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• Check for engine vacuum, make sure manifold is open and clear of carbon build up. • Use a vacuum gauge to check the vacuum at the booster, do not guess. • Check vacuum hoses for soft spots, deterioration or collapse (replace hose if in doubt.) • Check brake pedal for binding. • Check the condition of the foundation brakes, drums, linings, and brake shoes for binding. • Check for air in Hydraulic System. • Check for any line restrictions. PEDAL KICKBACK • Check for dirt or foreign matter in Hydraulic System. • Before replacing the booster, remove the master cylinder to clean any dirt out. Also; Clean out the rest of the Hydraulic System. BRAKE WILL NOT RELEASE • Be sure a brake booster with residual check valve is not used with master cylinder with check valve. • On remote mountd boosters, disconnect the line between the master cylinder and the brake booster. • If the brakes release, the trouble is in the master cylinder (possibly the brake pedal is binding.) • If brakes do not release, disconnect the line from the booster to the wheel cylinders. • If the brakes release, the problem will be in the booster. • If brakes still do not release, the problem is in foundation brakes. • If brakes will not release on firewall mounted brake booster, disconnect the hydraulic line to the wheels. • If brakes release, the problem is in the booster or master cylinder (be sure the brake pedal is not binding.) LOW BRAKE PEDAL • Make sure master cylinder reservoir is full. • Check for air in the hydraulic system. • Make sure there are no leaks in the wheel cylinders, lines or fittings. • Check the foundation brakes for proper adjustment, cracked or over-sized drums. SPECIAL NOTES: Common Causes of Booster Failure
9. Brake Booster A: REMOVAL 1) Remove or disconnect the following parts at engine compartment. (1) Disconnect the connector for brake fluid level indicator. (2) Remove the brake pipes from master cylinder. (3) Remove the master cylinder installing nuts. (4) Disconnect the vacuum hose from brake booster. 2) Remove the following parts from pedal bracket. (1) Snap pin and clevis pin (2) Four brake booster installing nuts • Use care when placing the brake booster on floor. • Do not change the push rod length. If it has been changed, reset the projected length “L” to standard length. Standard L 10.05 mm (0.40 in) L BR-00074 (1) CAUTION: If external force is applied from above when the brake booster is placed in this position, the resin portion as indicated by “P”, may be damaged. (1) (2) P (3) BR-00075 (4) (1) Force BR-00073 (1) (2) (3) (4) B: INSTALLATION Nuts Clevis pin Snap pin Operating rod 1) Adjust the operating rod of brake booster. 3) Remove the brake booster while shunning brake pipes. Standard L 144.6 mm (5.69 in) If it is not within specified value, adjust it by adjusting the brake booster operating rod. NOTE: • Be careful not to drop the brake booster. The brake booster should be discarded if it has been dropped. • Use special care when handling the operating rod. If excessive force is applied to the operating rod, sufficient to cause a change in the angle in excess of ±3°, it may result in damage to the power piston cylinder. BR-38 L BR-00076 BRAKE BOOSTER BRAKE 2) Mount the brake booster in position. 3) Connect the operating rod to brake pedal with clevis pin and snap pin. CAUTION: Be careful not to rotate the stop light switch. Stop light switch clearance: A 0.3 mm (0.012 in) (1) A BR-00079
Sydney Aged Care Financial Advisers (SACFA) is one of the most leading names in providing aged care financial services and we have an expert and knowledgeable Financial Specialists who have some special financial skills to explain you about aged care financial planning and different aged care financial plans.
The Helmsley Park Lane Hotel 36 Central Park South New York, New York 10019 Website: www.helmsleyparklane.com To make Reservations please contact Helmsley Central Reservations: (800) 221-4982 - All Agents Or the main number: 212 371 4000 and ask to be directed to reservations. Ask your agent the “Hunter College” rate. Hunter special Rates are available for Deluxe City View (1 bed) & Executive City View (1 bed). More other types of rooms are available! If you need more details, please contact Amal MacDonald, E-mail: firstname.lastname@example.org Location: The hotel is located on Central Park South (59th Street), nestled between 5th Avenue and 6th Avenue, where the Eastside meets the Westside in one of New York’s most prestigious neighborhood. Immediately adjacent to the southern boundary of Central Park, which creates our beautiful garden entrance, the view from the hotel is peaceful and serene, with horse-drawn hansom cabs weaving their way to and fro for a truly unique and exiting “only in New York” experience. A few steps to the east of the hotel is the Bergdorf Goodman Department store, which still caters to the “carriage trade”, F.A.O. Schwartz, which remains the store to enchant children (and adults) of all ages and the flagship Apple store. West of the hotel entrance is the new Time Warner Center, with upscale shopping and fine dining.
Splash guard to be used with standard workhead mounted on linear roller bearings Sine bar attachment direct ﬁne angular setting by using gauge blocks when grinding chucked workpieces with inside or outside tapers KEL-UNIVERSAL for grinding jobs in tool and die maker shops, for the grinding of small batches of components or of prototype pieces, for maintenance jobs, laboratories or special machine building facilities. Machine base with high static and dynamic rigidity. Optimal bracing Generously dimensioned and precision scraped V- and ﬂat guideways guarantee a long lifetime of quality Three point set-up, no special foundation required Workhead with its preloaded highprecision roller bearings is designed for a working capacity of up to max. 130 kg between centres or of up to 160 Nm for components taken-up in chucks. Standard working accuracy Roundness for chucked work: Delta R<0.5 µm according to B.S. 3730. Increased working accuracy Delta R<0.2 µm according to B.S. 3730. Accessoires: Lever-operated clamping attachment power chuck KEL-UNIVERSAL Tailstock with preloaded sleeve Sleeve located in preloaded ball bearings Morse taper MT4 retraction of sleeve 30 mm.
The new G-H series of grinding machines for gears, shafts, worms, rotors and screws. One universal solution adapted to your specific application – now for workpieces up to 500 mm in diameter Based on the widely acclaimed S 375 G, the new G-H series presents numerous enhanced features and extends the traditional series to include new model versions. Although Samputensili grinding machines are based on a modular design concept, we craft each and every machine with a wide range of options to suit your individual needs, guaranteeing you the efﬁcient manufacturing of top quality parts. This modular, extremely versatile and universal series is ideally suited to single pass creep feed proﬁle grinding of external spur and helical gears, crown gears, shafts, worms, rotors and screw threads. Optionally it is also possible to grind spur or helical internal gears. Owners of a GT version also add generating grinding to their process capabilities. We offer you an ad hoc solution for any of the above applications so that your machine is constructed with the right options for you. All machines are then supported by special software packages, translating our know how into your manufacturing success.
*Free Shipping Offer applies to products stamped with the icon (shown above) throughout this catalog shipped by UPS Ground in the 48 continental United States. Offer expires June 14, 2012. “Ain’t noth’n ever been got that ain’t been went out after.” — Jack Terwilliger (1914-2005) Gasoline with a 15% blend of ethanol could be hitting the streets this summer and mistakenly used to fuel landscaping equipment and older vehicle models. We know people will misfuel. This is a train wreck. “ — Kris Kiser, CEO and President of the Outdoor Power Equipment Institute Ethanol — The Scourge of Small Engines. With increasing frequency, ethanol in today’s street gasoline fouls carburetors and degrades fuel systems in portable gas-powered tools, making them difficult, if not impossible, to start. Ethanol actually acts as a solvent, freeing up the gunk in fuel tanks and engines, clogging carburetors and fuel lines. The size of a small engine exaggerates this effect, as smaller fuel lines and smaller components are more quickly compromised by these deposits. ” COMMERCIAL GRADE POWER EQUIPMENT HAS EVOLVED. Featuring Tanaka’s New Purefire technology for lower fuel consumption — increasingly important in these times of rising fuel prices. All of the models below are rated to 300 hour Emissions Durability Period for long service life. Finally, all units are covered by Tanaka’s industry-leading 7-year consumer, 2-year commercial and 1-year rental warranty! Tanaka 32cc TCS3301 Arborist Chainsaw with 12" & 14" Bar and Chain Dear friends, an business, you run across Every now and then in for d…to be a real pioneer opportunity to truly lea gers on 3 years ago, with our fin something very special. ustry, we or Power Equipment ind the pulse of the Outdo ecedented and emerging were alerted to an unpr around t the growing concerns oblem…what to do abou d the pr sing ethanol content, an gas with its ever-increa pump transform that would ultimately new EPA regulations ow it.
This manual contains an introductory description on the SUZUKI GSX1300R and procedures for its inspection/ service and overhaul of its main components. Other information considered as generally known is not included. Read the GENERAL INFORMATION section to familiarize yourself with the motorcycle and its maintenance. Use this section as well as other sections to use as a guide for proper inspection and service. This manual will help you know the motorcycle better so that you can assure your customers of fast and reliable service. * This manual has been prepared on the basis of the latest specifications at the time of publication. If modifications have been made since then, differences may exist between the content of this manual and the actual motorcycle. * Illustrations in this manual are used to show the basic principles of operation and work procedures. They may not represent the actual motorcycle exactly in detail. * This manual is written for persons who have enough knowledge, skills and tools, including special tools, for servicing SUZUKI motorcycles. If you do not have the proper knowledge and tools, ask your authorized SUZUKI motorcycle dealer to help you.
November 2012 Hayabusa Cam Timing instruction sheetVernier pulley equipped Engines only 1. Set engine to TDC 2. Remove timing chain tensioner and the top chain guide. 3. It is advisable to rotate the crank slightly in the reverse direction to drop the pistons down the bores to allow plenty of clearance for the valves when first installing the cams 4. Fit the Inlet cam first, ensuring the scribed mark on the vernier pulley (if pre-set by SBD) is parallel with the top of the head-it is necessary to apply assembly lube to the cam lobes and bearing journals. 5. Next fit the cam carrier and torque down to the correct setting-note tighten each bolt a little at a time to equalise the pressure over the cam and carrier. 6. Fit the exhaust cam, with the cam sprocket attached it is necessary to hook the sprocket under the chain first, then lay it into the cam journals whilst ensuring the bearing race on the front of the cam locates into the securing clip-it is necessary to apply assembly lube to the cam lobes and bearing journals. 7. Next fit the cam carrier and torque down to the correct setting-note tighten each bolt a little at a time to equalise the pressure over the cam and carrier. 8. Again align the setting marks on the camshaft, if necessary the chain can be lifted above the sprocket slightly allowing the cam to be positioned correctly. 9. With both tensioners removed it is possible to slowly rotate the crank forwards by lifting the chain up slightly on the cam pulleys- the chain will just about pass over the top. 10. Once the crank is positioned at TDC with the cams aligned correctly it is time re-fit the cam chain tensioner. It is necessary to retract the ratcheted leg of the tensioner to, on most models this is done by simply lifting the ratchet and pushing the leg back but on some models a special tool is required.
The future climate change results assessed in this chapter are based on a hierarchy of models, ranging from AtmosphereOcean General Circulation Models (AOGCMs) and Earth System Models of Intermediate Complexity (EMICs) to Simple Climate Models (SCMs). These models are forced with concentrations of greenhouse gases and other constituents derived from various emissions scenarios ranging from nonmitigation scenarios to idealised long-term scenarios. In general, we assess non-mitigated projections of future climate change at scales from global to hundreds of kilometres. Further assessments of regional and local climate changes are provided in Chapter 11. Due to an unprecedented, joint effort by many modelling groups worldwide, climate change projections are now based on multi-model means, differences between models can be assessed quantitatively and in some instances, estimates of the probability of change of important climate system parameters complement expert judgement. New results corroborate those given in the Third Assessment Report (TAR). Continued greenhouse gas emissions at or above current rates will cause further warming and induce many changes in the global climate system during the 21st century that would very likely be larger than those observed during the 20th century. Mean Temperature All models assessed here, for all the non-mitigation scenarios considered, project increases in global mean surface air temperature (SAT) continuing over the 21st century, driven mainly by increases in anthropogenic greenhouse gas concentrations, with the warming proportional to the associated radiative forcing. There is close agreement of globally averaged SAT multi-model mean warming for the early 21st century for concentrations derived from the three non-mitigated IPCC Special Report on Emission Scenarios (SRES: B1, A1B and A2) scenarios (including only anthropogenic forcing) run by the AOGCMs (warming averaged for 2011 to 2030 compared to 1980 to 1999 is between +0.64°C and +0.69°C, with a range of only 0.05°C). Thus, this warming rate is affected little by different scenario assumptions or different model sensitivities, and is consistent with that observed for the past few decades (see Chapter 3).