Follow along with the video below to see how to install our site as a web app on your home screen.
Note: This feature currently requires accessing the site using the built-in Safari browser.
Shown in the attached photos is the cutaway demo engine model that Honda displayed when the NC700 was first introduced. The 700 always had two fuel injectors, from day one. It looks like the injectors are just a short distance from the intake valves. There is one throttle body. The 750 used this same configuration at it’s introduction.The 700 only had 1 fuel injector, located up in the throttle body (nowhere near the valve cover).
Did that change for the 750?
If someone makes such a mistake when adjusting the valves, the effect should be observed practically at the first attempt to start the engine after adjustment. Valve timing would be off 360 degrees. If the mistake had been made on both cylinders, I don't think it would have been possible to start the engine. If even only one cylinder had the wrong valve timing and the engine could be started, there is a high probability of valve damage (burnout). I don't know of such a case of a mistake in timing, despite the fact that I have adjusted the valves on hundreds of engines. You must know what you're doing. A mistake can be costly....the valves may not have been at TDC on the compression stroke...
I think what is meant is that if the TDC for the given cylinder is between exhaust and intake strokes, and the valve lash is adjusted, it results in the valves being set too loose. On the wrong TDC the valves might be slightly open due to exhaust/intake overlap, so the wayward mechanic loosens the valve lash to get the proper clearance. As I said, I started doing this by mistake once. The adjust needed is not too great, but certainly more than a normal valve adjustment. I quickly realized my error and set things right. The engine might still run if adjusted on the wrong TDC, albeit poorly because the valves are not fully opening.If someone makes such a mistake when adjusting the valves, the effect should be observed practically at the first attempt to start the engine after adjustment. Valve timing would be off 360 degrees. If the mistake had been made on both cylinders, I don't think it would have been possible to start the engine. If even only one cylinder had the wrong valve timing and the engine could be started, there is a high probability of valve damage (burnout). I don't know of such a case of a mistake in timing, despite the fact that I have adjusted the valves on hundreds of engines. You must know what you're doing. A mistake can be costly.
Yes, I know this case because since 2012 I have this version of the service manual (digital) with an incorrect description of the valve settings. The mistake is 360 degrees because this is the working principle of a four-stroke engine. Two revolutions of the shaft (720 deg) are required for one complete cycle....I don't see any way a person could put the valve timing 360 degrees off without changing the relationship between the crank and cam shafts, such as installing the cam chain incorrectly.
I think the forum history has a case of this wrong TDC adjustment being done, particularly in the early days because Honda had an error in the early version of the 2012 service manual which could lead someone to do this misadjustment. I believe the result was a noisy and poorly running engine, but no damage done.
You didn’t say, but I assume you‘re referring to 10% ethanol blend gasoline. I see no point in reviving a thread about valve adjustments to turn it into an ethanol thread. People who have used 10% ethanol gasoline for nearly 4 decades with no problems are probably not going to be swayed by a “Goggle” (sic) search.Resurrected post from the dead.
Its terrible for small engines, marine generators, motorcycles.
Goggle it.
Sheee-ot, I'm gettin' old. I knew about the fuel pump circulating gas so not possible to suck up junk at the bottom (but I forgot that until I read the comments). For reference I ran out of gas once on the freeway at 190.0 miles exactly and I now have 46K miles on my 2012 NCX, original plugs and starts and runs absolutely perfect.The 700 only had 1 fuel injector, located up in the throttle body (nowhere near the valve cover).
Did that change for the 750?
The Honda dealer is your friend. (hint hint)Sheee-ot, I'm gettin' old. I knew about the fuel pump circulating gas so not possible to suck up junk at the bottom (but I forgot that until I read the comments). For reference I ran out of gas once on the freeway at 190.0 miles exactly and I now have 46K miles on my 2012 NCX, original plugs and starts and runs absolutely perfect.
Also, I misadjusted the valves on my Kymco 250 scooter - used SAE units on the gauge instead of mm? I think. Heard a lot of new ticking and readjusted with mm and all was good. Sold it with 26K miles on it. Also, somehow did not do the NCX quite right @ 33K miles and redid it for peace of mind the next day.
Did OP ever find the cause of the noise? I could hear it in the video and I don't think it is the injector - sounds like valve adjuster or damaged? rocker arm.
At work we have to set cam clearances and check the clearances with a feeler guage. That part seems to be subjective as someone will tell me they set it at .006 then when I check it it feels looser or tighter. If its too far off the machine won't run and jams.A potential problem with adjusting the NC valves is if you set the clearances while the crank is on the wrong TDC. I actually started to do this once and then caught myself and had to redo a few settings. However in your case, you reportedly didn't noticed the increased noise until well after the valve adjustment completion. If you had set the clearances wrong, and that is responsible for the noise, I'd think you might have noticed it right away.
On the topic of feeler guage feel, I got tip from my local dealer parts department. I set a caliper to the spec and then slide the feeler guages in that to get an idea on the appropriate tightness. I thought it was a great training idea. It made total sense to me but but I would not have thought about it without the advice.At work we have to set cam clearances and check the clearances with a feeler guage. That part seems to be subjective as someone will tell me they set it at .006 then when I check it it feels looser or tighter. If its too far off the machine won't run and jams.
One thing about rotating a 4 stroke engine like the the nc engine to the correct position is if you watch the intake valve while rotating when it closes you are getting close to the mark for that cylinder so you can watch and get it exactly on the mark to do that one then repeat for the other cylinder.
I know a good motorcycle mechanic whose work I trust. The biggest issue with doing it yourself is learning what .004 or whatever the spec is, is supposed to feel like with a feeler guage and tightening the locking nut without changing the clearance.
On the 4 stroke engines I have dealt with when the intake valve closes you are very close to tdc.
Wished I had thought of that too.On the topic of feeler guage feel, I got tip from my local dealer parts department. I set a caliper to the spec and then slide the feeler guages in that to get an idea on the appropriate tightness. I thought it was a great training idea. It made total sense to me but but I would not have thought about it without the advice.