Kickstarter project & other reassembly

The kicker shaft is mounted and reassembly is to begin.

Last week we wanted to focus onto the actual reason why we disassembled the engine of my Z440LTD. As you can remember, the Z440 was never built with a kickstarter. And as its older ancestor Z400 used most of the same engine parts and came with a kicker, my idea was born.

All the drillholes in the crankshaft case are in place, the complete kickstart shaft including all parts, springs, lockrings are mounted and the simple and clever mechanism is understood now (my co-wrencher and I had no idea what the trick in it was).  Only the necessary drillhole for the starter shaft to pass the crankshaft case lid needs to be made including a seat for the oilseal. We’ll work on that.

Meanwhile, reassembly began with polishing the valve seats, remounting the valves including new valve shaft oil seals. Assembly is much easier with a special valve spring tensioner — and helping hands of my co-wrencher.

Hang on for a sec. I’ll be back.

Complete opening of Zilver4FourT’s powerplant

Today, the crew and I reached the most important and exciting part of the trip to “how to install a kickstart at a non kickstart model” – we took the baby out of the frame and opened it. There was still plenty of blackish oil despite the crankshaftcase was drained before.

Fascinating to look deep into the heart of what powers you to where you want while riding your motorcycle: all that fragile machinery, a clockwork with many dependencies, precise dimensions – and still simple though.

Enjoy the pictures – I let them talk instead of using many words.

This blog should have appeared much earlier – and will be belatedly published today.

Hang on for a sec. I’ll be back.

Valves – breathing flaps under hot conditions 

How to remove the valves from the cylinderhead without special, mid costy tools.

If.you want to remove the valves from the cylinderhead, you need to have pressure from both sides. My brother and I tried it with a regular large enough c-clamp. Together with a self-made cage on the clamping side, more than 2×2 hands it works pretty quickly.

The result: more cleaning work from oil coal at intake and outlet valve and the big question of what went wrong in those combustion chambers of little Zilver4FourT.
Merry Christmas to all wrenchers and readers.

Hang on for a sec. 

I’ll be back. 

Hands on: my ’83 Z 440 ltd belt drive on the operating table

A first glance into my ZilverFour4T’s powercell.

Cold Sundays and stormy skies are always good for start working on something. So did I. This days’ scope was to demount the cylinderhead, the cylinder and the pistons for having a first glance on — probably the first one since the original assembly at the the Kawasaki factory in 1983.

Also I wanted to find out about how close my project is to the kickstart scope I am dreaming of. To anticipate it:  it’s pretty close!

After the fuel tank was taken off and the ignition coil was swung out my work range, I started demountig the carburetor line. (Blog about cleaning the carbs follows up).

For demountig the cylinder head by losing the bolts, I urgently recommend a diagonal losening plan (if you have four bolts at four rectangularly positioned corners ABCD, follow the row AC-BD or equivalent) for the Z 440’s head is well known for being vulnerable to twisting.

To make a long story short:

  • the status quo underneath the cylinder head lid looked pretty well, almost no wear at cams, bearing surface of the rocker arms and camshaft.
  • the status underneath the cylinder head looked like a horror story, a strong layer of oil carbon covered the surfaces of the combustion chamber!
  • the cylinder bearing surface looked well with only few wear at front and rear surface.
  • the pistons looked also well besides the piston crown (heavy oil carbon), visible wear at front and rear face.
  • the piston rings at top and mid looked okay BUT the oil seal ring.. did it have any minor job to do? It seemed to be almost completely broken down. This could be an explanation for the strong oil carbon layer in the combustion chamber.

All in all, my brother and me have spent a joking and successful afternoon in the workshop. Lots of news. Tons of fresh assignments to our to-do list.

Hang on for a sec. I’ll be back.

The post “Hands on: my ’83 Z 440 ltd belt drive on the operating table” appeared first on live.invent. do. now.

Parts I need.

Receiving first major important parts. The project can’t be stopped anymore. Unless it will be “trumped”.

Finding matching parts for an mid old motorcycle can be hard.

There’s an original Kawasaki website, where you can find all partnumbers and referring exploded technical drawings. If you have got a basic technical understanding, it will be enormously helpful answering the question of e.g. how disassembly works or how this powerplant works in general. 

A few months ago, i got into contact with a guy, who had a couple of spare parts that I needed. He sent it over to my place with the message: keep what you need and pay later. Great!

I received a perfectly packed parcel with a more than basic content. I’ll keep it all, man! It’s a perfect beginning of converting a nearly 40 y.o. MC. But where to take all the other parts from? Which other model of Kawasaki Motorcycles uses the same kickstart spring e.g.?

It’s a detective’s works to find out about and the blogs are full of almost no help, because people are asking more than they could contribute. But anyway, I’ll go ahead.

Hang on for a sec. I’ll be back.

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This autumn’s last ride. 

During the last couple of years there hasn’t been one year in which the season ended that early as it does this year. I grabbed a few spareparts that I already purchased, wrapped myself in most of my warm motorcycle clothes and rode just some dozens of ks, towards my brother’s garage, future temporary dry shelter for my Z.

Because of the warmed up engine and oil, the only job I did after our arrival was opening the oil drain plug after I placed an oil tank underneath. There the blackish lifeblood goes.

Hang on for a sec. I’ll be back. 

Wrenching a Kawasaki Z 440 ltd beltdrive 

Customizing my retro motorcycle. Read more about the story, how I will change my Kawasaki Z 440 ltd into an authentic kickstart motorcycle.

Thoughts

I ride motorcycles a longer time than I’m allowed to. I rode trips that my friends tried to prevent me from. Even worse: i started wrenching engines and all motorcycle stuff from 50 ccm to 750.

I am strongly linked to design and materiality as well.

Two years ago I bought my Kawasaki Z 440 ltd beltdrive for small money. Rode it as it was, it worked, performed better with each mile, we rode and lately, my Zilver4FourT and I went down south to my place of birth, back and forth a trip of 720 k each way. No problem. Two travelling days.

Now, it’s cold outside including slippery lanes and foggy visors. Time for a major wrenchtime. My brothers garage including a wrench lift and some basic tools will be helpful, also brotherhood feelings in dark wrenching hours such as a overwinding a thread or you name it.

The plan

What is the most authentic way of starting a motorcycle’s engine? I am referring to the YouTube motion pictures “Who the fuck is El Solitario”: ” […] if you want this thing to make you smile, understand it and kick it.”

I want to get my motorcycle to life kicking it gently, understanding at the same time, what would be the best in terms of fuel-air mixture, temperature, ignition and of “how hard was the night for my bike”.

My Zilver4FourT hasn’t got a kicker. But I swear it will by my birthday. Then, we are going to celebrate a double birthday.

Hang on for a sec. I’ll be back.

Hamburg, Germany

CeeTee