Well, all good things must come to an end and after all our work, we finally sold the ZX2 for a small profit. Now, we can focus on the main project, the Z400 cafe racer so expect some updates coming very soon. Of course, if we do stumble across another bike that we might be able to make some money on, expect us to buy it. 🙂
Archive for the 'Kawasaki ZX2' Category
30
Jan
12
ZX2 – SOLD!
22
Jan
12
ZX2 – FINAL Attempt
After pulling the engine down and putting it back together MANY times, we give it one more go…..
Well we aren’t having much luck with the ZXR so we need to pull it down one more time…..
So after trying to start the ZX2 at least 50 times, we’ve come to the conclusion its something more major. So for an engine to start you need spark, fuel and compression. We’ve checked the spark which seems fine. We’ve also fitted brand new plugs just to be sure. We can smell plenty of fuel and the carby float bowls are full so I am assuming that fuel is getting through. That leaves one thing, “compression”.
Quick search online and 2 days later a compression guage arrives at my door. According to the manual, the ZX2 should have between 140-200 PSI of pressure.
Attach the guage, hit the starter motor and the highest reading i got was 35PSI!!!!! and this is in each cylinder. OH MY.
Sd I have never had the cylinder barel off, i immeadiately suspect the valves/cams as these are what I have assembled myself and as it was my very firsat time, i assume i’ve done something wrong.
After tripple checkling all valves,cams,timmings etc I cant find a single thing wrong. I then read somewhere on the internet that if you pour a cap of engine oil into a cylinder and re-do the comrpression test you can test if its the valves or rings. If the compression test remains the same, then you have a valve problem. If the compression increases, then you have a ‘rings’ problem.
Nothing to lose. In goes a cap of oil, compression gauge re-attached, hit the starter button and the compression jumps up to 150PSI!!!!
We’ll it looks like my valves are fine but my rings have a serious problem…
Stay tuned as now I have to completely strip down the top end AGAIN, this time going one step further and removing the barrel.
It was a very very long night…
OK, now it’s not quite as much fun….
Some things just don’t go to plan. We obviously need more beer to really work this out…
08
Jan
12
ZX2 – Checking for Spark…
Well after a few unsuccessful attempts, might as well check the spark 🙂
08
Jan
12
ZX2 – More work
07
Jan
12
ZX2 Ready to test start
Well, after completely re-assembling the top end, it’s time to kick over the ZX2 and watch it fire into life….
Well, if we are going to make any sort of money off the ZX2, we need to try get the thing running. This is the first time we’ve ever done a full top end rebuild so we are googling a lot and guessing a little.
To start with, all the valve springs needed to be re-installed. WHAT AN ABSOLUTE PAIN!!!. Not having the right tool sure made this job hard and I swear I will NEVER attempt this again without buying the tool.
Here’s the head with the springs all fitted..
Now, before we go and put the shims on top of these, we thought we should measure them first just so we know what shims are in each valve. Problem was we needed a micrometer to do so accurately. (Insert cash register sound here). I ended up buying a kingchrome micrometer which I must say feels extremely high quality for $69 at my local hardware store.. It even measures down to 0.01mm accuracy!!!!
Next was to instal the valve shims and buckets. The shims are tiny little spacers of precise thickness that simply sit on top of the valve springs. To hold them in place you then slide the ‘buckets (or caps) over the top and you end up with ..
Next, the new head gasket was slipped into place ready for the head to be fitted.. So far everything is going to plan 🙂
and finally the head is slipped on and ready for the head bolts to be inserted and torqued down to 18nm..
Looking good but we are really only half done here. We had to then install the cams and set the timing. Having a copy of the workshop manual really helped here as it clearly explains the markings to follow. Initially we need to find TDC using a side case inspection window and once found, we simply slide the cams in under the timing chain and wiggle it around until all markings are lined up correct…
Then once you’ve spent 20 minutes fiddling lining everything up, you can turn the crank by hand and watch in disgust as the chain pops off the cams because YOU DIDNT FIT THE CAM CHAIN TENSIONER YET!!! ARGHHHH..
So, start again, reset timing, RE-INSTAL THE CAM CHAIN TENSIONER, then you can turn it by hand to make sure everything is turning nicely and no valves are hitting anything.. The pic below shows the cam retainer bracket already bolted into place. this holds the cams in place.
The only thing to do now on the top end is refit the rocker cover gasket and bolt the rocker coer back on. I also took this opportunity to refit the spark plugs because its much easier to do it now rather than later when the radiator etc is fitted..
Now with the top of the engine all back together, its onto the easy stuff…in theory.. Firstly was to refit the ignition packs and wire them up. Some of the wiring is obvious and some others I guessed based on the length of wires and how they ‘looked’ like they used to sit before. It does get a little difficult as I wasn;t the one who pulled the bike apart in the first place. My theory is, it will either work or it won’t 🙂
Next, refit the carbies. This was easy, they simply slip on and tighten the hose clamps.. I did have to guess on a few of the hoses but what could possably go wrong with fuel lines..hehe
Next, the weird shaped airbox. This was harder to fit than i thought and really was a pain.. Very tight and everything just seemed to be ‘in the way;. Eventually I got it in but not without some gentle force..
Now we are really starting to get there..
Now for the accelerator….Oh bugger, I forgot to connect the accelerator cables to the carby before fitting it so now I have to remove the airbox and carbies again to get to it.. Sounds like a perfect job for next “garage Night”…. Stay tuned and if you are enjoying the read, don’t be shy in clicking the ‘donate beer money’ button on the right hand side on this page. 😉 Much appreciated..
So, nobody ever said that making a cafe racer was cheap and we still have a lot of fun stuff we want to buy for it so there is only one thing to do. Raise some cash!!!
As our projects are fully self funding (in theory) we started looking around for another bike to purchase that we could fix up and hopefully sell for a small profit.
And eventually we found a 1990 Kawasaki ZX2 in bits and with a bit of hagling, we got it for $400 which we think isn’t too bad..
So whats wrong with it you ask? Very good question. We aren;t really sure. What we do know (if we can believe the guy we bought it off) is that it started running poorly so it was sent to the bike shop. The shop dismantled it, identified a blown head gasket  but would not guarantee it to run good unless they also got to do the valves and rebuild the carbies. The previous owner couldn’t afford this so simply collected the bike still in bits….(well thats the story anyway…)
other bits….
Carbies, cams, head….
radiator, airbox, etc..
There’s no hiding the fact this is a gamble. We don;t REALLY know whats wrong with the bike and we have NEVER done an engine rebuild or even had the head off of an engine so this is a pretty steep learning curve for us.
Best case, we get it running, re-assembled and sell it.
Worst case, we strip it down and sell the parts to try recoup some funds..
It’s a huge task but all the parts appear to be there and I am confident we can get this old girl running again..
Stay tuned….