Vuka Xr125 Manual

• Vuka Xr 125 Service Manual
• Vuka Xr 125 Specs

The engine and transmission assembly also acts as swing arm. Suspension is provided by two rear shock absorbers.

Spring preload is adjustable for maximum efficiency under all load and road conditions. Rear wheel travel is 80 mm, more than enough to smooth out even the roughest surfaces. The SPORTCITY 250 i.e. Is equipped with 15 inch wheels and large, high profile tubeless tyres (120/70 at the front and 130/80 at the rear).

Rolling diameter is therefore equivalent to that of a 16 inch tyre but the ability to absorb shocks from rough road surfaces is far better, ensuring a superbly smooth ride. In conjunction with the excellent frame, this intelligent choice of tyres gives the SPORTCITY 250 i.e. Excellent stability and the sort of intuitive feel that makes it a piece of cake to ride even for novices. The brakes are another of the strong points of the SPORTCITY 250 i.e. The new system features triple discs for far shorter stopping distances and far greater active safety. Even inexperienced riders will have no trouble in pulling up well ahead of trouble. At 90 km/h the SPORTCITY 250 i.e.

Takes just 2.7 seconds to come to a full stop. The front brakes feature two 260 mm discs and floating calipers with two parallel pistons. The rear disc is a 220 mm unit with single piston caliper.

Engine technology is another major plus point for the SPORTCITY 250 i.e. Its new electronic fuel injected engine is state of the art on the scooter scene. Powerful, flexible, and extremely low on emissions and consumption, this 250 cc single cylinder unit is perfect for the job in hand. Developing 22.5 HP at 8,000 rpm with 21 Nm of torque at 6,250 rpm, the engine delivers standard-setting performance. It also enables the Sportcity to function as a fun to ride sports scooter not only in town centres but on fast urban ring roads too.

And the SPORTCITY 250 i.e. Respects the environment wherever it goes, being one of the few scooters to conform to Euro 3 emission control standards. Finally, miserly fuel consumption and a generous 9 litre tank give the SPORTCITY 250 i.e.

Great autonomy. Engine Horizontal, single cylinder, 4 stroke. Forced liquid cooling with centrifugal pump. 4 valve head with overhead camshaft Fuel Unleaded petrol Bore and stroke 72 x 60 mm Displacement 244,29 cc Compression ratio 11:1 Maximum power 16.5 HP (22.5 kW) at 8,000 rpm Maximum torque 21 Nm at 6,250 rpm Fuel system Electronic fuel injection Ignition Electronic inductive discharge ignition with variable advance Starting Electric Alternator 300 W Lubrication Wet sump.

Forced circulation with mechanical pump Gearbox Automatic torque converter Clutch Automatic centrifugal dry clutch Primary drive V belt Final drive Gearbox Frame Open cradle in high tensile strength steel Front suspension Hydraulic telescopic fork with 35 mm stanchions. Wheel travel 100 mm Rear suspension Engine unit acting as swinging arm. Double hydraulic shock absorber with adjustable preload.

Wheel travel 80 mm Brakes Front: Twin ∅ 260 mm stainless steel discs. Twin piston floating callipers Rear: ∅ 220 mm stainless steel disc Wheels Light alloy Front: 2.75 x 15″ Rear: 3.00 x 15″ Tyres Tubeless. Front: 120 / 70 x 15″ Rear: 130 / 80 x 15″ Dimensions Maximum length: 1,985 mm Maximum width: 880 mm (at mirrors) Wheelbase: 1,360 mm Seat height; 815 mm Dry weight 148 kg Tank capacity 9 litres (reserve 1.5 litres) Colours Excalibur Grey, Shot Grey, Couture Blue, Moka Black Accessories 28 litre top box, 32 litre top box, 35 litre top box, large windshield, sports windshield, leg cover.

Engine ( 1 ) Type: ( 2 ) Piston Displacement: ( 3 ) Bore & Stroke: ( 4 ) Compression Ratio: ( 5 ) Max. Brake Horse Power ( 6 ) Max. Torque: ( 7 ) Air Intake System: ( 8 ) Starting System: ( 9 ) Charging System: (10) Ignition System: (11) Ignition Timing: (12) Spark Plug: (13) Carburetor: (14) Engine Lubrication: (15) Fuel: (16) Transmission Oil: Performance ( 1 ) Max. Speed: ( 2 ) Climbing Ability: ( 3 ) Fuel Consumption: ( 4 ) Min. Turning Radius: ( 5 ) Acceleration: (Standing Start 1/4 mile) (Zero to 60 mph): ( 6 ) Braking Distance: Frame and Suspension (1) Frame: (2) Front Suspension: (3) Rear Suspension: 2-stroke, Dual Cylinders 344.9cc (21.5 cu-inches) 61 mm × 59 mm (2.40 × 2.32 inches) 9.31:1 40 HP/7500 rpm 4.0 kg-m/7000 rpm Rotary disc valve Kick Starter A. Generator Contact breaker gap: 0.3 – 0.4 mm (0.012 – 0.016 inches) Battery (25+1-2) degrees before T.D.C. B-8H, Electrode gap: 0.6 mm (0.024 inches) Type AMAL VM 26 SC Venturi: 26 mm Main Jet No.: 130 Throttle Valve Cut Away: 2.0 Air Jet: 2.0 Adjustment of Needle Jet: 0.6 Pilot Jet: 22.5Pilot Air Screw Position: 2 turns out Needle Position: 3 2 cycle oil Regular Gasoline 1.5 liter (2/5 US gal.) in transmission case SAE No.

10W/30 in all seasons or SAE No. 30 in summer and SAE No. Your Sprintex® Supercharger Installation can only be carried out by an Authorised Sprintex® Approved Supercharger Specialist. No unauthorised service or alteration may be undertaken to the Sprintex Supercharger kit or standard motorcycle Specification. Any modification or alterations from the Sprintex or Harley-Davidson specification shall affect your Warranty.

FUEL SPECIFICATIONS V ROD® Minimum 95RON Premium Unleaded Fuel 3. SUPERCHARGER BELT AND PULLEY Must be inspected at every routine service and the belt replaced when required.

OIL SPECIFICATION (ENGINE ONLY) Harley-Davidson Type Viscosity Harley-Davidson Rating Lowest Ambient Temperature Cold Weather Starts Below 50F (10C) HD Multigrade SAE10W40 HD360 Below 40°F (4°C) Excellent HD Multigrade SAE20W50 HD360 Above 40°F (4°C) Good 5. SPRINTEX V ROD SUPERCHARGER The Sprintex V Rod® Supercharger warranty provides a guarantee against any manufacturing defect during the warranty period, 12 months from the date of purchase or 20,000 Kms, whichever occurs first.

The warranty guarantees the replacement of any parts of the Supercharger Installation which fail as a result of a manufacturing defect in normal operating conditions and excludes circuit racing, speed trials, drag racing and any form of motor sport activities. In addition, any unauthorised alteration to the motorcycles original specification or failure to meet the approved service requirements will affect your warranty. EXCLUSIONS The following items will void your Sprintex Warranty: a. Alteration from standard specification b. Unauthorised Service or repair works c.

Fitting of non Sprintex approved replacement parts d. Use of non standard air filter e. Installation by any non Approved Sprintex Agent. Tightening Torque Incorrect torque applied to a bolt, nut, or screw may lead to serious damage. Tighten fasteners to the specified torque using a good quality torque wrench.

Often, the tightening sequence is followed twice-initial tightening and final tightening with torque wrench. Force Use commonsense during disassembly and assembly, excessive force can cause expensive or hard to repair damage.

When necessary, remove screws that have anon -permanent locking agent applied using an impact driver. Use aplastic-faced mallet whenever tapping is necessary. Gasket, O-ring Hardening, shrinkage, or damage of both gaskets andO-rings after disassembly can reduce sealing performance.

Remove old gaskets and clean the sealing surfaces thoroughly so that no gasket material or other material remains. Install new gaskets and replace used O-ringswhenre-assembling Liquid Gasket, Non-permanent Locking Agent For applications that require Liquid Gasket ora Non-permanent Locking agent, clean the surfaces so that no oil residue remains before applying liquid gasket or Non-permanent locking agent.

Do not apply them excessively. Excessive application can clog oil passages and cause serious damage. Press For items such as bearings or oil seals that must be pressed into place, apply small amount of oil to the contact area. Be sure to maintain proper alignment and use smooth movements when installing. Install the bracket (Stamped 439-P, supplied) to the motorcycle chassis using the 10 x 20mm hex head bolt (supplied) and two of the stock mount bolts in the bottom holes (Figure 3). Remove exhaust system and heat shields from protective packaging and place them on a non-abrasive surface such as a blanket or carpet. Using a non-permanent marker or tape, mark outside edge of each heat shield to show location of mounting clips that the hose clamps will loop through (Figure 4).

Apply a small amount of anti-seize compound to the threads of the stock O2 sensor and install it into the header assembly. NOTE: Be careful not to overtighten or get anti-seize compound on the sensor tip as this could damage or affect the sensor function.

Carefully lay header assembly into the heat shields and loosely install the hose clamps #20 on head pipe heat shields and #24 on collector heat shield (supplied) by feeding the tail end of the clamp into the heat shield clips. Take note of screw head direction (Figure 5), for adjustment purposes they must be accessible when system is installed. NOTE: Do not tighten the clamps at this time.

Using stock dome nuts, carefully install system into exhaust ports. (Assistance may be required). NOTE: Install but do not tighten the exhaust nuts at this time. Remove the muffl er heat shield and baffl e assembly from their protective packaging. Place them on a non-abrasive surface such as a blanket or carpet.

Insert the large hose clamp (#56, supplied) into the clip on the muffl er heat shield. Carefully slide the baffl e assembly (without damaging the fi berglass packing) into the muffl er heat shield and align the holes in the heatshield with those in the baffl e. Secure the baffl e with the 1/4-20 x 1/2″ button head screws (supplied) and tighten the hose clamp. Install the 5/16″ x 1 1/4″ hex head bolt, washers and locknut (supplied) in the muffl er clamp (supplied) and slip the clamp over the end of the baffl e tube. Slide nut plate (supplied) inside the bracket welded to backside of baffl e (Figure 6). Install the muffl er assembly onto the collector, making sure it slides forward enough to align the edge of the bracket welded to the baffl e with the edge of the mounting bracket.

Attach the muffl er assembly to the mounting bracket using the 5/16″ x 5/8″ fl ange head bolts (supplied). Tighten exhaust port nuts evenly on both cylinders. Tighten the muffl er clamp and the 5/16″ fl ange head bolts, securing the muffl er assembly. Insert the O2 sensor plug back into harness and tuck harness back into its original position. Reinstall the cover. Check alignment of heat shields making sure the ends meet squarely to the collector heat shield.

Tighten the hose clamps on all the heat shields when properly aligned. Reinstall right side passenger and rider fl oorboards and tighten the 12mm bolts. Check for adequate clearance between all exhaust system components and motorcycle accessories prone to heat damage. All hardware must be properly tightened and the exhaust pipes thoroughly clean before starting motorcycle. The Rover K-Series engine has now been in production for over 10 years, initially of 1.4 L capacity. Since then 1.1L, 1.6L, 1.8L and 1.8L VVC (Variable Valve Control) have been introduced with an accumulative build of two million engines since 1989. The 1.8L engine is also built under official licence for Lotus and Caterham, and also in the MGF motorsport series.

The K-Series is an attractive buy due to its reduced cost and low weight, which is a necessity for sport cars. This report aims to validate Ricardo ENGDYN software with respect to Rover K-Series 1.8 Litre VVC crankshaft durability. The software will be used to output the behaviour of the crankshaft under as realistic conditions as possible.

Vuka Xr 125 Service Manual

The oil film thickness and bearing load characteristics of the crankshaft through the running range of the engine will be compared to results obtained from in-house software. The torsional and bending vibration output from ENGDYN will then be compared with results obtained from dynamic measurements.

Finally, the crank stress and durability results from ENGDYN will be compared to strain gauge measurements at comparative points on the crankshaft. ENGDYN is a computer program used for analysing the dynamics of the engine, and in particular the crankshaft and its interaction with the cylinder block. In this analysis the software will be used to predict the time-domain response of the 3-dimensional vibration of the crankshaft coupled to the block by way of a non-linear oil film. When this loading and motion has been calculated the software can perform a fast Fourier transform to break down the time-domain response into its corresponding frequencies. This allows the results to be post-processed in the frequency domain.

2 Method of Analysis 2.1 Engine Specifications Configuration: in-line 4 Fuel: Gasoline Cylinder bore: 80 mm Piston stroke: 89.3 mm Swept volume: 1.8L Crankpin Peak Power: 107 KW @ 7000 rpm Peak Torque: 174 N/m @ 4500 rpm Engine running range: 750-7200 rpm 2.2 Component Modelling 2.2.1 Crankshaft To perform the analysis within ENGDYN two crankshaft models were created. These included a complete stiffness representation of the crank (excluding the crank nose hub and the flywheel), and a detailed model of the crank from main bearing 4 to main bearing 5, with mesh density increased around the fillets. ENGDYN can however perform crank analysis of any portion of the crank as long as the model incorporates at least two main journal bearings. Features such as bolt holes and oil drilling were omitted on both models, which were meshed using solid tetrahedral elements Incoming search terms:. Cars and light trucks built for sale in the United States after 1996 are required to be OBD-II compliant.

The European Union adopted (directive 98/69/EC) a similar law in 2001 for gasoline- powered vehicles, and in 2003 for cars with diesel engines. SAE J2012 (Diagnostic Trouble Codes1) defines a set of diagnostic trouble codes (DTCs) where industry uniformity has been achieved. DTCs consist of an alpha character followed by four characters. Estifying on behalf of the Alliance of Automobile Manufacturers, Greg Dana, Vice President for Environmental Affairs stated, “Historically, about 75. percent of vehicle service and repairs are performed in non-dealer shops. The auto industry views these non-dealer shops as their partners in providing service to their mutual customers, the driving public.

Automakers are required by law to provide all information to diagnose and repair engine, transmission, fuel, and emission control systems.”. 2-ton press (must be square to within.010″, ram to table) Inch-lb torque wrench Foot-lb torque wrench T15 TORX® drive socket (for inch-lb torque wrench) 5/32 inch hex drive socket (for inch-lb torque wrench) 5/16 inch hex drive socket (for foot-lb torque wrench) 5/64 inch hex key wrench 1/16 inch hex key wrench 3/8 inch drive hand drill small tap handle (suitable for #8-32 tap) Tapping Fluid Press Fit Lube (non-drip) Loctite® 620 threadlocker and sealant The rider’s safety depends upon the correct installation of this kit. Use the appropriate service manual procedures. If the procedure is not within your capabilities or you do not have the correct tools, have a Harley-Davidson dealer perform the installation. Improper installation of this kit could result in death or serious injury. (00333a) NOTE This instruction sheet references service manual information.

A service manual for your model motorcycle is required for this installation and is available from a Harley-Davidson Dealer. Kit Contents See Figure 21 and Table 3. If replacement parts are needed contact JIMS® at 805-482- 6913 or INSTALLATION 1. Remove and disassemble the engine as necessary to remove the left side engine case. Bearings and seals must be removed from the left case. Refer to the service manual for the disassembly procedures. Use an appropriate solvent to clean the left engine case.

Also clean the bearing sleeve (1) supplied in the kit. Apply Loctite 620 to the smaller inside diameter portion of the left case bearing bore. See Figure 1. Apply Loctite 620 using a cotton swab to the smaller portion of the outside diameter (2) surface of the bearing sleeve (1). Apply a spare amount of non-drip press fit lube (3) to the larger outside diameter of the bearing sleeve. See Figure 2. Fit the bottom locater plate (1) to the to the outside of the case over the bearing bore.

The word “BOTTOM” will be at the bottom of the case when installed at the 6 o’clock position. The Akrapovic Slip-On system is designed for recreational Honda CRF 450 enthusiasts. It delivers an excellent combination of quality, performance, visual enhancement, easy installation and affordability.

The Akrapovic Slip-On is designed for two markets; in the US it is available with an approved spark arrester, and for the EU and other non-US markets it comes with a noise damper. PERFORMANCE Measurements of the Akrapovic SLIP-ON system on the HONDA CRF 450 R (with muffler insert): Power & Torque: Up to 5600 rpm the Akrapovic Slip-On essentially follows the stock power and torque curves. It shows its true colors above that range, where it delivers significant increases to both power and torque. Increased power of 2.8 HP was measured at 6600 rpm.

At the top of the rpm range the Akrapovic curves again follow the stock power and torque curves. CONFIGURATION The system is composed of a flared stainless steel link pipe which is welded to the muffler. It is attached to the stock header assembly with a sleeve joint secured with a metal clamp.

Vuka Xr 125 Specs

The muffler is the offroad design with a titanium outer sleeve, and stainless steel inlet cap, outlet cap and inner perforation. The muffler is attached to the frame using an Akrapovic carbon-fiber clamp.

In the US the system is available with an approved spark arrester, and for the EU and other non-US markets it comes with a standard noise damper. Cartridge bearings with two rows of tapered rollers are used for the non-driving rear wheels of compact and mid-size vehicles. They are usually mounted in “drum-brake hubs”, and sometimes in “disk-brake hub”. Hub bearings, also called “single-flanged bearings”, integrate the hub function in their outer ring, to which the brake rotor and the wheel are directly attached. This solution, which facilitates assembly and increases reliability, is mainly used on the non-driving rear wheels of upper mid-size vehicles.