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Further to the debate about whether bikes are fired up on the production line ...
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... I've just read an article from Cycle World in 1994.
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I must have missed the original thread [1] but IME, the Italians only
run the bikes at the end of the fitting process. The engines are built
up first (one person [2] per unit) and once assembled they are
spun up for compression testing. Any units which fail at this point
are examined and fixed before testing again.
The bike is then assembled fully before being run on a dyno at
the end of the line to check for full power across the range. Any
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So they build it, then immediately redline it?
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Yes. It is run through the rev range (like any dyno run)
to get a true reading of power, and this defines whether
or not it's a good 'un. IIRC, each bike is run for 5km
on the dyno. They may have some kind of mini-run
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And if it runs the whole way it goes back to the start of the line.
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That surprises me, although there's no reason it should.
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in schedule, but it is still taken to the red line on
each bike, and I've stood there and watched them
do it.
At the factory there is usually a little group of bikes
at the end of the production line, I think there were
about 5 last time I was there [1], which have failed
the final inspection. This can be anything from a
duff engine to non-working lights. These get fixed
and then go through final test again.
[1] March this year
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duff ones are sent to the Germans.
[1] are you pulling legs again, SD?
[2] actually, most are assembled by women due to their
better ability to handle the small components - this is a
long story tied in with the closure of the La Perla lacy
underwear factory in town and the gubmint forcing Ducati
to take on all the (women) workers. They found that their
skills with the intricate lacework transferred perfectly to
the engine assembly, and this remains today. [3]
[3] this is probably more interesting than the rest of this post
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apparently:
A GL1500 takes 2.5 hours to build, about the same as a Civic.
There are 34 processes, timed at 5 minutes each.
Each bike has around 2000 parts, the same as an Accord.
Job #1 is fitting the wiring loom to the frame, then engine, tank,
cooling sytem, swing-arm.
Then it's front end, air box, clutch and brake systems.
Then bodywork. Back to front. Fairing last.
Then it's ridden off the line under its own power.
Then the stereo goes on, as does the windshield.
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At 2am in the morning!
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I suppose it's better than 2am in the afternoon.
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Are you an insomniac?
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Six forty-four? Have you got a paper round, or something?
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That's when I usually get the bus in the morning.
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Now _there_'s a new euphemism!
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One needs to get up early to read the drivel before anyone else...
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I think you'll find plenty of the regular posters have problems with
sleeping.
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Having tried to remove from some bikes you
get the distinct impression that the manufacturing process goes something
like...
1. Start with
2. Build the rest of the m/c around said component to make it as difficult
as possible to remove.
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BMW K series air filters
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I don't recall it being *that* hard: fairing inner off, wiggle hand
into dim recesses to release clips, tug airbox cover up a bit, wiggle
and tease old filter out, then assembly is the reverse of disassembly.
Very fiddly, yes, but compared to other jobs on other bikes, not
*that* bad.
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The item that comes to mind for me would be the battery from a Suzuki
Intruder but I'm sure there are many more...
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If you'd owned a GL1500, you'd know of about a dozen more already.
Brake pipe from pedal to front left caliper is a goody, as is brake
pipe to rear caliper.
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