Current odometer reading: 1860 km.
New (Polaris) pattern part fuel pump fitted. No reason for doing this but for the fact that the replacement part was available and it was fitted as a general precautionary maintenance measure (the original was 24 years old).
New spark plugs fitted (the last set although only just over a year old had a lot of miles on them, and number 1 was intermittent). NGK CR8E x 4 sourced from Halfords and gapped to 0.75.
Current odometer reading: 1463 km.
First valve clearance measurement taken since cylinder head rebuild. It was found that all of the clearances were out of spec, probably due to the valve lapping process. Valve clearance readings taken as follows:
- Inlet 0.1 (with shim 275); Exhaust 0.2 (with shim 255).
- Inlet 0.1 (with shim 275); Exhaust 0.15 (with shim 258).
- Inlet 0.08 (with shim 278); Exhaust 0.18 (with shim 272);
- Inlet 0.1 (with shim 275); Exhaust 0.2 (with shim 260).
New shims were purchased as follows:
3 x 270; 2 x 250; 1 x 265.
2 shims were reused but put over different valve lifters (the 255 was put into exhaust 4, and one of the leftover 275s was put into inlet 3).
New shim situation is:
Inlet 1: 270; Exhaust 1: 250.
Inlet 2: 270; Exhaust 2: 250.
Inlet 3: 275; Exhaust 3: 265.
Inlet 4: 270; Exhaust 4: 255.
Additionally, a complete oil change was undertaken (Shell Advance 10W40 Fully Synthetic Motorcycle Oil), and oil filter was replaced (Putoline).
Current odometer reading: 1112 km.
The (longer) FZ600 side stand, which had been attached some time ago to replace the original in order that the side stand still worked with the longer rear shock, looked unsightly, as it had been in use with the spring twisted around to the outside. It looked this way because the XJ600 sidestand spring attaches to the inside of the XJ600 side stand, whereas the FZ600 has a hook for the sidestand on its outer side.
The hook was sawn off from the original XJ600 sidestand (as pictured) and welded to the inside of the FZ600 spring, to deal with this issue.
Current odometer reading: 1090 km.
New exhaust hole discovered at collector (where 2 go to 1) due to inner rust. As this is a critical area affecting exhaust excavation, it was decided to remove the exhaust and cut out the thinner sections of pipe, remove all the rust and fill/reconstruct it with pieces of steel covered in filler weld rod (E6013). This was the only way to do it, given that the unaffected, unrusted sections of pipe were made of very thin steel that was easy to burn through with the arc welder. At the same time, while the exhaust was removed from the bike, it was decided to remove the heavy-duty exhaust clamps connecting the silencer to the exhaust pipe. This involved joining the mismatched sections: a much larger, thicker, oval, mild steel, exhaust section had to be attached to a narrower diameter, thin-walled, stainless steel, circular section of steel (the silencer). This was achieved by building up lots of layers over layers of filler weld (E6013). The reconstructed exhaust system is now quite unique: a heavily patched, shortened first-generation 4-to-1 Motad Nexxus with a G&G GP silencer clone with removable baffle. The entire exhaust is now steel, completely airtight and in one piece. The strongest parts of the exhaust system are the welded areas. Fitted with new exhaust gaskets, and working properly.
Current odometer reading: 176 km.
Wiring shortened and tidied. Universal round headlight fitted. Clocks repositioned and attached to handlebar clamps.
No additional miles since last blog post.
A standard round headlight was ordered to replace the original Diversion headlight. Pending its arrival, measures were taken to tidy up the wiring and make a temporary plywood enclosure around exposed parts, pending the arrival of the replacement headlight, in order that the bike can continue to be ridden in the meantime.
Current odometer reading: 0 miles/kilometers (new speedo fitted).
Existing Diversion ‘S’ clocks and chipboard arrangement was looking tired, was heavy and always seemed loose when riding. It was decided to rethink and reconstruct the naked conversion. It was also decided to fit exhaust wrap to where the custom silencer-meets-4-in-1-exhaust system, in order to protect the leg from scalding temperatures when riding with shorts or thin polyester trousers. ‘Built not bought’ stickers fitted to both sides of bike, owing to the fact that the bike has been substantially rebuilt.
An ABS plastic project enclosure (considerably smaller than the dash designed for the half-faired Diversion ‘S’ model) was obtained, as was a new (analog – gear-driven) speedo featuring an inbuilt odometer (km and km/h only). The existing Diversion ‘S’ dash was dismantled, and the tachometer cut out from it. It was decided to retain only the neutral indicator light and the indicators’ dashboard light. All other lighting was removed. Suitably-sized holes were cut into the project enclosure to accommodate the old tachometer and the new speedo, and the neutral and indicator dash lights. A new clear 3mm thick acrylic disc was procured, and holes drilled into it and blackening around the border (underside), before it was fitted over the tachometer part with screws (the speedo side didn’t need this as it was already enclosed and waterproof).
The parts were wired up and the project enclosure fitted to the headlight top bolts by means of basic 90-degree steel brackets. All tested and working. Good, symmetrical and even appearance of new dash enclosure considered to perhaps make the headlight look shabby, chopped-out and out-of-place.
- Fit markings to enclosure box to indicate 10mph, 20mph, 30mph, 40mph, etc.
- Obtain new standard, round headlight or think of a way to enclose the old one’s top and sides.