All I did with my bike over this weekend.... was move it out of the way so we could work on preparing KG's Monster 796.
We spent Friday afternoon, most of Saturday, most of Sunday and part of today working on it. And it's almost ready.
We're just waiting for a 14 tooth front sprocket to arrive in the mail, then I can install it, rejoin the chain and it will be rideable.
So far we have;
Installed the 1100evo K-tech modified Marzocchi forks set to 696 ride height (which matches rear ride height set with 696 shock mount)
Transferred the 1100's undertray, tail-tidy and grabrails, mounted the Wilbers shock reservoir to the undertray, cleaned up, and repaired the number plate.
Transferred the front and rear wave rotors, the 41 tooth rear sprocket and anodised axle/sprocket nuts
Transferred the 1100's rearsets, which also required transferring the rear MC to ABS Module brake line to suit the repositioned mc cylinder.
Transferred the Anderson plug lead which serves as a combined "battery tender connection/jump cable receptacle"
Installed a starter motor cable upgrade kit (4 gauge cable in place of 8 gauge).
Transferred the "termignoni" air box intake and airfilter. We wont be buying a full termi kit this time due to cost, but she's ordered SC Project carbon cans which are smaller and 3kg lighter.
Removed the ex-up exhaust valve motor, only to re-install it when we found the emulator in the 1100 has a different plug. We've ordered an emulator for the 796.
Transferred the 1100's bodywork, except the bits with 1100 badging.
Bled all the brakes, measured the Sag.
Of course this all seems straight forward and easy, but we've had to reposition things, and move things out the way, and re-do things that weren't quite right (like the brake line). We had to replace the o-rings in the QD fuel fittings which were on their last legs and ruptured when refitting (we've ordered whole new set + spares)
796 (suspended) and 1100 (on headstem stand) undergoing fork swap
796 just before we decided it would look better with evo rearsets....
Hopefully, with a bit of work in the evenings this week, It will be ready by Friday and we'll be back out on the road.
Today was spent escorting KG while she rode a 'shakedown + test & adjust" ride on the 796.
This is actually the fourth day of test riding and correcting small problems after doing the fork swap and other work.
On Wednesday we received the 14tooth front sprocket and installed it, at that point we found that for some reason the 796 needs a chain that is one link longer than the 1100 did with the same sized sprockets. A quick test ride at dusk revealed that the clutch lever needed adjusting and the speedo/abs weren't working.
Thursday had us changing the number of shims on the ABS hall sensor to adjust the gap between the sensor and pulsar ring. We had found info that said the gap should between 0.9 and 1.3mm. However after several changes we still had no luck. Later Thursday night KG found some forum posts that suggested the problem could be the ABS ground wire not being attached.
So Yesterday we had the tank off again, and we found that the ground wire was not where it should be and fixed that. We also replaced all 4 of the old and now suspect O-rings in the fuel quick disconnect fittings while we had the tank off, and we installed some "Bar-end" mirrors to replace the "Rabbit Ears" that KG has never liked. A quick test ride showed that the speedo/abs problem were fixed but the rear brake lever needed to be lifted a little.
This morning we went out for a couple of slow laps of the local suburb together, at the end of that run I adjusted the gear lever to lower it a little and provide more positive up-shifts. We then went and did a couple of runs through a local rural road that we often use as a test-track for sorting suspension. with no problems found we decided we'd do a short run up to Jarrahdale for lunch, followed by a ride over the Serpentine dam and back home, since they are pretty much our closest "hills" roads.
All went well. KG is especially happy with the upgraded forks, saying that the bike is much smoother now. As we left Jarrahdale, we got intermingled with another group of bikers and we ended up riding Kingsbury Drive with them.
Jarrahdale General Store, popular with bikers due to good food, coffee and connecting roads.
Yeah, 21 days from whoa to go.
The main reason for the hurry was the lack of available replacement bikes. The 659 and 696 versions are common but the 796 and 1100 are scarce.
The advantage of these bikes for KG is the low ride-height (using the 696 suspension mounts) the low weight (under 190kg wet) and the weight distribution (over half the engine is at axle height and the fuel tank extends under the seat). She has test ridden a lot of bikes over the years and these are what she feels most confident on.
We managed to snare the 796 because the dealer that made the initial inspection on the 1100 contacted a current customer of theirs and asked him if he wanted to sell. He had suffered a medical episode a couple of weeks before and decided that he did. I think at that point we were still stunned that the 1100 was terminal, and didn't take up the offer, and headed home instead. We found out later that he had been spurred into action by the dealer's call, and listed the bike for sale during our 1.5 hour drive home. Noting that there were no other 796 or 1100's for sale in our entire state we decided that we should move quickly and secure it while it was available.
Fortunately for us this turned out to be a good thing, since he preferred to sell it privately rather than to the dealer.
KG contacted him first thing the next morning, and arranged to buy it for a little more than the price the dealer had offered him.
We'll keep an eye out for another 1100 engine, and I'll get that bike back on the road sometime in the future. It could take years before an engine or a salvage bike becomes available. I'm still investigating whether the Hypermotard 1100 engine is compatible. In the meantime I'll also keep an eye out for the other parts that got transferred to the 796, just in case KG decides that she wants to keep the 796 as-is and sell off the 1100.
This afternoon, I installed 2/3rds of a starter cable upgrade kit. I was going to install the whole kit, but I got yet another surprise with this bike. It already had upgraded cables from the battery to the solenoid and from the solenoid to the starter motor (but not from the engine ground back to the negative battery terminal).
I've never noticed that those two cables were different before, probably because the first one is so short and the second looks like its standard but is actually two 8-gauge cables run in tandem, inside a plastic sleeve. It looks like the previous owner got another stock cable and re-terminated the ends of both cables into slightly bigger lugs.
After a bit of mucking around and comparing old versus new, I replaced the solenoid to starter cable (the double) and the engine ground to negative terminal cable (which was stock) but reused the pre-existing positive terminal to solenoid cable, since the space there is limited and that one fit better.
To do the job I removed the tail fairing, the tank and the battery. I left the side fairings on and accessed the starter motor and engine-ground terminals through the fuel-tank space.
It was interesting to note the difference installing the third cable made to the start-up time. This bike has always started easier than my last one, but now instead of three or four 'choking goose' sounds before it starts there are only two to three, and they happen slightly faster.
Tomorrow I have one more job to do before I finish. I decided to move the return line of my Anderson plug "power cable" from the battery to the engine earth point to tidy up the battery box a little. I left the cable that was the original "ground point to battery cable" attached to the engine terminal and rerouted its other end to the Anderson plug (under the battery box). All that's left now is to fit a new Anderson plug pin and clip it into the plug-case.
this week i got new Michelin road 5s on her at the dealer in roseville, CA, A&S motorcycles. they're sacramento's ducati/triumph/bmw dealer. i have to say i'm very impressed with their level of service. brought the wheels in and the new tires were 524 and change out the door. it would have been 150 more if i'd just rode the bike in and left her there but my friend and i did some other work to her while the wheels were off. measured the rotors and one is at 4mm and the other at 3.8. i had a LOT of parts on order including rotor bolts which we found out have been discontinued by triumph (seriously?? of all things...) so we couldn't put the new EBC's on yet. the dealer refunded my order and found sources that still had some in stock. turns out rocket motorsports in san diego still has some and the current part number has also been superceded (not sure what that means). their stock said 10 on hand so i took what i could. a half hour later i get a call back saying that's the superceded part number and he's still got quite a few on hand so he tossed in the last two no charge! once those finally arrive i'll have new pads, rotors, banjo bolts (one is stripped, ordered all three just to be sure since the marin dealer gave me the wrong one), and seals.
also in the works is new fork oil and seals which we couldn't do due to us not having a vice on hand. so instead i scrubbed the tires in with a ride on 80 up to donner summit and then a leisurely rip back home to vallejo after dinner in auburn and several stops for the sake of fatigue.
every time i ride i fall in love with this bike all over again...today it was threatening to rain so instead of riding i filled up the tank and adjusted the chain tension and buttoned her up for tomorrow.
all that being said, if you have a 1st gen sprint might want to check on the rotor bolts! or make sure there's a suitable replacement available somewhere.
Note the following information was edited and is correct as best I can determine:
[Strange, Bike Bandit no longer list the rotor bolt in the parts list for my Sprint 1050, but Fowlers Triumph list it as part #T2020609. On the 955i diagrams they list is as the part number you provided: T2023233 but also note that it is superseded by T2020609.
Fowlers Triumph indicates they have T2020609 in stock.]
The bolt is common to all the Sprints, however the 1050's need 5 per rotor rather than the 6 needed for the 955's.
When I replaced my rotors earlier this year I found several suppliers of titanium bolts by searching for speed triple bolts. I went with the ones from Motofactory, because I liked their shape: TITANIUM GRADE 5 FRONT & REAR DISC BOLT SET TRIUMPH SPEED TRIPLE 1050 2005-2014
The above is a 10bolt (front) + 4bolt rear set, but they do other combinations including 12 bolts (front) + 4 bolt rear, and sets of just front or rear bolts.
Other suppliers I have seen carrying similar bolts include: Probolt, RaceTi, Titan Classics, Square-Deals, and Comp-eng.
Wait, I just had another look at the number I quoted [and have since removed from the previous post], which is actually the caliper-to-fork bolt number.
BB have removed the number for the rotor bolt from the list (which led to my error.)
I've just double checked Fowlers Triumph, they list T2023233 as being Bolt, Disc, and available on back-order, but they also note that it is superseded by: T2020609 which is listed as being in-stock.
Fowlers Triumph indicate the part #T2020609 is also used by Sprint 1050s and Speed Triples.
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