Forum

[Bullet Whisperer]

After the subject came up in another post, I thought it might be worth asking any Electra X owners who have had big end failures, what mileage did your engine reach before the big end went? It would be interesting to see if there is a more or less set mileage where the time is up, or if the mileages are more varied. I have worked on the top ends of a couple with between 15000 and 20000 miles on them and the big ends felt fine at the time and I know one of them has definitely continued clocking up the miles, but that's all I know. So ... how many miles has your Electra X done, if it is still going and / or how many miles did you reach before the big end gave out? Regards, Paul.

[PO51UHD]

Hi Paul. My 07 ElectraX, which I've had from new, has about 8k on the clock and the BE is fine. So's the sprag so maybe I'm lucky...? BTW I have free-flow exhaust and filter, Amal carb and Mine Host's TCI replacement.
Stephen, Cheshire

[Davie Hall]

Like I said in the other thread, my big end was changed at just under 20000 miles. I first noticed it about a 1000 miles earlier when I rolled the throttle of as I changed gear. The noise initially sounded like piston slap. The place that replaced the conrod and crankpin returned the old parts, and on checking the old crankpin I found that the surface hardening was breaking up .

[Adrian]

Paul,



the big end on my 2005 model went at just past 17,000 miles. The crank fitted in ASBO12 failed in its first engine (of similar vintage) around 15,000 miles - it was fitted with a UK big end upon rebuild. Some failed at much lower mileages, and I think Watsonian-Squire replaced a few cranks outside warranty as a goodwill gesture.



A.

[ric]

Mine went @ 8,713 miles

[Davie Hall]

I should have added to my post above that the conrod and the needle rollers were unmarked. The initial rattle took almost 1000 miles to become worse, then in a matter of 50 or so miles it deteriorated rapidly.

[Tim NZ]

They were particularly susceptible to 'issues' associated with badly routed engine breather pipes, and resultant low oil levels.
With the dip in the breather pipe from the top off the oil tank, it would act just like your sink gully trap, and fill with condensate, as internal eng pressure built the clump of gloop in the dip in the breather pipe would get blown into the Catch-can where it would;


A: Aver fill the primary with 'oil' as it drained down through the clutch vent line.


B: have a tsunami of condensate/oil blown into the air filter housing.
C: block the 'catch-can' return drian line back into the motor.


D: fail to expel the water from the oil.




It was not uncommon to see +150cc of water initially drain from the oil tank when servicing.


Worse when the bikes were used for short around town trips. The combination of Low Oil level, and the separated water in the oil being initially pumped through the motor was not good.




Post 2006 the Electra X crankcase deck height was raised to lower compression by .5 point to 'cure' the over advanced timing issues associated with low rpm lugging of the motor.




My 2006 Electra X has now done over 50,000m and has not had a spanner on the motor (other than replacement starter sprags)

[Bullet Whisperer]

No clear 'pattern' so far, then, but a few rather early failures, Ric's at under 9,000 miles being the earliest so far, a couple around the 15,000 - 20,000 mile mark and Tim's hanging in at over 50,000 [kms] - about 32,000 miles. Any more? Regards, Paul.

[Adrian]

I remember my Electra with that factory breather set-up dumping a load of oil and Hellman's out of the air filter box onto my garage floor after a motorway run. When it gets its rebuild I'll be very tempted to set it up with the older style breather out of the crankcase (the alloy stub is there ready to be drilled) and fit the breather/tank filler mod from our hosts with the breather drilling between the crankcase and oil tank plugged.



What sort of breather do you have on yours now, Tim?



A.

[Tim NZ]

50,000m, not Km over 80,000km on the good old girl. Still not using any oil (to speak of) between changes.


Std breather still fitted, but with the pipes rearranged so that there are no dips in any of the runs for condensate to accumulate.


The drain from out of the catch-can to the T/cover has been blocked off, the vent out of the timing cover is now run out the back of the bike, and the smaller vent (drain) from the c/can into the primary now drips onto the rear chain. Primary vent is sealed off.


With a clear breather pipe fitted of the top of the oil tank you can see a trace of Oil mist passes about 4" up the main eng breather vent hose, them settles and runs back into the oil tank, and No oil as such get to the catch can.


(I have the same Post 2003 catch-can breather set up on my '57 Trailblazer)


The only 'issue' I have with the post 2003 Bullet (Not electra) eng breather of the top of the oil tank' is that it indirectly forces fume back through the timing cover side which inhibits oil draining down from the rockers. Post 2004 Bullets can have a 'problem' with oil leaks from the tappet cover door.


Another larger 'vent' hole from the oil tank into the timing side is needed to fix the situation and allow free passage of the draining oil back to the tank.


Getting back to the Electra, it is not helped by the fact that the Factory Wshop manual for the Electra X does not show the correct oil system schematic!