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Suzuki GT550 B 1977
Fra : kimses


Dato : 21-09-06 00:06

Nu har jeg endelig fået fat en sådan en. Den er synet og godkendt. Men den
driller en smule. Den kører ca. 2,5 km - så dør den stille og roligt. Så
venter jeg lidt og så starter den igen! Den vil helst startes på Prime. Det
er vist ikke go'e tegn. Så er det også lige det med starteren - den ta'r kun
fat en gang imellem. Så der bliver sparket igennem.... Så er der lige det
med manualer: Model B 1977 bliver aldrig omtalt hvorfor ikke?



 
 
Hans Paulin \(6310\) (21-09-2006)
Kommentar
Fra : Hans Paulin \(6310\)


Dato : 21-09-06 03:28

kimses skrev:

> Den kører ca. 2,5 km - så dør den stille og
> roligt. Så venter jeg lidt og så starter den igen!

Tilstoppet udluftningshul i tankdækslet?

Siger den *suuug* hvis du åbner ned til tanken når den er gået i stå?
--
Med venlig hilsen
Hans
http://kortlink.dk/2rrz



Stig Poulsen (21-09-2006)
Kommentar
Fra : Stig Poulsen


Dato : 21-09-06 07:06

kimses wrote:

> Nu har jeg endelig fået fat en sådan en. Den er synet og godkendt. Men den
> driller en smule. Den kører ca. 2,5 km - så dør den stille og roligt. Så
> venter jeg lidt og så starter den igen! Den vil helst startes på Prime. Det
> er vist ikke go'e tegn. Så er det også lige det med starteren - den ta'r kun
> fat en gang imellem. Så der bliver sparket igennem.... Så er der lige det
> med manualer: Model B 1977 bliver aldrig omtalt hvorfor ikke?

Et gæt kunne være, at den vacuumbetjente benzinhane ikke er helt på toppen.
Hvis du lader hanen blive i PRIme, kan du så køre længere end de 2,5 ?

Andre bud: Knæk på benzinslangen og/eller eftermonteret tilstoppet
benzinfilter.

Men ellers tillykke med køretøjet.

Stig


Orla Pedersen (21-09-2006)
Kommentar
Fra : Orla Pedersen


Dato : 21-09-06 07:24

Stig Poulsen wrote:

> Men ellers tillykke med køretøjet.

Huh ? Jeg ville kondolere :-|

Men til OP tjek tankudluftning, sidder i tankdækslet på GT'en

mvh
Orla


Torben Scheel (21-09-2006)
Kommentar
Fra : Torben Scheel


Dato : 21-09-06 07:51

Orla Pedersen wrote:
> Stig Poulsen wrote:
>
>> Men ellers tillykke med køretøjet.
>
> Huh ? Jeg ville kondolere :-|
>
Or'lavær! Det lyder da fint : "A big bike that runs so cool that you can
drive all day and still put your hand on top of the engine cowling.
Ram-air's the secret. Not so secret is the performance. 110-115 mph."

Fundet på http://www.suzukicycles.org/GT-series/GT550_brochures.shtml

I hvert fald, al ære og respekt til dem der holder liv i de gamle 2-taggere.

--
vh
Torben


Orla Pedersen (21-09-2006)
Kommentar
Fra : Orla Pedersen


Dato : 21-09-06 08:29

Torben Scheel wrote:

> Orla Pedersen wrote:
>> Stig Poulsen wrote:
>>
>>> Men ellers tillykke med køretøjet.
>>
>> Huh ? Jeg ville kondolere :-|
>>
> Or'lavær! Det lyder da fint : "A big bike that runs so cool that you can
> drive all day and still put your hand on top of the engine cowling.
> Ram-air's the secret. Not so secret is the performance. 110-115 mph."

> Fundet på http://www.suzukicycles.org/GT-series/GT550_brochures.shtml

> I hvert fald, al ære og respekt til dem der holder liv i de gamle 2-taggere.

Da i hvertfald dem som tager kampen op med den absolut ringeste Suzuki,
der er lavet. Sku' det endelig være, sku' det være en GT 500.

Mht GT 550, hold aldrig stille med koblingen trukket, oliepumpen drives af
gearkassen.

mvh
Orla


Torben Scheel (21-09-2006)
Kommentar
Fra : Torben Scheel


Dato : 21-09-06 08:47

Orla Pedersen wrote:
> Mht GT 550, hold aldrig stille med koblingen trukket, oliepumpen drives
> af gearkassen.
>
øj! Har de selv fundet på det, eller er det kopieret fra englænderne?

--
vh
Torben

Moller (21-09-2006)
Kommentar
Fra : Moller


Dato : 21-09-06 10:15

Torben Scheel skrev:
> Orla Pedersen wrote:
>> Mht GT 550, hold aldrig stille med koblingen trukket, oliepumpen
>> drives af gearkassen.
>>
> øj! Har de selv fundet på det, eller er det kopieret fra englænderne?
>
Det har da stjålet fra MZ, eller er det nu omvendt :)

VH
Moller

Ivar (21-09-2006)
Kommentar
Fra : Ivar


Dato : 21-09-06 20:56

Moller skrev:

> Det har da stjålet fra MZ, eller er det nu omvendt :)

Det er ikke utænkeligt at det kommer fra MZ. I 1961 flygtede MZ-manden
Ernst Degner fra DDR til vesten. Han fik stor betydning for udvikling
af Suzukis TT-makiner i årene efter.


Ivar Magnusson

--
Træt af Outlook Express?
Prøv MesNews: http://LexInfo.dk/MesNews/



Moller (21-09-2006)
Kommentar
Fra : Moller


Dato : 21-09-06 22:49

Ivar skrev:
> Moller skrev:
>
>> Det har da stjålet fra MZ, eller er det nu omvendt :)
>
> Det er ikke utænkeligt at det kommer fra MZ. I 1961 flygtede MZ-manden
> Ernst Degner fra DDR til vesten. Han fik stor betydning for udvikling
> af Suzukis TT-makiner i årene efter.

   Yeps, var det ik os ham som gav os ReedValven som MZ havde i
laboratoriet inden de flygtede, eller var det dem som smuttede til
yahama/kawazaki... ka aldrig huske det, mener ham kawazaki nuppede fra
MZ var ham som gav drejeventilen liv i 2 takterne.

   VH
   Moller
   Som også har pumpen sidene på gear akslen....

Ukendt (22-09-2006)
Kommentar
Fra : Ukendt


Dato : 22-09-06 08:59


Moller skrev i meddelelsen
<451308e6$0$141$157c6196@dreader2.cybercity.dk>...

> Yeps, var det ik os ham som gav os ReedValven som MZ havde i
>laboratoriet inden de flygtede, eller var det dem som smuttede til
>yahama/kawazaki... ka aldrig huske det, mener ham kawazaki nuppede fra
>MZ var ham som gav drejeventilen liv i 2 takterne.


Du mangler at læse om Walter Kaaden, så ville Du ikke videregive den slags
rygter. Kawazaki nuppede ikke MZ folk, der var ingen at nuppe. Yamaha's
hjælp kom fra Adler, såe....



Så jeg tager chancen og gengiver The Classic Motorcycle's interview med
Kaaden kort før Kaaden døde.


Stoker genius

Walter Kaaden, the man who unleashed the two-stroke engine, talks to lan
Johnson


For the last quarter of a century two-strokes have dominated Grand Prix
racing. Yet in the Fifties the idea of a two-stroke winning anything was
laughable. Villiers against MV? One man was responsible for chan-ging all
that: Walter Kaaden.
Kaaden became the man who unleashed the two-stroke thanks to a mixture of
training and being in the right place at the right time. From Zschopau in
Saxony, eastern Germany, he was apprenticed to the local DKW factory. DKW
built only two-stroke engines, and successfully raced a supercharged
twin-piston single in the late Thirties. Yet Kaaden had no predilection for
two-strokes, despite working for the world’s largest manufacturer of
two-stroke motorcycles. He finished his studies at the Technical Academy in
Chemnitz by building a four cylinder four-stroke. In WWII he worked on the
development of the first jet fighter, the Messerschmitt Me262.
Returning home after the war, Kaaden set up an engineering workshop in
nearby Waldkirchen. Here he built his own racing motor cycle, a 100cc
two-stroke single with a power output of 7 bhp, and raced it in national
events.
The end of the war meant significant political changes in central Europe.
Saxony became part of the new Communist state of East Germany (DDR). DKW had
departed to Ingoldstadt in the West, and their former factory was
nationalised by the state to form a small part of the East German motor
industry, IFA. It was impossible for Kaaden's small plant to operate under
such conditions, and in 1953 he was offered a contract by IFA to run the
racing department at Zschopau.
Although sanctioned by the government, and even supported with a modest
grant, the racing department was an empty shed attached to the end of the
main works. Kaaden filled it with his old equipment. Kaaden was given a
couple of IFA's 125cc roadster singles. The two-strokes suited Kaaden
because they were cheap to tune – his budget was miserly – and because they
were a legacy of DKW. Like BSA's Bantam, the IFA 125 was yet another version
of the DKW RT125. Kaaden had already found the first few extra horse-power
for the little engine, and from an unusual source. Local privateer Daniel
Zimmerman raced Formula 3 cars of his own design using a two-stroke engine
with a rotary disc inlet valve instead of traditional pistonport induction.
Kaaden adopted the system and power immediately rose from 9 to 11 bhp.
Over the next five years a series of engine developments transformed the
humble two-stroke from an ex-DKW with Bantam performance to an MZ producing
200 bhp/litre. The adoption of the rotary valve was a fundamental departure
from the RT125 layout. The valve was mounted on the timing side end of the
crankshaft, so the carburettor had to move from its traditional position
behind the cylinder barrel.
The advantage of the rotary valve over pistonport induction is that it
allows the inlet tract to open earlier and still close at the optimum point.
The design was simple and gave plenty of scope for development, but fine
tuning was critical. For more power to be obtained the timing of the opening
and closing of the valve had to be correct to the third decimal place of
degrees of crankshaft movement. The diameter and length of the inlet tract
were equally important. A flat throttle slide was used to keep the
carburettor as short as possible.
Kaaden had another possible clue to power up his sleeve. When racing his
own machine he had begun ex-perimenting with baffled exhaust systems in a
rudimentary way, to maintain the pressure in the cylinder. "When I started
with MZ I had a chief engineer who told me that racing MZs must look the
same as prewar DKW's, which had megaphone exhausts. These were retained
until 1955," he says. "And then I changed them, and the power came, higher
and higher."
Reflecting the exhaust gases back into the cylinder had the effect of
supercharging the engine without breaking any regulations. Yet the correct
shape and length of the expansion box – as the world now knows them –
combined with the timing of the exhaust port, was absolutely critical.
Working out the exact details meant years of painstaking experiment for
Kaaden and his team. With only basic facilities and no additional funds,
every change had to be assessed on the track. Fixing exhaust pipes with
spring clips was originally an MZ idea, a quick way of replacing any number
of variations of exhaust system.
"Later we had an oscilloscope for measuring the pressure of the wave going
down the exhaust and back," recalls Kaaden. "Earlier it might take 50 or 60
attempts before we arrived at the right answer. Afterwards it was only
necessary to have four or five attempts."
Kaaden and his team also developed the MZ factory’s ISDT machines. Later
the ISDT team had their own workshop, but in the early days they all had to
cram into Kaaden’s little shed. "At first I had only six or seven people
working for me," he says. "I designed all the things myself, often without
drawings, and I would say to the fitter: ‘please make this part in this way’
.. The fitters were very good. Sometimes, when we were very busy, I made the
parts myself."
The development that finally ensured international success for MZ’s racers
was the introduction of the third transfer port. "Before the war DKW and
Zündapp had this third port, so I built such a port into the MZ racing
engine," says Kaaden. "With the third port we could direct the gases through
the piston and the third port, which was good for piston cooling." And,
Kaaden was delighted to discover, it produced more power.
These three developments – the rotary valve, expansion chamber exhaust and
the third port – were the basis of the MZ's stunning performance. There were
other developments which helped keep the engines competitive and reliable,
but none were as fundamental as the original discoveries. The power rose
from 9 bhp at 7800 rpm to 13 bhp at 8000 rpm between 1953 and 1954. In 1961
it had reached 25 bhp at 10,800 rpm – 200 bhp per litre! In this form the
250cc MZ twin was capable of 155mph.Up to this time most of the team's
racing was done behind the Iron Curtain. This was partly because development
had not advanced far enough, but mainly because of the political mistrust
between West and East. In 1955 the state controlled motor industry in the
DDR was reorganised. Production motor cycles at Zschopau now came under the
Motorradwerk Zschopau (MZ) banner, though still remaining part of the
IFA-Kombinat organisation. Control of the race shop passed to the central
government's sporting department.
Kaaden and his team now had to compete for funds with all other sports,
which always seemed to take priority. The problem was compounded by the
chief of department, who was not interested in motor sport. "You must
remember that the top people in the Communist party were old and all came
from poor backgrounds,” says Kaaden. “They had no experience of motor racing
in their lives. In the past they probably didn’t have enough money to buy a
motor cycle or car, so they were not interested in motor sport."
Now Kaaden had to apply to Berlin, 180 miles away, for parts lying across
the courtyard. On a more serious level, it meant that the team ran into
political difficulties with decisions that a grand prix team needs to make
every day. Apart from working out the logistics of attending an event
abroad, permission had to be sought to leave the country, along with foreign
currency.
Permission then had to be granted by the host nation and every other
country in between. Speaking from personal experience, I can assure you that
many western governments were far more grudging with their permits than the
communists. Motor Cycling reported in June 1962 that NATO governments were
no longer issuing visas to East German nationals, as they did not recognise
the government, which is why the MZs made so many appearances in Finland.
Finland was not part of NATO. When Kaaden applied to take the MZ's in a van
to the Spanish GP, the French (not a NATO power) refused him a transit
permit. And when racer Alan Shepherd tried to ring Walter from Daytona in
1964, he found that it was illegal to telephone East Germany from the USA!
Money gained from sponsorship deals with western companies had to be handed
over to the central committee in Berlin for general distribution. At least
that was the theory. In fact the chief of the department, Sportskommissar
Hartmann, had siphoned off such funds into his Swiss bank account. He
defected in 1083,but died in Switzerland that year, either by committing
suicide or at the hands of DDR's secret police, the Stasi.
In the pursuit of national prestige the East German authorities were
reluctant at first to allow their machines to sport foreign components.
However, start money could be used by Kaaden to buy high quality basic
products such as steel tubing and precious supplies of superior British
components and consumables, from carburettors to oil. As the development of
the MZ engine reached its peak, cycle parts were shown to be lacking. Thenew
duplex frame acquired Girling rear shock absorbers. The wheels gained Avon,
and later Dunlop, tyres. Amal carburettors, Lucas ignition, Lodge plugs,
Smiths instruments and Norton forks followed.Several stories surround those
front forks. One says that they came from Francis Beart in exchange for
front brakes. Another maintains that Joe Ehrlich supplied them in exchange
for an engine unit. Kaaden remembers it differently "At this time we had a
contract with BP, and they paid for us to have ten pairs of Norton forks –
only the forks legs, not the yokes. They came into West Berlin. I took the
fork legs through Checkpoint Charlie, one at a time, down my trousers."
By 1958 the MZs, the 125cc single and the 250cc parallel twin – virtually
two singles bolted together – were competitive enough to win international
races. Their experienced East German rider, Horst Fugner, won the factory’s
first Grand Prix on the 250 in Sweden, against a reduced field due to the
withdrawal of three Italian factories from racing. With the Italians back in
force at the TT in 1959, the 125 finished second, failing to win only
because rider Luigi Taveri was suffering the agony of a tight helmet.
So we come to the team's first memorable win, an experience Kaaden still
cherishes. At Monza that year the grid was littered with the best Italian
machines ridden by the top riders. They included Provini, Ubbiali, and now
Hocking – previously with MZ – on MVs, and Taveri on a Ducati. With Fugner
injured, the MZs were entrusted to Derek Minter and a young Ernst Degner.
Degner won to notch up MZ's first 125 GP victory and history's first ever
125 GP win by a two-stroke.

Next month: MZ's technology goes East to Japan with Degner.

Part two:

MZ's second place in the 1959 125 TT marked the beginning of the East
German team's greatest successes. Over the next few years both 250 and 125
machines won a succession of GPs in the hands of Ernst Degner, Alan Shepherd
and Mike Hailwood. With the better quality components housing the engine,
the machines remained competitive well after the Japanese onslaught began in
the early Sixties. Shepherd notched up a memorable victory at Daytona in
1964, and Heinz Rosner and Derek Woodman performed well throughout 1965 and
1966.
Engine development didn’t stand still. A squish band head, offset to
accommodate the ports, produced more power. Reliability increased with the
introduction of more robust needle roller big and small end bearings and
water cooling.
Kaaden says that to be fully effective the squish band on the cylinder head
should have no clearance. Otherwise it creates what he calls ‘dead space’.
But he found that "at high revs the dynamics of the piston pushes the crown
beyond the original limit. So you must have clearance."
By this time it was obvious that the Mz’s didn't suffer piston seizure
nearly as much as many other two-strokes. In the Fifties Kaaden had found
that at higher revs the piston distorted. MZ's third transfer port helped to
prevent distortion, as did the rear facing exhaust pipes. Originally this
layout was thought to be a cause of overheating. In fact the opposite was
the case because of the slower dissipation of cool air at the rear of the
cylinder.
Pistons were grooved above and below the single piston ring to reduced
carbon build-up. The extra weight of water cooling had to be matched by an
increase of power. A simple unpumped thermosiphon system was used on the
grounds of cost. Initially only the cylinder barrel was water cooled to
allow for rapid removal of the head. Kaaden’s original tests proved that the
air cooled engine produced more power at low speed, due to the efficiency of
the water jacket. The engine wasn't running hot enough. But there was no
doubt about the improved reliability on the long, fast GP circuits.
Despite these improvements, MZ racers were notoriously difficult to ride.
Taveri's success at the 1959 TT pleased Kaadden most because by finishing so
far ahead of the other MZs Taveri had proved to the East German riders that
the machines were capable of beating the best – if ridden properly. Most
difficult to judge was the use of the handlebar mounted air lever which
adjusted the mixture during a race. If used correctly the air lever
maximised power along a straight, while removing the risk of flooding on a
slow bend.
"Alan Shepherd was the only rider who could work with the air lever," says
Kaaden. "At the start of the 250 GP at Sachsenring in 1968 Mike Hailwood
said to me, "Walter, please put that air lever in the right position. I
don't want to have anything to do with it."" Shepherd shot into what
appeared an unassailable lead in that race, only to be overhauled by
Hailwood near the end, and had to be content with second place.
"Alan told me, "Walter I think Mike Hailwood is a little bit better than
me." But the next day I dismantled the engines, and I found that Alan’s had
a fault with the piston rings which was costing him five bhp," says Kaaden.
Shepherd altered the gearing on his machines to increase speed at the
expense of acceleration. "Alan would have a top speed of 230 kph (144 mph)
compared to the East German riders 200 kph (125 mph)," says Kaaden. "They
had the acceleration, but that was not good for the engine. You cannot ride
smoothly with such an overgeared transmission. Alan cornered faster, which
meant he did not need so much acceleration out of a corner, nor was he so
heavy on the brakes. The East German riders always complained about the
brakes, but Alan never did."
Ignition systems remained unreliable. The original East German IKA magnetos
proved incapable of coping with increased revs and heat under racing
conditions. Experiments in the early Sixties with Lucas electronic ignition
proved that the design was in its infancy. MZ's 250cc twin had a splined
crankshaft with enough whip in it at race speeds to upset the timing on one
of the cylinders. Eventually a one piece crank was fitted, but by then the
competition had caught up.
Full time participation in international events meant more exposure to the
West. This gave MZ’s race team access to high quality components, but there
were disadvantages. With the cement still wet on the Berlin wall, many were
jealous that a world beater could emerge from behind the Iron Curtain. Alan
Shepherd was given poor quality fuel at Daytona in 1964, a handicap he
managed to overcome, and he encountered the same problem on the Isle of Man.
Joe Ehrlich, who had manufactured 350cc EMC split single two-strokes in
England born 1947 to 1950, and later campaigned 250cc EMC-Puch racers in the
lightweight TT, provided another sort of annoyance. The paddock gossip,
repeated many times, that Kaaden supplied Ehrlich with a 125cc MZ engine
that was transformed into the 1960 125cc EMC in exchange for a set of Norton
front forks cannot stand up to Kaaden’s revelations. He says that the Norton
fork parts were supplied by MZ’s sponsors BP. Kaaden is adamant that he did
not supply an engine, but cannot say who did.
In May 1960 Ehrlich became chief engineer in charge of small engine
development at the de Havilland Engine company. De Havilland was neither
interested in making nor marketing roadster or racing motor cycles, but
provided Ehrlich with the facilities to carry on racing under the EMC
banner.
The engineer who drew up the EMC copy of MZ’s single in 1960, Phil Irving,
put the record straight before he died in 1992. "When the racing season was
ended Joe Ehrlich got in touch with me about designing a new EMC engine for
next year," wrote Irving in his autobiography. "As previously agreed, he
produced all the components of an MZ engine on loan for a limited period,
and with all the fruits of years of development in front of me, I only
needed to make drawings of all the MZ parts except for the cylinder jacket
which would be water cooled...Joe handed out 521 for my work, and we took
the drawings and the MZ parts to the de Havilland Engine Co...where all the
casting and machining could be carried out during the winter...On one of
several visits to the de Havilland factory, I saw the 125cc EMC in action
when it was listed to give 26 bhp at 10,800 rpm...I was pleased with the
appearance of the engine which did not noticeably betray its MZ origin".
A win by Shepherd or Hailwood on an MZ was regarded by the communist
hierarchy as a win for Britain, not East Germany. Consequently, although he
was allowed to employ overseas riders, Kaaden knew he would never get the
funding which would enable him to keep one. The fact that this cost the
factory a world championship more than once was beside the point.
Many top foreign riders tumed out for MZ when they had no 125 or 250cc
mount, either out of respect for Walter Kaaden, or because they were happy
for a free ride on what was quite simply the fastest lightweight available.
Some, like Gary Hocking, Alan Shepherd and Derek Woodman, sustained their
support over several seasons. But then Italian or Japanese factories tempted
them away with offers Kaaden couldn’t hope to match.
Championship winning talent doesn’t necessarily follow engineering
progress. Of the many competent riders available in East Germany only one at
any one time was capable of winning a world championship. First there was
Horst Fugner, but for most of his career MZs were under development. Then
came Ernst Degner: handsome, self-assured, talented.
Degner was East Germany’s one real hope. His best years as a rider
coincided with the emergence of the MZ racers in their fully developed form,
before the opposition caught up. From 1958 Degner’s race results improved
steadily until he superseded Fugner as the factory’s top rider. He strung
together impressive sets of finishes throughout 1959 and 1960, rarely
finishing outside the top six. Third place in the 1960 125 world
championship promised much for the coming season.
During 1961 Degner’s star continued to rise. First places at Hockenheim,
Sachsenring and Monza, backed up by seconds at Montjuich, Clermont Ferrand
and the Ulster, left him two points clear of Tom Phillis in the 125
championship with two races to go. The first of these was at Kristianstad in
Sweden.
"Right from the first flag-fall Degner was in business," reported The Motor
Cycle. "He was leaving them all behind within a mile. His screeching MZ had
never sounded better. ... Then suddenly the MZ scream died. With only about
10 miles covered the internals had had enough and Degner was pushing in."
In fact it was Degner who had had enough, not his engine. After
deliberately over-revving his engine, Degner dumped his MZ and hopped into a
waiting car. With his wife and family already safely out of East Germany, he
was about to defect. Degner had no mount for the last round in Argentina,
despite deciding to race a 125cc EMC there. The championship went to Tom
Phillis and Honda.
"Degner will be back in the saddle in 1962 – never fear," said The Motor
Cycle in October 1961. He was riding a Suzuki revitalized to such an
unrecognizable extent that the Japanese factory was able to claim the 125
world championship in 1963. Degner had taken his riding skill, his
mechanical knowledge, and a carrier bag crammed with parts to Japan.
Kaaden's humiliation could not have been more complete. In one stroke he
had lost his best East German rider, and with him the 125 world
championship. The technical superiority gained over a decade of hard graft
had been handed to the opposition on a plate.
Suzuki's copy of the MZ was exact. A few years later, Kaaden accompanied
Mike Hailwood to Suzuka, only to find that his toolbox had been mislaid in
transit. Suzuki were kind enough to lend him some of theirs. All were an
exact fit on the MZ right down to the special tools for the rotary valve and
ignition timing.
Yet Kaaden has nothing but praise for Japanese engineering and production
techniques. He reasons that they would have caught up with MZ within two
years without Degner’s help. Even so, you can't escape the twinkle in his
eye when he recalls their annoyance at Hailwood’s second place that day at
Suzuka.
He's not particularly bitter about Degner, either. Kaaden first saw him
again during the following season in Finland, but it was impossible for the
two men to talk to each other. When Degner wasn't sitting in the Suzuki van
he was surrounded by bodyguards. Many years later, when Degner was working
for the West German oil company Aral, Kaaden bumped into him at Hockenheim.
Degner wasn't happy with the changes in his life. His wife had left him, and
he'd had a crash at Suzuka which had finished his racing career, permanently
scarring his face. He committed suicide in 1968.
The political implications of Degner's defection reverberated around the
world's race paddocks and newsrooms. At Zschopau the shock waves of Degner's
departure made an immediate and lasting impact. Funds dried up, and the team
was not allowed to race abroad. Future successes were either limited to the
Eastern bloc, or relied on the likes of Alan Shepherd, who more than once
collected his racing machines at the East German border.
Instead, emphasis was placed on the ISDT team. The East Germans had a
handful of world class riders, and the ISDT engine was based on the MZ
roadster unit. Kaaden had been working on the ISDT engine since the early
Fifties. At one point he experimented with a rotary valve version. But the
advantages it gave on the track weren't matched in the rough. The standard
engine was altered in a number of subtle ways to increase performance and
improve reliability. Carburation and the length of the inlet tract were
modified. The cylinder head had deeper finning, and a squish band was
machined into it to increase the compression ratio from 7.5:1 to nearly
10:1.
The two-stroke single was easy to work on. To speed maintenance in
competition a second plug hole was tapped into the cylinder head. In a
crisis the plug lead could be swapped over immediately. A spare coil and
condenser were also fitted. Standard features, such as the fully enclosed
final drive chain, naturally lent themselves to off-road use, and were
supplemented by nice touches like the long butterfly carburettor bolt.
The one drawback of the engine design was its crankshaft-mounted clutch.
Originally designed to increase flywheel effect, the enginespeed clutch
needed careful balancing. Gearchanging was tricky. The other concern was
weight.
Even so, MZ was extremely successful, dominating the International Six Days
Trial in 1964, 1965 and 1966. The toughest of them all was the 1965 ISDT,
held in the Isle of Man. In atrocious weather conditions, only two out of 29
national teams entered finished without breakdowns – the East German Trophy
team and the East German Vase team! All the time Kaaden was pushing MZ's
hierarchy for the resources to produce a completely new, lighter off-road
engine. "The original engine was designed in 1953-54, and it was a good
engine for many years, but too heavy," he says. "This was the standard
engine as well, and was produced without change for all those years. When
other factories – Zündapp and the Italians – started producing more powerful
engines, I was allowed to make a lighter engine."
Yet this advance was ignored by the main factory. "The constructors of the
road bikes were not interested in the expertise of the sports department,"
says Kaaden. "At MZ the sports department and the production department did
not have a good relationship. With a better relationship maybe we would have
had a better road bike." It was their, and our, loss. The new engine weighed
a mere 25kg (55lb), 15kg (33lb) less than its predecessor. It incorporated
all Kaaden's experience of port design, and was produced in two versions - a
six speed 250 and a five speed 500. Significantly, the crankshaft mounted
clutch had been ditched in favour of a countershaft unit. A lighter engine
meant lighter cycle parts. Weight was down, power was up. A string of
successes followed during the Seventies and Eighties. Kaaden had not given
up on the road racing engines. One problem he attemped to overcome in the
late Sixties was the unwieldy width of the twin cylinder version. In 1969 he
produced a twin in which the cylinders were arranged in line, nicknamed the
tandem twin. Yet although frontal area was reduced, the tandem twin did not
match the old engine's power. Without the resources to redevelop it, the new
motor had to be abandoned.
The earlier engine designs, now fully developed, were still returning some
interesting results. Peter Williams won the 350 race at the Ulster GP on a
301cc MZ in 1971. And Italian rider Silvio Grassetti, who first raced for MZ
in 1970, continued to fly the flag. But the race department was being
starved of resources, and in 1972 all development was stopped.
Kaaden continued to work at the factory until his retirement in 19%, and had
to put in a further two years as Sportskommissar in Berlin after Hartmann's
defection. He and his wife still live in Zschopau, a stone’s throw from the
now deserted factory. His son lives nearby.
I couldn't resist asking Walter Kaaden if he had ever considered defecting,
like Ernst Degner. "No. I'm happy about my life and the work I have done
over the years," he replied. "As a member of the FIM for 82 years I have
been able to see most parts of the world. You must understand that I had my
wife, my parents and her parents here, and my son was at school"
"I started working here with a team, and the people in the team supported
me. I felt that if I left them it would be disloyal I was approached by the
Japanese on the boat from Belfast to Liverpool in 1961 about leaving East
Germany to work in Japan. I told them I couldn’t – it would be disloyal."



mvh
Orla
http://home20.inet.tele.dk/tfv/vtr





Hans Paulin \(6310\) (21-09-2006)
Kommentar
Fra : Hans Paulin \(6310\)


Dato : 21-09-06 09:22

Orla Pedersen skrev:

> Mht GT 550, hold aldrig stille med koblingen trukket, oliepumpen
> drives af gearkassen.

Lyder sq vanvittigt!
--
Med venlig hilsen
Hans
http://kortlink.dk/2rrz



Armand (21-09-2006)
Kommentar
Fra : Armand


Dato : 21-09-06 16:26

Orla Pedersen skrev:
>
>....... Sku' det endelig være, sku' det være en GT 500.
> Mht GT 550, hold aldrig stille med koblingen trukket, oliepumpen drives
> af gearkassen.
>
Jup! Noget af en paradoksal feature, som den forøvrigt har arvet fra
T500 (og dermed også GT500 :-/ ) På de gamle 500-Titan's blev man til
gengæld mindet om det derved at omdrejningstælleren tillige trak på
oliepumpe-akslen, og altså ikke havde nogen visning ved trukket kobling
- Dét mener jeg til gengæld at kunne huske at 380/550 var fri for!

--
Armand.

Hans Paulin \(6310\) (21-09-2006)
Kommentar
Fra : Hans Paulin \(6310\)


Dato : 21-09-06 16:40

Armand skrev:

> På de gamle 500-Titan's blev man til
> gengæld mindet om det derved at omdrejningstælleren tillige trak på
> oliepumpe-akslen, og altså ikke havde nogen visning ved trukket
> kobling

LOL
--
Med venlig hilsen
Hans
http://kortlink.dk/2rrz



Jens Meldgaard (21-09-2006)
Kommentar
Fra : Jens Meldgaard


Dato : 21-09-06 23:44


"Armand" <armand@mc-chaufforerne.dk> skrev i en meddelelse
news:4512aef1$0$12605$edfadb0f@dread14.news.tele.dk...
> Orla Pedersen skrev:
>> ....... Sku' det endelig være, sku' det være en GT 500.
>> Mht GT 550, hold aldrig stille med koblingen trukket, oliepumpen drives
>> af gearkassen.
>>
> Jup! Noget af en paradoksal feature, som den forøvrigt har arvet fra T500
> (og dermed også GT500 :-/ ) På de gamle 500-Titan's blev man til gengæld
> mindet om det derved at omdrejningstælleren tillige trak på
> oliepumpe-akslen, og altså ikke havde nogen visning ved trukket kobling -
> Dét mener jeg til gengæld at kunne huske at 380/550 var fri for!

Rigtig, på min GT 380 årgang 1973 var der visning også med trukket kobling.
Den havde også "visning" på den store røde kontrollampe der sad mellem
urene, hver gang man kom over 80km/t. Pillede pæren ud. Den havde
tromlebremse på forhjulet. Én kraftig opbremsning og man kunne godt "glemme"
det til den var kold igen. Den sled hul på de to yderste potter, lappe,
lappe, og den slingrede som en gamel barnevogn om hjørnerne. Den blev købt i
sommeren 1974 med 1685 km på klokken og allerede ved 3600 km holdt den op
med at lade ( men det er jo ikke noget nyt). Men hold kæft hvor var jeg glad
for den. Lige efter en 200 Yamaha var det altså en der ville noget )

mvh Jens
Sydals
>
> --
> Armand.



Ivar (22-09-2006)
Kommentar
Fra : Ivar


Dato : 22-09-06 16:40

Jens Meldgaard skrev:

> Lige efter en 200 Yamaha var det altså en der ville noget )

Jeg har ejet en Yamaha 200 og en Suzuki GT250. De var begge købt
brugte 6 år gamle. Yamaha'en var der altid problemer med (især
dynastarteren), Suzuki'en var et pålideligt transportmiddel.
Hvis man ser på hvad der er tilbage af den gamle japanske totaktere,
skulle man mene at Suzuki'erne var de mest pålidelige.
Jeg synes at det kunne være sjovt at eje en Kawasaki KH1 (spørg mig
ikke hvorfor), men dem er der ikke mange af. GT750 er faktisk ikke
sjælden at se som brugt.


Ivar Magnusson

--
Bruger du Outlook Express?
Se her, hvad den gratis MesNews kan:
http://LexInfo.dk/MesNews/



Jens Meldgaard (22-09-2006)
Kommentar
Fra : Jens Meldgaard


Dato : 22-09-06 18:14


"Ivar" <dild@[nozpam]webspeed.dk> skrev i en meddelelse
news:mn.b4237d6938fca8de.31159@nozpamwebspeed.dk...
> Jens Meldgaard skrev:
>
>> Lige efter en 200 Yamaha var det altså en der ville noget )
>
> Jeg har ejet en Yamaha 200 og en Suzuki GT250. De var begge købt
> brugte 6 år gamle. Yamaha'en var der altid problemer med (især
> dynastarteren), Suzuki'en var et pålideligt transportmiddel.
> Hvis man ser på hvad der er tilbage af den gamle japanske totaktere,
> skulle man mene at Suzuki'erne var de mest pålidelige.

Det er måske rigtig. Jeg skiftede også fordi der var for mange problemer med
Yamahaen.
Misforstå mig endelig ikke. Som jeg skrev jeg var _meget_ glad for min
380ér. Jeg har haft i alt otte Suzukier og jeg må sige, at de stortset har
været stabile alle sammen. Der har været noget med statoren på et par af
dem, og en har vi måttet hovedreparere. men den har også rundet 350.000 km
og den går stadig fint. De fire Yamahaer jeg har haft har også, bortset fra
den første, været stabile. Dog kan en XT 250 ikke tåle at blive kørt ret
meget under LOW mærket for olie. Jooo, det var da dyrt ), men så lærte
jeg da noget igen.

mvh Jens
Sydals

> Jeg synes at det kunne være sjovt at eje en Kawasaki KH1 (spørg mig
> ikke hvorfor), men dem er der ikke mange af. GT750 er faktisk ikke
> sjælden at se som brugt.
>
>
> Ivar Magnusson
>
> --
> Bruger du Outlook Express?
> Se her, hvad den gratis MesNews kan:
> http://LexInfo.dk/MesNews/
>
>



Armand (23-09-2006)
Kommentar
Fra : Armand


Dato : 23-09-06 09:10

Jens Meldgaard skrev:
> "Ivar" <dild@[nozpam]webspeed.dk> skrev i en meddelelse
> news:mn.b4237d6938fca8de.31159@nozpamwebspeed.dk...
>> Jens Meldgaard skrev:
>>
>>> Lige efter en 200 Yamaha var det altså en der ville noget )
>> Jeg har ejet en Yamaha 200 og en Suzuki GT250. De var begge købt
>> brugte 6 år gamle. Yamaha'en var der altid problemer med (især
>> dynastarteren), Suzuki'en var et pålideligt transportmiddel.
>>
> Det er måske rigtig. Jeg skiftede også fordi der var for mange problemer med
> Yamahaen.

Når jeg hører historier fra motorcyklist-generationen lige før min synes
jeg at det skinner igennem at Yamaha, som var den første japaner
herhjemme, var sindsygt vilde (i forhold til datidens europæiske
en-cylindrede firetaktere), men at de var teknisk ustabile pis(*)
Hvornår var den lille 200'er (hvis store gimmick netop var selvstarteren
(dynastart har forøvrigt altid været noget kræftesløst lort)) fra? Måske
at den skal katagoriseres ind under slutningen af skrammel-perioden :-/
Som jeg husker de to motorcykler, er der også væsentlig forskel på deres
rent fysiske forhold, hvor Y200'eren næsten er nede i Puch-størrelse
imod Suz'250 der er en normal lille motorcykel :-/
Til nedgørelsen af Yamaha imod 250'eren hører historien om min nærmeste
kammerat der havde en GT250 nogle måneder før mig; men efter at jeg fik
mig en ellers svagtbrystet XS360 overgik totakteren til
stempelafbrændings-mode i forsøg på at køre fra mig. Men det er så mere
generelt totakts-bøvl, end lige specifikt gældende for GT250.

(*):
Faktisk tror jeg at man kan trække analogier til kinesernes for tiden
værende fremmarch: Bare rolig, og føje år skal enkelte Kina-fabrikater
nok være slået igennem og være ganske solide og velkørende til (stadig)
fornuftige penge!

--
Armand.

Ukendt (23-09-2006)
Kommentar
Fra : Ukendt


Dato : 23-09-06 09:34


Armand skrev i meddelelsen
<4514ebb5$0$12689$edfadb0f@dread14.news.tele.dk>...
>Jens Meldgaard skrev:
>> Det er måske rigtig. Jeg skiftede også fordi der var for mange problemer
med
>> Yamahaen.
>
>Som jeg husker de to motorcykler, er der også væsentlig forskel på deres
>rent fysiske forhold, hvor Y200'eren næsten er nede i Puch-størrelse
>imod Suz'250 der er en normal lille motorcykel :-/


Jup, 200'eren var den sidste af "Adler" typen, med kobling på krumpeteren,
og grundlæggende en spinkel konstruktion. DS7 og R5, som fulgte, sætter
GT'en i et noget andet lys. Og den sidste rest af gearkasseproblemer blev
løst med de 6 gears RD, (hvor 6. gear dog i starten var blokeret, en lille
tap i skiftemekanikken skulle fjernes).

mvh
Orla
http://home20.inet.tele.dk/tfv/vtr



Armand (23-09-2006)
Kommentar
Fra : Armand


Dato : 23-09-06 11:13

Orla Pedersen skrev:
> Armand skrev i meddelelsen
> <4514ebb5$0$12689$edfadb0f@dread14.news.tele.dk>...
>>
>> Som jeg husker de to motorcykler, er der også væsentlig forskel på deres
>> rent fysiske forhold, hvor Y200'eren næsten er nede i Puch-størrelse
>> imod Suz'250 der er en normal lille motorcykel :-/
>
>
> Jup, 200'eren var den sidste af "Adler" typen, med kobling på krumpeteren,
> og grundlæggende en spinkel konstruktion. DS7 og R5, som fulgte, sætter
> GT'en i et noget andet lys. Og den sidste rest af gearkasseproblemer blev
> løst med de 6 gears RD, (hvor 6. gear dog i starten var blokeret, en lille
> tap i skiftemekanikken skulle fjernes).

Mener faktisk at det lille trick også kunne udføres på R5 (eller var det
bare de tidlige RD'ere der i min erindring lignede R5'eren op ad dage !?

--
Armand.

Ivar (23-09-2006)
Kommentar
Fra : Ivar


Dato : 23-09-06 13:09

Orla Pedersen skrev:

> Jup, 200'eren var den sidste af "Adler" typen, med kobling på krumpeteren,

Nej, Yamaha 200 havde ikke koblingen på krumtappen. Men motoren
var samlet med lodret snit i motoren (oliedryp), hvor GT250 var
med vandret samling. Suzuki GT250 var nummeret større end Yamaha 200.
Yamaha 200 var dog betydelig større end en knallert.
Den ældre Yamaha 100 var helt på størrelse med en knallert, blot
med en ekstra cylinder.


Ivar Magnusson

--
Bruger du Outlook Express?
Se her, hvad den gratis MesNews kan:
http://LexInfo.dk/MesNews/



2 (24-09-2006)
Kommentar
Fra : 2


Dato : 24-09-06 18:33

On Thu, 21 Sep 2006 17:25:40 +0200, Armand <armand@mc-chaufforerne.dk>
wrote:

>Orla Pedersen skrev:
>>
>>....... Sku' det endelig være, sku' det være en GT 500.
>> Mht GT 550, hold aldrig stille med koblingen trukket, oliepumpen drives
>> af gearkassen.
>>
>Jup! Noget af en paradoksal feature, som den forøvrigt har arvet fra
>T500 (og dermed også GT500 :-/ ) På de gamle 500-Titan's blev man til
>gengæld mindet om det derved at omdrejningstælleren tillige trak på
>oliepumpe-akslen, og altså ikke havde nogen visning ved trukket kobling
>- Dét mener jeg til gengæld at kunne huske at 380/550 var fri for!


Hvad er/var tanken med at slå oliepumpen fra med trukket kobling, at
motor kører unden belastning?
Ja det ser sjovt ud når koblings trækkes så går RPMtæller i nul.

Der er vist mange små finesser som har fundet vej ud på MCerne under
udvilkingen i 60-80 erne.

Torben

Ivar (24-09-2006)
Kommentar
Fra : Ivar


Dato : 24-09-06 20:51

2 skrev:

> Hvad er/var tanken med at slå oliepumpen fra med trukket kobling, at
> motor kører unden belastning?

Jeg tror ikke det var formålet, at pumpen blev slået fra. Man har nok
placeret pumpen efter koblingen af praktiske årsager, og ikke anset
det for et problem.


Ivar Magnusson

--
Træt af Outlook Express? Prøv dog noget nyt !!!
MesNews er lige til at gå til.
http://LexInfo.dk/MesNews/



Armand (24-09-2006)
Kommentar
Fra : Armand


Dato : 24-09-06 22:05

Ivar skrev:
> 2 skrev:
>
>> Hvad er/var tanken med at slå oliepumpen fra med trukket kobling, at
>> motor kører unden belastning?
>
> Jeg tror ikke det var formålet, at pumpen blev slået fra. Man har nok
> placeret pumpen efter koblingen af praktiske årsager, og ikke anset
> det for et problem.
>
Jup!
Primitivitet, slet og ret :-|

--
Armand.

2 (25-09-2006)
Kommentar
Fra : 2


Dato : 25-09-06 11:08

On Sun, 24 Sep 2006 23:04:33 +0200, Armand <armand@mc-chaufforerne.dk>
wrote:

>Ivar skrev:
>> 2 skrev:
>>
>>> Hvad er/var tanken med at slå oliepumpen fra med trukket kobling, at
>>> motor kører unden belastning?
>>
>> Jeg tror ikke det var formålet, at pumpen blev slået fra. Man har nok
>> placeret pumpen efter koblingen af praktiske årsager, og ikke anset
>> det for et problem.
>>
>Jup!
>Primitivitet, slet og ret :-|


Ok så må man da håbe de har lært nogen siden dengang og gennemtænkt
hele MC konstruktion før produktion.
Troede ellers det var gennemtænkt og der var et formål med det, for
efter langsom kørsel samt stop med kobling trukket, og så giver gas og
kører hurtigere igen, så får MC alligevel nok olie kan man se på lidt
røgslør bagved. Så den smører nok alligevel.
At RPM tæller ikke virker/slår fra med kobling trukket, må der jo nok
være en konstruktør som har måttet givet kvajebajer.
Eller virker motoren godt nok.

Torben

Armand (25-09-2006)
Kommentar
Fra : Armand


Dato : 25-09-06 19:29

2 skrev:
> On Sun, 24 Sep 2006 23:04:33 +0200, Armand <armand@mc-chaufforerne.dk>
> wrote:
>
>>> Jeg tror ikke det var formålet, at pumpen blev slået fra. Man har nok
>>> placeret pumpen efter koblingen af praktiske årsager, og ikke anset
>>> det for et problem.
>>>
>> Primitivitet, slet og ret :-|
>
>
> Ok så må man da håbe de har lært nogen siden dengang og gennemtænkt
> hele MC konstruktion før produktion.
> Troede ellers det var gennemtænkt og der var et formål med det, for
> efter langsom kørsel samt stop med kobling trukket, og så giver gas og
> kører hurtigere igen, så får MC alligevel nok olie kan man se på lidt
> røgslør bagved. Så den smører nok alligevel.

Sikkert nok, og i tomgang (á koblingen trukket ved et lyskryds) kræver
motoren tilnærmelsesvis intet olie alligevel!

> At RPM tæller ikke virker/slår fra med kobling trukket, må der jo nok
> være en konstruktør som har måttet givet kvajebajer.

Tjaeh - Eller også er det netop konstrueret som en art reminder :-/

> Eller virker motoren godt nok.

De 77'ere der stadig kører må siges at have bevist at være gode nok!

--
Armand.

kimses (03-10-2006)
Kommentar
Fra : kimses


Dato : 03-10-06 22:02

Hejsan

Det vil jeg huske når jeg får startet kommandøren igen.

Har nu tjekket at prime løber benzinen ok. Ved ON og RES kan jeg ikke
engang suge det ud . Jeg brugte en lang slange så jeg ikke fik en ubehagelig
snaps. Kan man bruge en lille håndpumpe som til bådmotorer?
Benzinfilterhuset kan jeg ikke lige løsne, det sidder rigtig godt fast. øv.

Jeg knokler videre.

Kim

PS: Har ikke været på i godt en uge, så alt om GT550 er næste væk her i
nyhedsgruppen. Bliver det automatisk fjernet?
"Armand" <armand@mc-chaufforerne.dk> wrote in message
news:4516f2bf$0$12620$edfadb0f@dread14.news.tele.dk...
> Ivar skrev:
> > 2 skrev:
> >
> >> Hvad er/var tanken med at slå oliepumpen fra med trukket kobling, at
> >> motor kører unden belastning?
> >
> > Jeg tror ikke det var formålet, at pumpen blev slået fra. Man har nok
> > placeret pumpen efter koblingen af praktiske årsager, og ikke anset
> > det for et problem.
> >
> Jup!
> Primitivitet, slet og ret :-|
>
> --
> Armand.



Armand (03-10-2006)
Kommentar
Fra : Armand


Dato : 03-10-06 23:06

kimses skrev:
>
> Har nu tjekket at prime løber benzinen ok. Ved ON og RES kan jeg ikke
> engang suge det ud . Jeg brugte en lang slange så jeg ikke fik en ubehagelig
> snaps. Kan man bruge en lille håndpumpe som til bådmotorer?

Nu er det ikke fordi at du misforstår noget?
Bensinhaner med positionerne: ON; PRI og RES er automatiske vacuumhaner
der styres af en mindre slange på bagsiden af bensinhanen og det er dén
der skal suges i for at skabe et arbejds-vacuum matchende motorens
således at bensinhanen åbner for gennemstrømning!

--
Armand.

kimses (04-10-2006)
Kommentar
Fra : kimses


Dato : 04-10-06 19:03

Jeps,

Det er mig der har misforstået noget. Nu er jeg på det rene med hvad slangen
ved siden af benzinslangen helt klart bliver brugt til! Haynes hjælper også
her en smule hvis jeg nu bare læste rigtigt! Jeg prøvede forleden at puste
i slangen ved at ta' den af karburatoren. Så kunne jeg mærke at der kom luft
ud et sted bag på benzinhanen. Øh! Skal der det? Jeg har ikke prøvet at
suge i den. Det vil jeg prøve snarest. Det er altid rart at blive klogere.

Kim

"Armand" <armand@mc-chaufforerne.dk> wrote in message
news:4522dea2$0$12636$edfadb0f@dread14.news.tele.dk...
> kimses skrev:
> >
> > Har nu tjekket at prime løber benzinen ok. Ved ON og RES kan jeg ikke
> > engang suge det ud . Jeg brugte en lang slange så jeg ikke fik en
ubehagelig
> > snaps. Kan man bruge en lille håndpumpe som til bådmotorer?
>
> Nu er det ikke fordi at du misforstår noget?
> Bensinhaner med positionerne: ON; PRI og RES er automatiske vacuumhaner
> der styres af en mindre slange på bagsiden af bensinhanen og det er dén
> der skal suges i for at skabe et arbejds-vacuum matchende motorens
> således at bensinhanen åbner for gennemstrømning!
>
> --
> Armand.



Ukendt (04-10-2006)
Kommentar
Fra : Ukendt


Dato : 04-10-06 19:43


kimses skrev i meddelelsen
<4523f787$0$3472$edfadb0f@dread11.news.tele.dk>...
>Jeps,
>
>Det er mig der har misforstået noget.



>Jeg prøvede forleden at puste
>i slangen ved at ta' den af karburatoren. Så kunne jeg mærke at der kom
luft
>ud et sted bag på benzinhanen. Øh! Skal der det?

Desværre nej membranen, som skal åbne for benzinen via en intern
forbindelse i hanen, er givetvis revnet. Luften, Du kunne mærke, kommer ud
af "ventilationen" af bagsiden af membranen.

Det giver to problemer:

1 Hanen åbnes ikke ordentlig for benzin, = dårlig motorgang.
2 Karburatoren, hvor vacuumslangen er tilsluttet, bliver "fodret" med falsk
luft, som igen udmagrer blandingen, (benzin/luft), for pågældende cylinder,
hvilket kan være katastrofalt på en flercylindret totakter. (Ødelagt
stempel).

Med lidt held findes der stadig reparationssæt til benzinhanen. Rette sted
at lede er i mc-nøglen fra max mc-import.

mvh
Orla
http://home20.inet.tele.dk/tfv/vtr



kimses (04-10-2006)
Kommentar
Fra : kimses


Dato : 04-10-06 21:45

Nådada,
Jeg skal vist til at tømme benzintanken og pusle lidt med kommandøren.
Tak for de gode råd indtil videre.

Jeg vender tilbage med forhåbentligt gode nyheder på et tidspunkt.

Mvh

Kim


"Orla Pedersen" <o.pedersen.torsted[hos]post.tele.dk.invalid> wrote in
message news:452400d4$0$176$edfadb0f@dread11.news.tele.dk...
>
> kimses skrev i meddelelsen
> <4523f787$0$3472$edfadb0f@dread11.news.tele.dk>...
> >Jeps,
> >
> >Det er mig der har misforstået noget.
>
>
>
> >Jeg prøvede forleden at puste
> >i slangen ved at ta' den af karburatoren. Så kunne jeg mærke at der kom
> luft
> >ud et sted bag på benzinhanen. Øh! Skal der det?
>
> Desværre nej membranen, som skal åbne for benzinen via en intern
> forbindelse i hanen, er givetvis revnet. Luften, Du kunne mærke, kommer ud
> af "ventilationen" af bagsiden af membranen.
>
> Det giver to problemer:
>
> 1 Hanen åbnes ikke ordentlig for benzin, = dårlig motorgang.
> 2 Karburatoren, hvor vacuumslangen er tilsluttet, bliver "fodret" med
falsk
> luft, som igen udmagrer blandingen, (benzin/luft), for pågældende
cylinder,
> hvilket kan være katastrofalt på en flercylindret totakter. (Ødelagt
> stempel).
>
> Med lidt held findes der stadig reparationssæt til benzinhanen. Rette sted
> at lede er i mc-nøglen fra max mc-import.
>
> mvh
> Orla
> http://home20.inet.tele.dk/tfv/vtr
>
>



Mightymax (21-09-2006)
Kommentar
Fra : Mightymax


Dato : 21-09-06 19:55

kimses skrev:
> Nu har jeg endelig fået fat en sådan en. Den er synet og godkendt. Men den
> driller en smule. Den kører ca. 2,5 km - så dør den stille og roligt. Så
> venter jeg lidt og så starter den igen! Den vil helst startes på Prime. Det
> er vist ikke go'e tegn. Så er det også lige det med starteren - den ta'r kun
> fat en gang imellem. Så der bliver sparket igennem.... Så er der lige det
> med manualer: Model B 1977 bliver aldrig omtalt hvorfor ikke?
>
>
Jeg har haft et tilsvarende problem med en gammel NSU Supermax. Den
kørte fint mens den var kold, men som varm var det af h...... til.
Det viste sig at udskiftning af tændspolen løste problemet.
Den gamle virkede ikke ordentligt når den var varm.

mvh
Kenneth

Steen Gruby (21-09-2006)
Kommentar
Fra : Steen Gruby


Dato : 21-09-06 22:36

On Thu, 21 Sep 2006 20:55:07 +0200, Mightymax <kFjernDette@xkem.dk>
wrote:

Hej.
>>
>Jeg har haft et tilsvarende problem med en gammel NSU Supermax. Den
>kørte fint mens den var kold, men som varm var det af h...... til.
>Det viste sig at udskiftning af tændspolen løste problemet.
>Den gamle virkede ikke ordentligt når den var varm.
>
Under prøvekørslen af min MAX havde jeg det samme problem.
Stendød når den blev varm.
Det viste sig at være kondensatoren der var defekt.

Jeg tror nu ikke GT550'en har problemer med en tændspole eller
kondensator idet den vist har to adskildte tændsystemer.
Jeg hælder mere til tankudluftning eller vacumhane.

--

Steen Gruby
Suzuki XN85 Turbo
Ducati Paso 750
NSU MAX Special 1956
NSU Super FOX 1958
www.gruby.dk

Ukendt (22-09-2006)
Kommentar
Fra : Ukendt


Dato : 22-09-06 08:14


Steen Gruby skrev i meddelelsen
<7916h2pj89uajej2vd408cieao3cch0t6f@4ax.com>...

>Jeg tror nu ikke GT550'en har problemer med en tændspole eller
>kondensator idet den vist har to adskildte tændsystemer.
>Jeg hælder mere til tankudluftning eller vacumhane.


Tre adskilte systemer

mvh
Orla
http://home20.inet.tele.dk/tfv/vtr







Steen Gruby (22-09-2006)
Kommentar
Fra : Steen Gruby


Dato : 22-09-06 19:15

On Fri, 22 Sep 2006 09:13:49 +0200, "Orla Pedersen"
<o.pedersen.torsted[hos]post.tele.dk.invalid> wrote:

Hej Orla.
>
>Tre adskilte systemer
>
Nåeh ja.
Den er jo en to-takt haltefanden.
Tre cylindere på steroider )))

--

Steen Gruby
Suzuki XN85 Turbo
Ducati Paso 750
NSU MAX Special 1956
NSU Super FOX 1958
www.gruby.dk

Ivar (21-09-2006)
Kommentar
Fra : Ivar


Dato : 21-09-06 22:27

kimses skrev:

> Den vil helst startes på Prime.

Der er ikke noget galt i at køre på prime. Hvis vakuum-funktionen ikke
fungerer rigtigt, kan du blot bruge hanen som en manuelt betjent.
Altså prime når du skal køre, og off når du stopper motoren.
Du bør dog undersøge hvorfor den ikke virker.


> Så er der lige det
> med manualer: Model B 1977 bliver aldrig omtalt hvorfor ikke?

I følge en af mine gamle Suzuki-bøger blev B kun brugt på den
sidste årgang (altså 1977). Den nævner ingen forskelle mellem
den og A-modellen, der kom i 1975. A-modellen havde 3 hk mere end
den første serie GT550.


Ivar Magnusson

--
Prøv MesNews: http://LexInfo.dk/MesNews/
Hvis du er træt af at Outlook Express ikke finde ud af
at citere indlæg fra Googles Groups korrekt.



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