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  1. #21
    And the truth shall set you free!!
    Thanks for all the info guys. I have now moved from the darkness of ignorance into the light of knowledge!!
    There is my opinion and then there is wrong!

  2. #22
    Moderator QLD Shin-Ken 1074's Avatar
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    Quote Originally Posted by melwain View Post
    And the truth shall set you free!!
    Thanks for all the info guys. I have now moved from the darkness of ignorance into the light of knowledge!!
    Don't go too far along the path of light Mel, leave room for a bit of darkness to hide the vices.

    Cheers.
    Badgezz, we don need nor stinkin' badgezz!

  3. #23
    Moderator QLD
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    Ok... I think I have been edumacated...
    1984 Katana 7/11 - done at last!

    1982 GS450E - not quite stock

  4. #24
    Quote Originally Posted by darkside View Post
    Crank bearings are pressure fed from the main gallery, not spalsh. big ends also get oil left over from from cam journals.
    No pressure relief valve, so pressure will vary with rpm and oil viscosity... (glens leaking description is the way of it)

    spinning the pump a little faster wont hurt,(2 revolutions per crank rotation instead of 1.8) but most likely make no real difference.
    To me its just another naff racing idea, promoted as absolute truth on the internet, and in reality not needed on the street..

    GSX1100 oil schematic
    I stand corrected, its been a while since I've looked at that particular diagram. I would say that the oil supply to the big ends is at very low pressure and low-ish volume given that the oil has to pass through roller mains and associated leakage at that point. Not that that is an issue, as high speed rolling element bearings only need minimal oil to lube the metal to metal surfaces to prevent galling. Which is why 2-strokes cranks survive at fuel/oil mix mixes of up to 50:1 dilution. Plain bearings rely on sufficient oil pressure for the metal surfaces to be kept apart from each other by a boundary film of oil, and so live and die on oil pressure. The fact that the Suzi 11 roller crank is supplied with a continuous supply of oil goes a long way to explaining it's longevity. Suzuki had previous history with this in it's 2-stroke triples and it's Posi-lube system. Here too the mains and big ends were directly supplied with (two-stroke) oil via the oil pump.





    Last edited by Kiwialfa; 26-05-16 at 11:34 AM.
    Darryl in E27-land


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