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Honda civic d16y4 automatic at the Track + Spin out :)

Taking the y4 auto out for a practice run at Queensland raceway with a few other faster cars :) No times as it was just practice,we are using the ...

How to Replace Spark Plugs in a 2005 Jeep Grand Cherokee DIY

Thanks for watching. Please rate, comment, and subscribe. This is how to do your own tune-up on a Jeep Grand Cherokee Laredo with a 3.7L V6. Spark ...

How to change spark plugs

this is a 1995 honda passport. with a really bad valve tap :o

Ride log: Holiday weekend wrenching

I think we can all relate to the intimidation of something like an engine, or an electronic device. Yet really, everything we interact with is simply a combination of peoples’ ideas — usually then assembled by more people in a factory somewhere. What’s more, if we look for it, there’s usually a manual — a book — that will tell us how it all works and how to fix it. I think it’s our removal from those thinking and making processes that makes the inner workings of machines such a mystery — and it’s easy to fear a mystery.

In the weeks since The Mrs and I procured a pair of old Honda motorcycles, we’ve uncovered a handful of mechanical things that these bikes need before they’re truly roadworthy. There’s dry rot on the CM400’s tires. It needs a new chain and sprocket set. It’s running a bit lean, and needs its front fork seals redone. Worst of all, it’s got a significant fuel leak from the carbs and I’m not sure where from yet. My CB650 needs a new tach cable and desperately needed its carbs synchronized. It’s nearly due for a new rear sprocket and chain, and both bikes were in need of overall tune up and maintenance. So the long Memorial Day weekend was a perfect opportunity to get my hands greasy and get these motorcycles sorted out.

Starting with The Mrs’ CM400 twin, I consulted the service manual for the tune up procedures. Air filter, then plugs, then valve clearance, then carb sync, then compression test — I love how methodical these procedures have to be. No use in syncing the carbs unless the plugs are correct. I tore into the bike, removing first the seat and then the side covers and fuel tank. It’s amazing how quickly the bike gets bare. I pulled the air filter and it’s still looking pretty new. Some canned air through the element and it went back where it came from. Plugs were a tad scorched. The bike is indeed running lean. I hopped on the Vespa for a quick run to the O’Reilly’s down the street, where I bought them completely out of NGK plugs for our bikes and borrowed their compression tester. Next I cracked open the valve covers and removed the engine’s side cover so that I could turn the engine over at the generator. Valve adjustment is strange business, but if you follow the instructions, it’s actually pretty easy. It’s hard to imagine that the difference between .003″ and .004″ should matter, but it does. Sliding the feeler gauges in and out of those gaps feels a bit like dentistry — or at least what I imagine dentistry to be like. I’d much rather stick my hands down into greasy engine than somebody’s mouth. Yuck.

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