Preliminary data on woodruff key failures
Posted February 28, 2003 - 03:40 AM
Posted March 01, 2003 - 10:30 AM
Posted March 01, 2003 - 11:35 AM
Posted March 01, 2003 - 01:09 PM
Posted March 03, 2003 - 02:07 AM
Posted March 04, 2003 - 12:23 AM
Posted March 04, 2003 - 02:09 PM
Posted March 04, 2003 - 02:37 PM
Posted March 04, 2003 - 04:05 PM
Class Action Lawsuit...
Posted March 04, 2003 - 04:47 PM
Posted March 04, 2003 - 05:20 PM
Problem B - battery not initially charged properly causing undervoltage conditions leading to backfiring.
Solution - lap flywheel and torque to correct value. Please be aware that just because you set your clicker torque wrench to 47 ft/lbs doesn't mean you are torquing to that value. I work in the nuclear industry and we check all our torque wrenches against a strain gauge for correct calibration and I almost never get a true reading from what is indicated on the dial. If you do not back off the clicker torque wrench every time you use it the dial setting is basically useless.
Battery voltage must be greater than 12.8 vdc. If not recharge with a GOOD quality battery charger.
Having said all this the Canadian bikes use a completely different ignition mapping program and use different jetting.
Posted March 05, 2003 - 01:47 AM
Posted March 05, 2003 - 01:56 PM
from the rumours i am hearing there appears to be a tooling error within a certain range of engine numbers. in the end the jetting issue, possibly low voltage on the battery (the gel paack battery actually runs at a slightly higher voltage than your car battery) and a fit issue leadd to a number of failures.
Posted March 05, 2003 - 02:49 PM
Totally agree with the machining error statement. If I buy a bike over time it will backfire, get a low battery charge and many other issues. If it shears a key in conditions less that prefect this is not acceptable. Blaming this on lean jetting etc. is crazy. I know nothing about E start on the WR or similar setups. But if it is similar technology, has worked in the past on other models them the WR problem has to be in the Key, the mating surfaces or the weight of the flywheel. This torking and lock tite is not the answer. If the unit is made correctly 10 lbs of tork would be plenty. Now if the design is new (perhaps the E start won't release or go backwards when it backfires, this could be a problem). I took the flywheel off my WR400 and nearly needed a truck to get it off. You could use a toothpick for the woodruff key and never have a problem. I am sure this is a minor machining problem and the fix will be out soon. In the meantime I will carry a tow strap on the 426. At least the rescue vehicle will be Blue.
Posted March 05, 2003 - 06:32 PM
Posted March 08, 2003 - 08:21 AM
Roger that explanation. Good deduction and reasoning. Iv'e replaced the key and used locktite the nut on my 03' WR450, but as you explain, the engineering flaw will cause the key fail anyway. Perhaps they should have engineered the starter to free-wheel in the reverse direction ? However, the inertia and speed at which that would happen is beyond the capability of that "juice-can" sized starter. How about a car-like selenoid to engage and withdraw the starter ? Are other bikes like that ? Iv'e placed 80 miles on the bike since the re-tourque but it is now on the stand until this is resolved. If not, I'm tempted to pull off the starter/battery and kick start the bike. Weight savings ?
Posted March 09, 2003 - 08:38 AM