Ducati 900SS ie
Make Model | Ducati 900SS |
Year | 2000 |
Engine Tomb raider for mac os download. Download the Single Player DLC pack for free skins, abilities, and the Tomb of the Lost Adventurer. Important information regarding Tomb Raider: The game is officially supported on the following Macs. To check your Mac model and when it was released, select About This Mac from the Apple menu on your menu bar. | Four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valve per cylinder, belt driven |
Capacity | 904 cc / 55.2 cu in |
Bore x Stroke | 92 x 68 mm |
Compression Ratio | 9.2:1 |
Cooling System | Air cooled |
Induction | Weber Marelli electronic fuel injection; one injector per cylinder |
Spark Plugs | Champion RA6HC |
Ignition | Marelli electronic |
Battery | 12V 16Ah |
Starting | Electric |
Clutch | Hydraulic dry clutch |
Max Power | 58.3 kW / 80 hp @ 7500 rpm (at rear tyre: 57.5 kW / 78.2 hp @ 7700 rpm ) |
Max Torque | 77.2 Nm / 7.9 kgf-m / 57 ft-lb @ 6500 rpm |
Transmission | 6 Speed |
Primary Drive Ratio | 1.84:1 (32/59) |
Gear Ratios | 1st 2.466 / 2nd 1.764 / 3rd 1.350 / 4th 1.091 / 5th 0.958 / 6th 0.857:1 |
Final Drive Ratio | 2.666:1 (14/40) |
Final Drive | Chain |
Frame | Tubular Chrome Moly steel trestle |
Front Suspension | 43mm Showa GD 131 upside-down forks, preload, compression and rebound adjustable |
Front Wheel Travel | 120 mm / 4.7 in |
Rear Suspension | Showa GD 132 progressive linkage monoshock, preload, compression and rebound adjustable |
Rear Wheel Travel | 136 mm / 5.4 in |
Front Brakes | 2 x 320 mm Discs, 4 piston calipers |
Rear Brakes | Single 245 mm disc, 2 piston caliper |
Front Tyre | 120/70 ZR17 |
Rear Tyre | 170/60 ZR17 |
Dimensions | Length: 2030 mm / 79.9 in Width: 780 mm / 30.7 in Height: 1125 mm / 44.3 in |
Wheelbase | 1395 mm / 54.9 in |
Seat Height | 800 mm / 31.5 in. |
Dry Weight | 188 kg / 414 lbs |
Wet Weight Cheat codes for total war medieval 2. | 197 kg / 434 lbs |
Fuel Capacity | 16 L / 4.2 US gal / 3.5 Imp gal |
Fuel Reserve | 4L / 1.1 US gal / 0.9 Imp gal |
Consumption Average | 5.5 L/100km / 18.3 km/l / 43.0 US mpg / 51.7 Imp mpg |
Braking 60 km/h - 0 | 12.9 m / 42.3 ft |
Braking 100 km/h - 0 | 37.8 m / 124.0 ft |
Standing ¼ Mile | 11.4 sec / 192.0 km/h / 119 mph |
Top Speed | 230.8 km/h / 143.4 mph |
Ducati 900SS vs Buell XB9R
Look, I'm not saying that if somebody offered me my choice of Ducatis I'd pick this Senna replica 900 Supersport over a new 998, but I'd have to think about it. Obviously the 998 is much more powerful and far more track-worthy, but I mean if I was looking for a STREETBIKE, I think I prefer the SS.
The controversial Terblanche plastic has grown on me, for one thing, the egos and seat of the SS are friendlier. Maybe I'm getting old, but something about the old air-cooled two-valve twin makes me feel like I'm having a purer Ducati experience; it rumbles and clatters a little more--and I know for a fact it's fairly easy and inexpensive to turn these engines into midrange monsters. Fat midrange, shorter gearing than the 998, 20 pounds less weight, a 15mm shorter wheelbase and higher clip-ons--add up to a bike which needs no excuses and has no trouble keeping up with any sort of street pack. (The race track, naturally, where the pack is often moving over 100 mph, is a different story.)
It seemed only natural to compare the old SS to the all-new Buell, to us at least. The old Italian L-twin must still have some adherents, obviously, since it makes up a big chunk of Ducati sales. And while we weren't convinced in the beginning that Erik Buell's use of the venerable H-D Sportster was a particularly good idea (not that he had much choice), the old beast has actually reached a high-enough level of refinement in this most recent Buell that I'm beginning to grow all moist and teary-eyed with nostalgia whenever I look at it, and I'm not even a Harley guy. It's been around since 1957. Don't tell me it hasn't earned its place in the pantheon of Cool Motorcycle Engines.
A fact driven home both on the dyno and at the drag strip: When Calvin got the drop at the light, the Ducati would hold its two or three-foot advantage all the way through the quarter mile, and vice-versa with myself on the Buell. Neither bike is any longer what you'd call blazing fast, but both provide plenty of the kind of midrange thrust that works best on our favorite roads.
And our favorite favorite road, to which we somehow return again and again, is a saucy little two-lane number in the San Gabriel range called Sand Canyon. We took the Buell there a couple of weeks ago only to return with a slightly inconclusive road test; we liked the Buell--some of us more than others--but felt it had some unusual handling characteristics, to wit, it's heavy-(though not slow) steering, and some members of our party felt it particularly so with the brakes on. We also noted that, even though Mini felt that way, he seemed to have no problem not only running with a new `02 Honda RC51, but actually drawing away from it a bit. This not only shocked and amazed us, it elicited several expressions of disbelief from a few MO readers, one of whom conjectured maybe Burns was impaired that day? Looking back upon it through my usual beery fog, I don't recall having had anything stronger that day than my usual Cheerios in Stolichnaya and Kahlua coffee. Was it just a fluke then?
1998 Ducati 900ss For Sale
This time, we set out upon the Firebolt and the lovely new Ducati Supersport, with an `02 Yamaha R1 as chase vehicle because it was there. Lo and behold, upon reaching our favorite set of curves once again (which we all know by now like the dorsal surfaces of our own John Thomases), not only did the little Buell draw away from the Ducati, it actually gapped the Yamaha as well--a 139-horsepower chariot of the gods that weighs not much more! What the?!
We swapped bikes several times, field-sobriety-tested each other repeatedly, and the same scenario kept repeating itself while Mini kept up a steady rant about the Buell STILL being an ill-handling piglet, and how could this be? Well, all I can tell you after all my years of riding motorcycles, is that strange things happen sometimes.
'There's enough power there to send the bike down the road faster than you think'
For one thing, a bit of familiarization with the Firebolt has taught us how it needs to be ridden. If we found ourselves at first running out of revs (the Buell's done at 7500 rpm), we've since learned that the little dear pulls just as hard in the next lower gear, doing so lets you get back on the gas even sooner--and no bike on the market lets you get the throttle open as early as the Firebolt does. In theory, we've always known that a short wheelbase is a good thing. In practice, the Buell's stubbiness makes clear why that's so: It finishes a given corner while the other bikes are still turning, and by the time the R1 is pointed in the right direction and its pilot feels safe enough to whack open the throttle, the Buell has already scooted halfway down the straight. The Yamaha, of course, closes the gap a bit, but here comes the next corner, the Buell flicks into it quicker--and if there are more corners than straights, you should be getting the picture by now. The Buell's extremely short wheelbase (aided by its superior 'mass centralization') means it gets to full lean almost instantly and needs to spend less time there.
It's a matter of gearing, too. Our friend the R1 is geared to do 170 mph, the little Buell maybe 140. Up until 6000 rpm or so, the R1 produces no more than 60 foot-pounds of torque. As low as 3500 rpm, Mr. Buell's already reached the leading edge of its broad, flat torque plateau.
There's enough power there to send the bike down the road faster than you think, but not so much that you're afraid to open the throttle wide the instant the straight opens up. Some bikes, particularly really powerful ones ridden on really tight roads with sheer cliffs and rock walls, encourage caution. Others, like the Firebolt, like the KTM Duke, like the old Honda Hawk GT, encourage you to flog the socks off them. Sports, motorcycling included, are games of confidence, aren't they? Adjust to the Buell peccadilloes, and the thing flies.
Peccadillo-wise, Minimeat is right; the Buell does steer a bit heavier than you'd expect, and it does have a bit more self-righting tendency than most, ie., you need to 'hold it down' in turns. Naturally, I have a theory as to why that is, but we haven't gotten round to investigating it yet. We know one thing that causes that sort of behavior is the difference in width between a motorcycle's rear tire and its front. The Buell rides on a 120mm-wide front tire and a 180mm rear--like many current sportbikes--but could the fact that its contact patches are fully two inches closer together than the next shortest sportbike (Yamaha R6) exacerbate that tendency to stand up? I wouldn't be surprised if a 170 rear alleviated the Buell's heavy steering. (And once again, to me it's not even a problem. It's a thing I can feel which doesn't really bother me. Other riders are off-put by it.)
Number two, Mini and Calvin are bothered by the Firebolt's chassis reactions to opening and closing the throttle. 'First,' Mini says, 'it doesn't want to turn in with the brakes on, then, when you release them, it falls into the corner.'
Young Min is more sensitive than I, but I think what he's feeling is caused by the bike's zero-slack drive belt (which uses an idler wheel to eliminate slack from the final drive). On other chain-drive bikes, closing the throttle makes the bottom chain run go taut and has a mostly neutral effect on the swingarm--which leaves the bike free to transfer weight forward, compress the fork and steepen rake. The Firebolt, conversely, with the big idler wheel in its bottom belt run, looks like closing its throttle will make the rear wheel want to move upward in its travel, which means it's not going to transfer as much weight forward on the brakes--which makes it feel unwilling to turn, maybe especially if you're a big guy accustomed to lots of weight transfer.
Then, releasing the brakes (and opening the throttle), again thanks to the zero-slack belt, means you're going instantly from a state where the belt wants to compress the rear, to a state where it wants to extend the rear suspension--suddenly, then, the rake steepens and the bike wants to turn.
The cure for this, I think we learn the more we ride the Buell, is to be as smooth as possible, carefully blending brakes and throttle--and when you get used to it, I for one like the fact that the Buell seems to maintain more of a level attitude than most bikes--sort of like a BMW Telelever/Paralever feel. To me it feels very solid, and that's backed up by the fact that you do have to steer the Buell where you want it to go.
'As the corners open up and speed increases, though, the Ducati comes more into its own, maintaining that high-speed stability Ducatis are famous for.'
Or, if you're like me and being really smooth is out of the question, you can just keep the gas on almost constantly. Getting back to the part about how early you can open the Firebolt's throttle: Crack it open (or whack it open) before the apex, and you can fully experience what the bike is about. Nothing I can recall riding can carve such tight arcs, and that's what allows the Buell to scamper away from more powerful bikes.
We know not if the roads you ride are as tight as Sand Canyon. If you ride big, open Roadrunner-cartoon roads and your group routinely see 100 mph plus, we salute you and advise you to buy something other than a Buell.
Wait! Wasn't this a comparison?! Where'd the Ducati go? The old SS is still an enjoyable old bomb and stays pretty much on the pace too, but jumping off the Firebolt and onto it is somewhat like hopping onto a vintage bike. Saaay, the front wheel's way out there and slightly disconnected-feeling, I'm way up in the air in the nose of a B-25, and why are we bouncing up and down so much? Even with the nice Öhlins shock working, without linkage, its new, 40-percent stiffer swingarm, the Ducati doesn't have the Buell's nice snubbed-down wheel control.
On the other hand, some of the same attributes the Buell has let the SS hang not far off the R1's tail: low gearing, good midrange power, light weight. The SS engine is revvier than the Buell's, with a better (six-speed) gearbox--but its chassis is archaic next to the Buell's. It feels long and rubbery ridden alongside the Buell, but in fairness, so does the R1 to a lesser extent. A Buell with a Ducati two-valver. that would be the bike.
As the corners open up and speed increases, though, the Ducati comes more into its own, maintaining that high-speed stability Ducatis are famous for. In fact, a little sport-touring on this Ducati, with a tankbag full of socks and toothbrush, wouldn't be a bad idea at all.
'That thing between your legs. that's not a Buell is it?'
For the rat race, bigger riders prefer the Ducati's slightly more expansive riding position over the Buell's higher-footpegged one. As for 5'7' me, the more I ride the Firebolt, the more in love I grow. In freeway-commuter mode, even, the little XB sops up bumps smoothly in spite of its taut suspension, the seat is fine, and suddenly I'm thinking the bars are not so far forward as I did at first. Now with a couple thousand miles on the clock, the old Sportster motor seems to be running freer, the gearbox is shifting better--and an average of 46 mpg means 3.4 gallon-fuel-capacity isn't such a bad thing. Right, the Firebolt is the best new toy I've gotten in a long time. Say, do we pick a Motorcycle of the Year at MO?
Second Opinions
Brent 'Minime' Avis
My sense and sensibilities tell me the Buell is, despite our hard work, still an ill-handling machine. The Ducati, on the other hand, is a terrific bike in that time-honored Ducati fashion. It clanks, shudders a bit, and it still makes that cool clattering sound when you pull in the clutch lever. And, as a throwback to the earlier 900 (and 750 Supersport) that came before it, the front end feels like it's waaaay out there when you peer over it from the saddle. It feels a lot longer than that cigar butt of a Buell, too. The Ducati, you see, fits me nicely. It also looks just beautiful in these Senna edition colors. Yessir, if you were to ask me, I'd say it's just about my favorite air-cooled twin to date.
Sure, John can relate tales of how the Buell held off an R1 up our favorite road, then with riders swapped proceeded to deal the same fate to the high-zoot in-line for once again. He can tell you he thinks it steers light, that it shifts well, and I will continue to disagree. Respectfully. As I can only say this: the more I ride the XB9R, the more it confuses me. It's the fastest slow bike I've ever ridden. It's the best-handling, ill-handling bike I've ever ridden. It's uncomfortable yet I ride it nearly every day. It seems that I ride the Ducati only to prove to myself that I don't really like the Buell. And it seems I keep failing.
Calvinius 'Hackfu-ium' Kim
John thinks the Buell is a great little bike. Mini thinks the Buell is confusing. Me, I just like riding it. Yea, it feels bizarre when you tip it in, especially when you're in a pitch adjustment phase, but overall none of us have fallen off the thing (this is good).
As for me, I like the Ducati just a bit more than the Buell. The other people at the office are faster than me regardless of which bike I ride, so for me, it comes down to things like; feel, color, design. You know, stupid subjective things. The 900 has enough feel and performance for my sporting needs, I also find the color scheme of our particular model to be particularly striking. I love the motor and the sounds it makes. But its still a pretty hard decision.
The reason being? The Buell is Cuell. Okay, that really sucked. But its still neat-o. All the neat techno bits make the XB9R stand on its own. Now, its not, 'ew, a Buell, run away!' its more like, 'a Buell? You mean the thing with the stuff?' See what I mean?
SourceMotorcycle.com
Ducati 900ss / 900cr / 900sp 91 - 98 (w/ stock 38mm downdraft CV Mikuni carburetors) | ||
Finger Adjustable 'Long Boy' extended fuel screws | ||
Long Boy Fuel Screw Kit pn: 3020m1-D09 replaces 13440181a $44.95 with 2 new extended screws, springs, washers and o-rings. | 'Long Boy' Extended Fuel Screws Frustrated with trying to find an 'almost 90 degree' screwdriver to fine adjust your fuel screws for best idle and cruise? Use Factory Pro's new 'finger adjustable' fuel screws to adjust fuel screws for best throttle response. Traveling to high altitude? It's easy to lean out the lowend temporarily. Download now Wurth WoW! 5 00 8 Activation with Keygen FREE. Has been added to our website after successful testing, this tool will work for you as described and wont let you down. 5 00 8 Activation with Keygen FREE has latest anti detection system built in, such as proxy and VPN support. 5.00.8 Activation with Keygen FREE Wurth WoW activation download: Install activator directly: Wurth Wow Keygen, activate, wow activator: WOW! Wurth online World 5.00.8/R2 Italiano KeygenCrack Installazione Software In this video I show you. ![]() Make your life easier! Installation: Remove old short stock fuel screws, old o-rings, old washers and old spring. The o-ring might be stuck in the carb, so, take a light and make sure it's really out if it didn't come out with the screw (or you can't find it after you took out the screw) Use a small bent wire to pull it out if it doesn't drop out. Keep the old parts for 'spares'.
| |
SUGGESTED This Factory Pro Carb kit, new Factory Pro plated needle jets and finger adjustable extended fuel screws | ||
Carb kit inc needles, tubes and fuel screws $209.95 combination price Saves on shipping | A Fresh start CRB-D09-1.1-NJ-FS 1. Ti Pro carb kit 2. new nickel plated emulsion tubes 3. extended fuel screw set The number 1 internet recommended Ducati kit. TurboTax Home & Business 2017 encourages you to supply more thorough documentation than competing sites, such as for example Credit Karma Tax; this may be a lifesaver if you’re ever audited. When you enter charitable donations, for example, it asks you to choose things like the type, the recipient, quantity, and frequency. Get your 2017 past taxes done right. TurboTax CD/Download software is the easy choice for preparing and filing prior-year tax returns online. Simply select the year that you need to complete your taxes and we'll show you which version you need to file a previous years tax return. Turbotax 2017 business download software. ..... Aug 05, 2019 I mean Canon Service Tool v.4720 – Computer Help Desk Club is a little plain. You ought to glance at Yahoo’s home page and watch how they create post titles to grab viewers to click. You might try adding a video or a pic or two to grab people interested about everything’ve got to say. In my opinion, it would make your posts a little livelier. Canon printer service tool v4720 free download. Received parts with thanks on Monday, Excellent service! I have fitted the needle valves, The Duke runs a treat, best it's ever been. Once again, thanks for the great service and superb replacement parts. | |
Factory Pro Carb kit only (without new Factory Pro needle jets or fuel screws) | ||
Standard Premium drop-in carb kit $99.95 USE WITH THE STOCK AIRBOX | CRB-D09-1.1-TI (carb kit only) Adds more low-end / midrange, if the proper main jet is selected, more top-end power. Easy to install and tune - no slide drilling! Suggest using a BMC replacement air filter for increased airflow. Make float height setting easier! Pick up a Float Cage Holder for Mikuni 38mm carbs - See bottom of this page - This is the kit that brings back that lowend performance that you lost with that dynojet kit - | |
Factory Pro Carb kit only (without new Factory Pro needle jets or fuel screws) | ||
Standard Premium drop-in carb kit $109.95 pn: CRB-D09-3.1-ti for open top airbox or pod filters | CRB-D09-3.1-TI OPEN TOP AIRBOX OR INDIVIDUAL POD FILTERS Adds more low-end / midrange, if the proper main jet is selected, more top-end power. Easy to install and tune - no slide drilling! Make float height setting easier! Pick up a Float Cage Holder for Mikuni 38mm carbs - See bottom of this page - This is the kit that brings back that lowend performance that you lost with that dynojet kit - | |
New main jet o-rings 6 pcs Mikuni # 007-790 $5 for 6 orings | New o-rings for Mikuni 'press-in' n208099 main jets. If you are jetting older carbs, it is a good idea to get new main jet o-rings when buying a carb kit. | |
Nickel plated needle jets - Factory Pro | ||
CRZ-EMU-100120K $74 set of 2 pieces (replaces 13240041A - Ducati calls it a 'needle valve') | CRZ-EMU-100120k (replaces oem duc pn: 13240041A) Factory Pro design stock replacement Emulsion Tubes / Needle Jets Replace worn needle jets in stock carbs. The needle, stock or aftermarket, will wear the needle jet orifice oblong - causing excess fuel to flow at cruise and low rpm. Additionally, the fuel that does get released is in larger, less burnable droplets. Replace the emulsion tubes / needle jets if there is more than 10k miles of varied use or 5k miles of in town driving on the bike before trying to tune. You will save time and energy. Note that, with fuel level adjustments, you can make some mixture adjustments with the 'fuel level', as adjusted by 'float height' changes. | |
Float bowl gaskets | ||
for BDST38 carbs reference: 134.4.003.1A $16 for 2 | ||
Lightweight Shift Centering Spring $49.95 Click Here to buy SPECIAL INTRO! $39.95 Just rode bike awesome shifting, smooth, smooth smooth thanks Mike Hoak August 2013 | Lightweight Shift Centering Spring For when you decide that you want lighter feeling shift lever action for better feel. A lighter foot shift pressure is less unsettling. Decreases lever effort required to make a shift. Makes foot shift pressure more like other sportbikes. Since you are not having to push so hard to move the lever, it's easier to find neutral. Like your rearsets? But, no matter how you lube, shim, adjust the arcs, angles and lengths, it's still annoyingly stiff to shift? | |
Float Height setting tool - relatively universal |
Actual Screen on EC997 Eddy Current Dyno
CRB-D09-1.1-ti Ti ProKit Carb Recalibration Kit
This Carb Recal Kit is the biggest selling kit in Italy! It was developed on the EC997a Eddy Current dyno and ROAD TESTED for best part throttle 'snap'. Make sure to adjust float heights when installing and tuning the Ducati!
Be sure to careful inspect the needle jets (it's the orifice hole in the emulsion tube) for any signs of ovality. Any wear in the hole will allow fuel to enter the carb bore in large droplets that do not burn efficiently and arrive in higher quantities than desired causing poor low speed operation.
Factory stocks stock replacement emulsion tubes for Ducati, TDM/TRX, YZF750 and FZR1000 carb sets. Marc
1998 Ducati 900 Ss Ie Manual Transmission
model | 95SS | 95 | 94 | x | 96CR |
exhaust | stock | Carbon Tech slip-on | Staintune | Aircone of Nevada | D&D slip-on |
muffler | stock | comp | quiet | straight thru | straight thru |
filters | stock | no top,K&N | stock w/o snorkel | stock w/o snorkel | BMC/stock lid/no snorkels |
advancer | stock | stock | stock | stock | stock |
pilot | #40 | #40 | #40 | #40 | #40 |
fuel screws | 3.5x | 2.5 to 3.0x | 2.5x | 3.0x | 2.5-3.0x |
float height | 15mm | 15mm | 14mm | 14mm | 14mm |
needle/pos | #4 | #4 | #2 | /4 | 1180g4-102n-44t5/4 |
main jet | 122.5 | #130 | #130 | #127.5 | #130 |
ave. temp | 75 f | 70 | 70-80 | aprox. 70f | 92f |
humidity | dry | dry | moderate | moderate | 38% |
barometer | x | x | x | x | 30.06 |
elevation | sea level | sea level | sea level | 1200 | sea level |
shop | Wheelsmith | x | Wheelsmith | x | WSR |
location | San Rafael, Ca. | Anaheim, C | A San Rafael, CA | Oklahoma City, OK | San Rafael, CA |
installer | Wheelsmith | Tom G. | Raul | Hank B. | P. Verdone |
Hi Marc,
Installed the full Perfect Mikuni Ti rebuild kit in our recently acquired 900ss. The bike is a very clean example with only legit 4700 miles on the clock.
—Stock air box
--Snorkels in
—KN filter
—Stock header
--Remus CF slip-ons (same as Ducati Performance of the day)
Carbs looked like they were brand new when pulled, with some very slight wear to the original needles and tubes and a very poor synch job.
Best (perfect, actually)setup for us in Santa Monica, California:
—130 Main Jet
—40 Pilot Jet
—Needles at position 3
—Vertical Fuel Screw at 3.75 turns out
—Horizontal Fuel Screw at 3.5 turns out
The Duc now pulls clean and hard from 1100 RPM idle straight to redline, with no backfire on decel and plugs that look great. Warm-up is easy, with very little choke needed for just the first 30 seconds or so.
Thank you,
Greg and Noah Pinto
Thanks for the springs. Got them last week and installed the jet kit over the weekend along with new exhaust cans.it's like a whole new Monster. Very impressed overall with the kit and your service. I'll definitely recommend the kit to my friends. Thanks again. Perry Steen |
Float Height Setting Trick for 38 Mik's | |
One of the problems with setting the float height on the 38mm downdraft Mikuni's that come on Ducati's, yzf 750's, tdm 850's and fzr1000's, is that the darn white plastic 'float cage' keeps popping out of the carb body unless you hold it in. When you hold it in with your fingers, you always flex the cage frame and distort the reading that you are setting the float height at.. Aaarrggghhh!! :-) After spending 45 minutes setting some yzf750 carbs in the sweltering Mid Ohio heat of summer, I decided to make a float cage holder and sell 'em! I'd make a million $$!! | |
When I got back to work, I set up and made a pile of cute little flat braces. As I was sitting there, admiring my cleverness.. one of my parts guys wandered by and asked what was I making? I showed him that you could just take my clever little piece of aluminum and hold those float cages right tightly up into their seated position - so you could get consistent float height readings. | |
He says.. It looks like you could just put the float bowl on with the front holes on the bowl lined up with the rear holes on the carb body and slap some screws in and it would do the same thing... | |
I bought him lunch with the million $$ I didn't make. Marc | |
Hello. Here’s the pics you asked for! Thanks for the help, the bike runs BEAUTIFULLY now, lots more power! The front end now comes up on the throttle – whereas it didn’t before! There’s another pic in there too where I used a bar code to measure the bowls. I found this a lot easier than using a ruler. I measured the bar next to the number “8†on my barcode to be the recommended height on my bike – 14mm. -Mike Beary Thanks Mike, for the pics! Marc Salvisberg |
Accessories of quality
| |||||
LINKS People ask me how I select the below links - as they aren't all mc related. The below links are people and companies that are consistently impressive with their continual uniqueness and dedication to providing traditionally valued, quality products and services. Marc | |||||
EFI and Carb Tuning by Wheelsmith Racing | |||||
The Rich Oliver Mystery School will help you discover your hidden inner strength. It will challenge you. It will teach you a new way of thinking, and a new way of riding. You can take your riding to an exciting new level! We use a variety of proven drills and training techniques. Practicing these techniques with our Yamaha dirt track trainers will enhance your abilities both on the track or the street. It doesn't matter what you ride or race, the Rich Oliver Mystery School improves everyone's skill level and mindset! | |||||
Factory Pro Spring Special! Book a sightseeing flight over the Wine Country or a Kamikaze aerobatic flight or a biplane flight over Infineon Raceway, the Golden Gate Bridge and the San Francisco Bay for one or two during the spring and get a free souvenir t shirt! (NEW! Ask about the P-40 flights!) 707 938 2444 Just say that you saw this on the Factory Pro website! Marc Northern California's most unforgettable flying experience. No experience required. Open weekends! | |||||
| |||||
The extension of the laboratory for engines of the Swiss Federal Institute of Technology was completed in about 1935. Its architect was Rudolf Otto Salvisberg (1882-1940). He had a successful career in Berlin but returned to Switzerland after the advent of the Nazis. His architectural style was somewhat similar to that of Erich Mendelsohn. The staircase of the laboratory is in normal use but well preserved. Edited to the tunes of Chemical Residue by Herbie Hancock. |
![Ducati 900 ss for sale Ducati 900 ss for sale](https://images2.bonhams.com/image?src=Images/live/2016-12/19/24122017-1-6.jpg&top=0.142222222222&left=0.196666666666&bottom=0.751111111111&right=0.850000000000&width=640&height=480&autosizefit=1)
![900 900](/uploads/1/1/2/2/112228183/442051933.jpg)
Maybe in next rewrite, he'll fix the ignition timing and dyno chapters. Otherwise great book with great starting ideas. |
My bible |
The little blue bible for quick references and little known facts. |