Building any bike over a more than 2 years period means that it can become a bit of a voyage of discovery at times, like when you rediscover a bunch more parts that have been hidden away. So this is before: see how faded that text is on the top from the Aussie sun! As usual I used stainless bolts and copper grease. Next job was to mask them up. They did have the demon silver rattlecan overspray that the whole bike had suffered, but an hour with a rag and some thinners and then some Armorall and they are back to black again. Not only was the outer paintwork trashed, but the wiper seals were shot and hanging out of the rusty pistons. There was still a lot to be done on the bike and whilst some of the jobs that had been hanging around were done, like the wiring and the right hand handlebar switch, there was still plenty of other fun to be had, like the rear brake caliper rebuild and finishing up cleaning up the rising rate linkage and building up the rear suspension.
I had already rebuilt the rear master cylinder ages back and it had been on the frame for what seemed like forever, but the caliper was more tricky. Interestingly the two pistons did differ slightly going by the handwritten measurements on the crowns, just by 0. I would have used the original, but that has a broken off mileage reset knob. All content copyright Jon Wallis 2009-Present. The next job was to notch the frame for the R6 shock. Whilst I was working on the wiring I felt that I wanted to get as much done that was to do with the electrics as possible so that I could test them.
It took many hours to clean these wheels up and remove as many of the dings as I could, and they're still not finished. Any chip, ding, scratch or mark will spoil the chances of getting a nice even shine. Luckily I had the original centre stand spring which just needed to be cleaned. I should have smelt a rat when they were cheap as chips. All rare in a bike which has been used and abused like this one had been. So I gently cut away the old ones and cleaned up the area. Then added the cush drive and carrier back in, not forgetting the spacer between the cush and the wheel.
Shame it wasn't a rear. After a final clean up of the case joint faces with contact cleaner I dabbed or there would be too much and it would ooze out the sides on some ThreeBond 1211 sealant and fitted the bolts and nuts and torqued the lot up. Ok, so for those that are interested in how I sanded these to get the finish. I also started to gather all the parts on my bench so that I could build up the swingarm. Many people buy this manual just to have it around for when the inevitable happens.
This is the original engine for this bike, it has matching numbers frame and engine ; a feature that is coveted by collectors. I reused the pivot pin and the collar, the axle and other parts on that, tho I found a new castle nut in my spares from a bunch of castle nuts I bought from a dealer about 20 years ago! So while the goons at PartsnMore sent me 4 instead of 2 bearings. Time to fork it up. Now with no excuses left I turned my attention to one of the things I was dreading, Powercoating the frame parts. I fitted a brand new standard crank, which I believe is from Vito's. I really hate all the cheap and nasty parts used in these linkages. I pulled the actually very good condition Avons off the bike with a view to putting them back on when the wheels are done.
So, yes I didn't get that order right the first time and did that whole shock-in-shock-out-dance a few times until I had the order right, but that's how you need to do it really. I also added a bit of the spare clear decal under where the light switch slides in the hope that it wont wear the paint quite as fast. Looking under these botched nasty tabs you can see what the previous owner has done; he re-drilled the brackets to use the dimple as a hole for the screw I guess and when drilling decided that he would just drill into the frame as well. Dressed the edges of the clutch basket a little and fitted it but could not add the plates as I was waiting for the locking tab, lack of parts can really slow progress. Original green passivated finish remained mostly intact as well which was nice.
And yes I did wish that I could have just used it instead, but it had lost its compliance plate. A lesson to be learned here guys, 'measure twice cut once' or something like that! What a mental ideal Yamaha had with that! Your motorcycle will provide you with many years of service. To keep the work on the boil, the parts just kept flowing in. One to etch the metal and also convert the rust to an inert substance, and then the seal itself. I mean, who manages to lose a triple clamp bolt when doing work on a bike? So this far everything seemed to be in good shape. I had assumed never assume! When they arrived I was a bit blown away to be honest! Most of the parts getting fitted were just to stop them taking up space in the boxes so I can make some room.
You will have instant access to your download! Luckily I had recently found a bucket of old brake parts in a box when I cleaned up my workshop, these came from an ex-racer when I bought a bunch of parts from him a few years back, Cheers Marty! I set about cleaning up the loom ready for fitting. These would have been a labour of love for sure for whoever did them, either me or the painter, but luckily I would manage to source better ones over time. When I started to look at what I needed to replace on the swingarm linkage and it made for scary reading. Be prepared for it when it happens by simply purchasing this service manual for later use! When it arrived it was much much better than the old dead loom I removed from my bike. This with cleaning and a lot of love. I fitted the adjusters after a blast and new lock nuts.
Did I mention I hate that powdercoater? Gives the paint a look like a 'crackle' finish! A problem on this type of alloy bodied switch unit judging by the photos of all the ones for sale on ebay! Turning the crank with everything together still felt super smooth, ok not as smooth as with no cylinders fitted of course as there is more friction even with the copious oil on the parts. Luckily the darker of the reds was pretty close to what my frame was when new under the silver! The whole setup had only done 30km i. The dust seals looked ok at first glance but close up they are a little cracked so I used better spares that I had. Just imagine how much you can save by doing simple repairs yourself. I then picked the best two. In fact I have now looked at the photo I was basing my extra logo idea on, and its also the 84 colour on the 85 bike. Routine maintenance and periodic repairs at home will save you money and prolong the life of your motorcycle.