ST1100 - She's Giving Up Smoking Like A Cigar But Now She's Hot!

Chris09 said:
Sounds like you've got the r and r procedure down. Wonder how similar that might apply for the 1300
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I just have a hunch it would be more complicated. ;)
On the ST1100, there are only 4 'electrical' engine connections (not counting the sparkplug wires) to remove -

Ground cable
Starter cable
Alternator connection
The sensors (neutral, oil, etc.) cable
 
I know some of you will be shocked, but the 'install' is not completed after all day efforts and is not going like the video.
Seems like the 'real' world and YouTube exist in different universes. ;)
It's in the frame sort of but I can't move it back (which is what needs to happen) and can't get the left side to come up - by ratchet strap or by jack.
I've reviewed the install video, have it on my computer in the shop, carefully put the ratchet straps as he did and still no joy.
BTW, where he puts the ratchet straps around the engine is very interesting but you have to stop the video to catch it.
Tomorrow's another day, Scarlett ... :think1:
 
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Uncle Phil said:
Very little oil in the air filter (already checked that).
No coolant loss that I can see.
I've already tried 'Marvel Mystery Oil' and it did not help at all.
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Just run the bike up to temp with the air filter removed. check to see if oil is in exhaust pipes?
 
Uncle Phil said:
Why 4 bikes (actually 8 ST1100s - 4 runners, 4 parts bikes)?
It just sort of happened - got the first one, wanted a new ABSII version so I got the second one.
Was looking for a ABSII parts bike and ended up with the third one which was too good a condition for that.
The fourth was so pretty, low miles and a great deal that I couldn't pass it up. ;)

Usually not much maintenance other than oil and tire changes - considering the miles I put on the bikes.
If you constantly ride the ST1100s and don't spend a bunch of time fiddling with them, there's not much that needs to be tended to.
This is a very unusual situation that has caught me by surprise on an engine with 45,000 miles on it.
Sort of like when the water pump failed on my way to Newfoundland and it had 139,000 miles on it.
The 'replacement' engine is an 02 with 23,000 miles on it - I hope I get more than 5,000 miles on it without problems ... ;)
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Ill second that! Almost 60,000 mi touring and all i did was a valve cover gasket and a fuse. Just reg maint.
 
Once again @Nashcat (John) came to my rescue when I could not get the engine to go that last 'devil's inch' back.
It's in the frame now with a few bolts in place to hold her for now.
Many, many thankyous to @Nashcat for helping me once again with an engine transplant.
He is so good at looking at stuff and figuring out how to get it sorted!

I've watched the Millyard video a dozen times and every time I watched I pick up another subtle detail.
The position and how the straps are run are very important and you don't pick up on it the first few times you watch it.
I finally got all of that sorted and had the engine fairly close to where it needed to be.
His video is extremely helpful in the process but I could have used some more close up shots of how the straps were run.
But when it came to the 'on my knees and wiggle it in the rest of the way', I was just out of luck (you just don't get on your knees with knee replacements! ;))
Also, he did not have the infernal 'pair' system to wrestle with which is right in the way of the straps.
Lots of work still to do before she is ready to fire up to see how this engine runs, but this was the major 'or-'deal.
 
Just thinking about your engine problem and how the first engine [which you knew to be good] swap seemed to be working pretty good at first, was wondering if ST11 engines between the original and donor bike are exactly the same or if later models might have higher compression ratios and slightly different ECMs so on.
ST 11 [or even 13] blown head gaskets and other short stories, can't find find that at any library [not that that was cause anyway] however.
I can only imagine that the ST pistons / engine rods / con rod bearings must be fairly robust; we're all aware of pre-ignition / detonation [electron flow or hole flow, who knows, who cares] circumstances to the extent that occur, become verifiable [sound, gas milage, carbon, blah blah blah] and become corrected through the collective experience of many who contribute to the site.
Looking for reasons to not replace an ECM in another motorcycle, I'm taking a harder look into knock sensors and various ECM processor routines [where I can] and what jumps out [and that I never thought of before is] gasket failure.
It stands to reason that the little bit of 20 to 30 year old material between cylinder to block clearance might be the weakest link during [basically a pipe bomb] an acute rise in pressure and actually save the engine from catastrophic failure.
 
No 'ECM' that I know of (in the sense of a ST1300), and no major engine differences other than the 96 year update (28 to 40 amp alternator).
When I get a 'Round Tuit' I'll dive into the engine and see what happened.
It will be a lot easier now that it is out and sitting on a dolly. ;)
 
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