Exchange oil and filter after 300km.
Plenty of swarf at the magnetic screw. :rolleyes1:
Attachment 8280
Clean screw:
Attachment 8281
Printable View
Exchange oil and filter after 300km.
Plenty of swarf at the magnetic screw. :rolleyes1:
Attachment 8280
Clean screw:
Attachment 8281
Dear SammyDV,
Well, that's one helluva first post!! We love useful, informative posts! Welcome to MCM.
Are you saying you bought a legally imported, Chinese-made BJ600GS in California? I'm sure I'm not the only one who will want to hear more about this.
--Price?
--Warranty terms?
--Service arrangements?
--Who's running the distribution network or is it on online vapor operation?
--Is the bike branded Benelli or Qianjiang or both?
--Where are you based and how were those first 300 clicks?
--Oh, is the odometer metered in KM or miles??
Would love to see pix of this bike in the wild in California (my home state). :popcorn:
Hope this is the start of a long thread and you'll regale us with more "lessons" and other feedback about the Qianjiang QJ600GS, er, Benelli BJ600GS.
cheers!
OK, well I take it all back, or some of it. Still keen to see pix, and hear more about your experience. There is a lot of interest in this bike, and some skepticism.
Where in China is the bike, if I may ask? And how is it that you are in California if the bike is here?
cheers!
Magnetic drain plug on my bike (which does not have proper replaceable oil filter, only centrifugal one) after second oil change at 1000 km.
And I'm not worried one bit about it.
After second and third oil change, it would be a reason for worrying, but now - no.
Attachment 8282
Swarf from your bike is very similar to the BJ, but much less in quantity.
Most likely (and hopefully :rolleyes1:) the swarf is from the gear box. Anyway, on most bikes, gear box and engine are lubricated from the same oil reservoir. Swarf from the gear box could reach the engine.
Besides, that high amount of swarf could indicate that the gear box is made in China, not in Italy.
Don't worry - there oil filter your bike. Swarf will be kept away from oil passages and bearings.
Yes, you are right. My concern is, however, more related to Quality in general.
That amount of swarf in the 80's would not be a big deal, but it is 2012 and cars (e.g. Porsche) have inspection intervals of 20Tkm...
I expected better from an Italian-made engine, but as questioned before, maybe the gear box is of Chinese production?
Surely these engines and trannies are made in China, not Italy. Who developed this engine?
I think I just read yesterday in that long Russian review of the CFMoto 650NK that its engine was developed by AVL of Austria, the same outfit that developed the 600cc thumper in our Jialing JH600s. The Jialing thumper is certainly made in China, and AVL have a big design house in Shanghai. I'll bet that's where the CFMoto engine was developed, if the story is true, and surely the CFMoto twin is made in China.
As for Benelli/Qianjiang, with Qianjiang acquiring Benelli, presumably to obtain their technology and brand and market share, it would make little sense for the company to design and manufacture key components in Italy, especially if the bike is a new model. If it's a longstanding model, that's a different story. Anyone know with any assurance that this is NOT a Chinese-made engine and transmission?
Thanks!
Jeff
No assurance, but dealer said so (engine Italy made) and there were rumors that Benelli under Italian ownership was developing a 4-cyl-engine. Still the kinship with the Yamaha R6 engine is confusing.
(http://hellforleathermagazine.com/20...e-coming-soon/)
The dealer in Xi'an told me that 60% of the engine parts were imported from italy. Not that i trust him to have a clue about the bike...
Where?
Chips in the initial stage of running in an engine has little to do with above.
It basically comes from the gears, and all those wheels and grooves need to settle and fit to each other.
It is pretty normal to see pieces the size of a top of a fingernail at the first oil-change.
You should start to worry if it still happens after 10k km.
I give it a fair change that the design of the engine was subcontracted.
Benelli's of the last decades were 3 cylinders in larger capacities, and I don't think any of those could have been on the basis of the 4 cylinder, medium capacity engine.
Benelli should however also be perfectly able to do the design "in-house".
What are the wearing in disclosures on the bike? That tells you something, maybe?
I would not get to upset over it, just be considerate to wearing it in, its all new metal and it has to cure.
Quality in general is on the wane in all products, they are all cutting cost and supplies are mixed. Many brand name companies rotate employees they are all chasing higher salaries, management or control of the process can get complacent and the results are decreases in quality and they then sell brand names with high quality reputations and what they are selling is not what it used to be.
Enjoy the bike and keep track of it, it is not worth the stress unless it starts to act up. Its new and you are running it in, it not about testing performance yet, that something to savor in the second season.
I would not compare car quality with motorcycle quality and relative advancements in quality. They are not the same. The cars actually have within the last few years, not really getting better they are actually getting cheaper made, the industry got hit with the global recession and in that cheap parts and supplies appear and so do higher prices.
If the bike become poor performing or has part failures tell everyone, put the scarf of metal are not that unusual for new and more could be that you are hitting on it to hard too soon, check yourself on that.
750km: One screw and its bolt at the sprocket (back wheel) slip.
I guess the bolt is broken. Wheel will be dismantled soon, will do some photos and post them.
Material quality problem or quality control problem? Not a good sign in either case...
It's in one of the 650NK threads, posted by Zorge in a conversation with Steve_Halt as I recall. Shouldn't be too hard to find.
Cheers!
Once again, "At the helm" article - http://www.zr.ru/content/articles/46..._cfmoto_650nk/
Wheel was dismantled and sprocket detached today. The bolt is secured by two nuts (front and back of the sprocket). Problem was part of the bolt's winding was filled with hard glue and "dirt". This produced enough resistance and even with an impact wrench the screw stopped a few turns too early.
Seems to be that at the factory the glue was added but hardened already before the screw was attached. Hence a Quality Control issue...
Below some photos of the socket and wheel.
Attachment 8463
Attachment 8464
Attachment 8465
What you are talking about is called the Cush-drive.
The heads of the allen-bolts fit exactly in the rubbers of the cush-drive, allowing for some shock absorption.
Consequently, these bolts only face shear-forces, no pushing or pulling.
The fact that the nut was not up to spec is not good, but could have caused very little damage.
Perhaps that offers some peace of mind :mwink:
Did you check the state of these five pieces of rubber?
No hidden cracks or deformation?
That does not look like a very robust cush drive. The casting of the spokes on the rims looks very thin as well. Not that both of these things aren't good designs, I just feel that it requires top notch materials for either design to perform well. Time will tell.
Cheers!
ChinaV
I wouldn't get so upset just because someone in the factory mistakenly gave the loctite 243 a bit too long to dry before they attached a bolt. I mean they are a actually using Loctite! :lol8:
:lol8::lol8: Sweet
Besides that they also hold the sprocket in place.
Several designs are used in the industry, see attached drawing. Here a slipping screw could have been because of a broken bolt (#13).
Attachment 8467
If the design is known better analysis could be possible before dismantling. X-ray eyes would be helpful too. Hindsight is 20/20.
No, they don't.
The sprocket carrier is loose from the wheel.
If you take the wheel out, you can lift the sprocket carrier (only need to overcome some friction of the bolts in the rubber).
The whole assembly is held together by the axle, the swingarm and spacers on each side of the wheel / carrier.