S&S Cycle Bore 4 1⁄8 V-Series Engines - Manual (Page 18)

NOTE - If oil fails to appear at tappet screen port, verify that oil
line routing is correct and that the oil tank is full to the proper
level. Remove the check-ball spring from under the cap of the
shorter tower on the oil pump. Replace cap to avoid losing oil
from pump.
5. Once oil is seen at the tappet screen port, reassemble all
removed or disconnected components.
6. Start motorcycle. Verify oil pressure.
NOTE - Oil pressure indicator lamp should light when ignition is
turned on. Lamp will go out after engine is started, and there is
oil pressure at the switch in the crankcase.
7. Verify that engine oil is returning to oil tank.
Improper first time engine start-up and break-in procedure
may cause head gasket failure.
8. Initial start up. Run engine approximately one minute at
1250-1750 rpm. DO NOT crack throttle or subject to any
loads during this period as head gaskets are susceptible to
failure at this time. During this time, check to see that oil
pressure is normal, that oil is returning the oil tank, and that
no leaks exist.
9. Shut off engine and thoroughly check for any leaks or other
problems. Let engine cool to the touch.
10. After engine has cooled, start again and allow the motor to
build some heat. Engine should be run no longer than three
to four minutes. When the cylinders become warm/hot to
the touch (approximately 150º) shut the motor down and let
it cool to room temp. Follow the same cautions as for the
initial start-up, and continue to watch for problems.
11. Repeat this procedure 3 or 4 times. Each successive time it
should take slightly longer to warm up and you can increase
the temp slightly each time (+10º). You can be more liberal
each time with the rpm, gently vary rpm continuously from
idle up to 2500 rpm in the final cycle. Don’t be too concerned
with final carb settings at this time because idle speed and
mixture cannot be correctly set until the engine reaches full
operating temperature. The engine should not reach that
temperature during these cycles. Do not allow engine
temperature to become excessive. After the engine has
cooled to room temperature for the final time you are ready
to start the 1000 mile engine break-in process.
ENGINE TUNING
1. Carburetor
a. Refer to Instruction Sheet #51-1012, Installation and
Jetting Instructions for S&S
® Super E and G Series
“Shorty” Carburetors, for initial set-up and
adjustment of the carburetor.
2. Ignition Timing
NOTE - S&S recommends using electronic ignition with adjustable
advance curve in 4
1 ⁄
8
” bore engines. Adjustable curve permits
slowing rate of advance to control or eliminate pinging under
heavy load or when elevated temperatures or poor quality
gasoline encountered. Install ignition according to
manufacturer’s instructions. Leave spark plugs out while static
timing to ease flywheel rotation. Flywheels in S&S Super
Sidewinder Plus engines have three timing marks:
(F/30) = Front cylinder firing mark, 30° degrees before front
cylinder piston TDC with vertical line in center of hole. See
caution below.
(R/30) = Rear cylinder firing mark, 30° before rear cylinder piston
TDC with dot in center of hole.
(T:F) = Front piston, Top Dead Center with colon (:) in center
of hole.
Most fully electronic ignitions are timed at TDC. Points and other
ignitions with mechanical advance are timed at front cylinder
firing mark. With correct mark centered in timing inspection
hole, ignition at full advance will occur 30° before TDC.
Operating engine with timing too advanced can cause
detonation and damage to engine not covered under warranty.
Additional minor adjustment of timing may be required due
poor quality gasoline, extremely hot climate, etc., but ignition
should occur between 28° and 32° BTDC when fully advanced,
and engine closely monitored for heat build-up. In general,
excessive ignition advance will cause engine to kick back against
the starter during start-up and “buck” when ridden at steady
speed with partial throttle. An advanced condition can also cause
pinging or ignition knock and possible piston damage. These
symptoms may not be noticed if electronic ignition with “soft”
advance curve is used. Excessive ignition retard causes sluggish
performance and severe overheating with possible subsequent
damage to the engine, and must also be avoided. Immediate or
rapid exhaust pipe discoloration is usually a sign of retarded
ignition timing.
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Picture 40 Picture 41
CAUTION
CAUTION