If the carbs are knackered or the wrong ones then it could be expensive to resolve. The mechanicals of the engine sound fine when running which means the engine re-build was a success and that is a major plus point. There is a little oil leak on the sump pan seal. I got about three turns on each of the sump pan bolts. I guess the heat of the running engine made the seal move and the bolts loosen. There is good access to this seal so it should be easy to resolve.
I had fuel filters in the spares box. I cut down the existing fuel lines to accept the fuel filters. I hoped the filter would keep the smeg from the tank out of the carbs. I then connected the fuel lines up. I had a Jerry can of fuel in the Land Rover. I sploshed a gallon into the tank and checked the petrol taps flowed. One was OK but the other was a bit slow. When turned on the fuel the leaks appeared. After close inspection I found that the bends required in the fuel lines to fit the filter were causing a poor seal to the fuel spigot on the carbs. I took off the carefully made fuel lines and replaced them with the spare fuel hose. No filters this time. I resolved that cleaning the carbs would be a price I was willing to pay if I got the bikes started this evening. I put a bit more fuel in the tank since I did not fit the balance pipe on the temporary fuel lines. I took the float bowls off and checked the float was doing its job. Just as well I checked one float was stuck. It just needed a tap to free it. Float bowls back on. I then dury-rigged and couple of throttle cables with some spare electrical wire. That took a bit of doing but finally got a secure fix. One last deep breath. Then I remembered the spark plugs were not screwed in. That job done and the suppressor caps pushed on I stepped back for a deep breath before the big moment.
I put the choke to full on, switched the ignition on and hit the starter button. The starter motor engaged and engine heaved round and round but it sounded flat. I moved the ignition unit a little and the biked coughed into life but running very lumpy. In fact just one cylinder was firing. I let the engine heat up a little and did the usual sort of tests. I pulled the plug of the cylinder that was not firing. It made no difference which meant that pot was not even tying to fire. I turned the engine off and looked for the spark monitor. I fitted the monitor between the spark plug cap and the spark plug and restarted the engine. The monitor flashed as the spark passed by. The issue must be fuelling. I took off the air inlet tract to the offending carbs. I restarted the bike again and did the old two-stroke trick of putting you hand over the air inlet. Your have to be careful when you do that with a 400cc cylinder. The induction can bend you fingers painfully the wrong way. I noticed the carbs seemed very dry. Engine off, fuel off and the carb dismantled. I cleaned the jet and made sure everything else was working. I had the carbs top off to check the diaphragm. All looked ok. I put the carbs back together and turned the fuel on. I hit the switch again, the engine turned. Using my hand I was able to get the cylinder to fire but only intermittently.
After an 30 minutes of single pot running and one and a half pot running, I stopped. I tidied up and retired to consider the position. Although the bike fired and runs, after a fashion, and that is great, it shows that there are some problems left to sort out. If the carbs are knackered or the wrong ones then it could be expensive to resolve. The mechanicals of the engine sound fine when running which means the engine re-build was a success and that is a major plus point. There is a little oil leak on the sump pan seal. I got about three turns on each of the sump pan bolts. I guess the heat of the running engine made the seal move and the bolts loosen. There is good access to this seal so it should be easy to resolve.
Wednesday, 18 November 2009
A very, very BIG day
Today was a very big day indeed. Today I had the bike spinning over on the starter button and the spark plugs were sparking. All I need now is some fuel and we could be there!
The delivery I had been waiting for turned up yesterday but I had to go fencing that evening. This evening I had time to fit the new purchases. The wiring sub-loom to the oil pressure switch and neutral switch that came with the bike was shot, all brittle and cracked. I bit the bullet and bought a new one. I took a little bit a fitting as it seems a little long. However I got it fitted but the neutral switch turns out to be damaged. I made a jumper connection to the circuit across the sub-looms connections. I had to clean up the main loom connectors for the sub loom. They went together just fine after cleaning. I hit the starter button again. Just the relay clicking. In then had a look at the connectors for the brakes. I put jumpers across the connectors on the loom. I hit the starter button again. Still the relay clicked. I took the air filter housing off for the umpteenth time. I also took off the starter motor cover. I know that starter motor works. The starter was not turning yet the relay clicked, it meant the power was energising the relay but not getting to the solenoid. Sure enough the wire from the relay to the solenoid was not on properly. I gave the connection a good clean and squeezed the connection grips to give a tight contact. Whilst I was there I fitted the cable tidy that I had bought that fits in front of the starter motor cover. It was a small item but it made a neat job. This time I did not refit the covers. I pushed the spark plugs into their suppressor caps and left them lying on the cylinder heads. Turned the ignition key. Another look at the dash lights. The full set are on so. The neural light is a bit dim but it is on. I pushed the starter button.......the starter engaged and spun the engine and as hoped the spark plugs sparked. Fantastic. The oil pressure light went out and stayed out. That is a good sign. I could not help but give a "woo hoo". If I had petrol and the carbs working then the bike might actually fire up. I am that close. I got H and showed her it spinning. I think she was impressed.
I check everything over again and set about reassembling the bike covers once again. I am not going to tempt fate and say this is the last time I will have to do this. I fitted the air filter housing and refitted the air inlet tracts. I gave the starter another go and it still turned over. It is such a thrill.
One of my other purchases was the gear lever linkage. It took a bit of fiddling to get on but now I can select gear with the lever. I got the special set screws and the rubber cover for the rear brake light switch. It took half an hour to fit the wires through the boot and fix the switch to the bike. Small things but more small steps. I turned out the spares boxes to see what I had in the way of front brake system. It seem I have most of it except the expensive bit, typical. I tidied up and binned the bits I would definitely would not be using. Whilst rearranging the boxes I found a rubber boot that covers the gear lever linkage so I fitted that. H brought in a brew but I was done for the evening.
The delivery I had been waiting for turned up yesterday but I had to go fencing that evening. This evening I had time to fit the new purchases. The wiring sub-loom to the oil pressure switch and neutral switch that came with the bike was shot, all brittle and cracked. I bit the bullet and bought a new one. I took a little bit a fitting as it seems a little long. However I got it fitted but the neutral switch turns out to be damaged. I made a jumper connection to the circuit across the sub-looms connections. I had to clean up the main loom connectors for the sub loom. They went together just fine after cleaning. I hit the starter button again. Just the relay clicking. In then had a look at the connectors for the brakes. I put jumpers across the connectors on the loom. I hit the starter button again. Still the relay clicked. I took the air filter housing off for the umpteenth time. I also took off the starter motor cover. I know that starter motor works. The starter was not turning yet the relay clicked, it meant the power was energising the relay but not getting to the solenoid. Sure enough the wire from the relay to the solenoid was not on properly. I gave the connection a good clean and squeezed the connection grips to give a tight contact. Whilst I was there I fitted the cable tidy that I had bought that fits in front of the starter motor cover. It was a small item but it made a neat job. This time I did not refit the covers. I pushed the spark plugs into their suppressor caps and left them lying on the cylinder heads. Turned the ignition key. Another look at the dash lights. The full set are on so. The neural light is a bit dim but it is on. I pushed the starter button.......the starter engaged and spun the engine and as hoped the spark plugs sparked. Fantastic. The oil pressure light went out and stayed out. That is a good sign. I could not help but give a "woo hoo". If I had petrol and the carbs working then the bike might actually fire up. I am that close. I got H and showed her it spinning. I think she was impressed.
I check everything over again and set about reassembling the bike covers once again. I am not going to tempt fate and say this is the last time I will have to do this. I fitted the air filter housing and refitted the air inlet tracts. I gave the starter another go and it still turned over. It is such a thrill.
One of my other purchases was the gear lever linkage. It took a bit of fiddling to get on but now I can select gear with the lever. I got the special set screws and the rubber cover for the rear brake light switch. It took half an hour to fit the wires through the boot and fix the switch to the bike. Small things but more small steps. I turned out the spares boxes to see what I had in the way of front brake system. It seem I have most of it except the expensive bit, typical. I tidied up and binned the bits I would definitely would not be using. Whilst rearranging the boxes I found a rubber boot that covers the gear lever linkage so I fitted that. H brought in a brew but I was done for the evening.
Saturday, 14 November 2009
We have light!
I spent a few hours during the week preparing the wiring. I also went to Maplins after work to buy some wire shrink sleeving and some crimp connectors. Today was really windy and it had been thrashing down all night so it was going to be too wet to go to the lottie. That was handy for me. The perfect excuse to go into the garage.
I set about connecting the wires that I had identified over the past few nights. The bike was a faired bike so I had a little dashboard with a Voltmeter and a Clock. I removed the clocks from the dashboard which was the easy bit. I stripped down the wiring sub-loom being careful to remember which wires went where. I have decided that I would fit the clocks in pods, one either side of the speedo/tacho unit. To do that I had a trim the wires from the sub-loom. I was able to squeeze the three wires for each clock down a shrink sleeve. When I got the sleeve positioned I heated it up which made the sleeve shrink onto the wires making a nice finish. The sleeved wires were then to feed into the headlight shell and connect up the wires.
With things going so well I decided to take a major step, to connect the battery. First the negative lead remembering to pick up the negative lead of the battery charge lead. I then made sure the ignition switch was in the off position. I connected the main positive lead along with positive battery charger lead. There was no smells of burning. I took the big step and turned the ignition switch. Nothing much happened. I saw the glow of the lights on the instrument panel, voltmeter and clock. I found a headlight bulb and put that in its socket. I flicked on, one at a time, the handlebar switches. The front indicators , head light responded to the switches. The ignition light came on as did the panel lights. I tried the starter, the relay clicked but nothing else. I was not surprised really as a number of switches such as neutral, clutch and oil are not connected. These items need to be in place to allow engine to run.
I positioned rear mudguard and plugged in the rear lighting loom. The rear light came on and one of the indicators worked. I am waiting for the lower sub-loom to get the remainder of the plugs hooked up. Perhaps then the engine will spin. It cannot start since there are no provisions for fuel as yet. That the next thing.
I set about connecting the wires that I had identified over the past few nights. The bike was a faired bike so I had a little dashboard with a Voltmeter and a Clock. I removed the clocks from the dashboard which was the easy bit. I stripped down the wiring sub-loom being careful to remember which wires went where. I have decided that I would fit the clocks in pods, one either side of the speedo/tacho unit. To do that I had a trim the wires from the sub-loom. I was able to squeeze the three wires for each clock down a shrink sleeve. When I got the sleeve positioned I heated it up which made the sleeve shrink onto the wires making a nice finish. The sleeved wires were then to feed into the headlight shell and connect up the wires.
With things going so well I decided to take a major step, to connect the battery. First the negative lead remembering to pick up the negative lead of the battery charge lead. I then made sure the ignition switch was in the off position. I connected the main positive lead along with positive battery charger lead. There was no smells of burning. I took the big step and turned the ignition switch. Nothing much happened. I saw the glow of the lights on the instrument panel, voltmeter and clock. I found a headlight bulb and put that in its socket. I flicked on, one at a time, the handlebar switches. The front indicators , head light responded to the switches. The ignition light came on as did the panel lights. I tried the starter, the relay clicked but nothing else. I was not surprised really as a number of switches such as neutral, clutch and oil are not connected. These items need to be in place to allow engine to run.
I positioned rear mudguard and plugged in the rear lighting loom. The rear light came on and one of the indicators worked. I am waiting for the lower sub-loom to get the remainder of the plugs hooked up. Perhaps then the engine will spin. It cannot start since there are no provisions for fuel as yet. That the next thing.