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August 5th, 2004, 05:44 AM   #1
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counterbalancer alignment

Since a rebuild my 01 fe650e has vibrated a lot so I've ripped into it to check the counterbalancer as I believe it may have been incorrectly assembled.

I just pulled the transmission and rocker covers off and removed the camchain. The 01 model unfortunately is the only one that doesn't have marks on crank and auxiliary shaft gears to set the cam timing. After marking the position of these two gears and with the piston at TDC I removed the clutch hub. The auxiliary shaft (which drives the water pump,cam chain and counterbalancer) rotated anticlockwise about 120 degrees until the balance weight was at the bottom. This was with the bike positioned so that the cylinder block was upright. This confirmed my suspicions.

Can somebody confirm the correct position of the balancer? I am assuming that when the piston is at the top the weight should be at the bottom.

I could be wrong but I remember before all the posts got deleted people were saying that the balancer spins at twice crank speed in reverse. I can't see how this is possible, both crank and aux shaft gears are 29 teeth, and the inner aux shaft gear and balancer at both 31 teeth. The aux shaft gear is driven by the crank gear via the clutch hub. As far as I can tell this is all a 1:1 ratio. I can see that the bearing would be spinning twice as fast but not the balancer.

Am I correct?

Adam
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August 5th, 2004, 06:55 AM   #2
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You are correct, counterbalancer and crank are geared 1:1, but spinning opposite directions. Therefore the case bearings will also be spinning the same, 1:1, but the balancer bearings will be twice. Crank spinning is once, and opposite direction balancer is Twice.

Can't help on the alignment, my balancer has been removed.
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August 6th, 2004, 03:22 AM   #3
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Both the counter weight and shaft gear should be marked for alignment purposes with a indent at the relevant point - unfortunately this is only visible when the cases are split & crank is removed.

When installed correctly, with the counter shaft at correct position for tdc the weight should be downwards.

Basically, if you remove the cam chain and then just let the weight drop and shaft spin to rest, you'll also have the counter shaft in pretty much tdc and that should be a reasonably good starting point for re-assembly - plus or minus a few degrees fine tuning depending on the attitude of the engine.

Because there is already a question regarding whether it's timed correctly or not, it may actually be worth the additional work of splitting the cases to make sure the inner timing marks are aligned properly.

HTH
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August 8th, 2004, 03:20 PM   #4
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Originally Posted by Simon
Both the counter weight and shaft gear should be marked for alignment purposes with a indent at the relevant point - unfortunately this is only visible when the cases are split & crank is removed.

When installed correctly, with the counter shaft at correct position for tdc the weight should be downwards.

Basically, if you remove the cam chain and then just let the weight drop and shaft spin to rest, you'll also have the counter shaft in pretty much tdc and that should be a reasonably good starting point for re-assembly - plus or minus a few degrees fine tuning depending on the attitude of the engine.

Because there is already a question regarding whether it's timed correctly or not, it may actually be worth the additional work of splitting the cases to make sure the inner timing marks are aligned properly.

HTH
Simon
Thanks for that Simon. I'm reluctant to split the cases again, but I think my measurements are accurate enough so that I can tell if it's out by one tooth either way.

Adam
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August 9th, 2004, 04:08 AM   #5
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Originally Posted by Simon
Because there is already a question regarding whether it's timed correctly or not, it may actually be worth the additional work of splitting the cases to make sure the inner timing marks are aligned properly.
HTH
Simon
Ah, my mate pointed out that the inside drive gear has less teeth than
the outside gear that is driven by the clutch hub. (29T vs 31T I think)
So it may be difficult to get the cam timing right once the balancer is in
the correct position. Oh well split the cases or slot the camsprocket I
guess. Thanks for the tip.

Adam
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August 27th, 2017, 04:48 AM   #6
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Adam,

A bit of a long shot given the date on your post, but I am experiencing massive vibration issues on my 2002/2003 FE400E after rebuilt. The dots on crankshaft gear and counterbalancer gear were aligned, yet it does not work right.
Did you manage to resolve your problem?
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