Radiator
Air Circulation
This
article
and more available in AVA Tips Manual
Problem:
The 1300 has a tendency to run warm
and
the cooling fan often comes on even in cool weather.
Solution:
The decorative plastic insert which
covers
the radiator reduces the air flow to the cooling surface by about 14
percent. By removing the plastic screen and replacing it with a fine
wire screen type, it allows for more air circulation thereby aiding
better cooling.
Fuel Mileage
This
article and more available in AVA Tips Manual
Problem:
Poor fuel mileage.
Solution:
The DFI (direct fuel injection)
system
must be checked and balanced with a special instrument. If your dealer
does not have this special electronic instrument necessary to calibrate
the DFI system, find a dealer who does and have your system checked and
readjusted if necessary.
1300 Overheating
From AVA
Archives
In addition to the solution of reduced
air
circulation as described above,
here is another possible item to check. In addition to first checking
to make sure the usual items are not a problem such as, proper water
level and antifreeze concentration, restricted passages in radiator
cores, faulty thermostat, etc. another problem we have run across
occasionally is to check the impeller inside the water pump housing.
This is not a terribly difficult procedure, and once you are inside
check to make sure the circlip that holds the impeller in place is
intact. On occasion, this circlip may become sprung and not allow the
impeller to move with the water pump shaft and likewise not forcing the
coolant through the system like it should.
More
Overheating checks
By Jerry
Armstrong
From AVA Archives
Another thing to check for overheating problems on the Voyager 1300 is
the bypass valve. Remove the thermostat and check the position and
travel of the bypass valve. This is the valve plug that allows coolant
to flow around, or bypass the radiator. If the coolant by passes the
radiator, it doesn't get cooled. I checked three thermostats. Two were
from my running stable, and one from a basket case I picked up for
parts several years ago. All three showed the bypass valve was not
moving far enough to completely close off the bypass. We all know there
needs to be a bypass when the engine is cold, but my testing showed the
bypass valve to be still open at 95 degrees C. At that temperature, the
upper valve should be fully open and the bypass valve, the lower one,
should be fully closed.
The fix was to insert a
spacer, a 6-32 steel (stainless steel would be best)
nut, between the upper valve and the thermostat housing, which, in
effect displaces the two valve plugs down. This tends to open the upper
valve and close the bypass valve. The upper valve seat is part of the
thermostat, while the lower bypass valve seat is part of the bypass
piping. By displacing the two valve plugs downward, the bypass valve is
closed earlier than it was prior to the fix.
Now my big Voyager runs at the
normal temperature, seldom jumping to the 6th mark when moving, even in
our 100+ temperatures here in West Texas. One test for the fix was a
trip up through teh Texas Panhandle into Northern New Mexico, Arizona,
and Southern Utah while pulling a 500 pound trailer. The only
over-heating problem I had was caused by my failure to operate the
motorcycle properly.
The 1300 is a real workhorse.
However with this kind of load in these type temperatures I've found
how you operate the bike will also help in keeping it cool. I tended to
stay in 5th gear most all the time. While the bike will keep it's speed
in 5th, it must work much harder on the hills than if one down-shifted
to 4th and reduced speed a little. The way I noticed it was due to the
cruise control. Having it set at, say 65 mph, when a hill was
encountered, the control would start dropping speed, due to a loss of
vacuum at the intake. Remember, the intake pressure of fuel injected
engines is considerable less than in carbureted engines. The intake on
a diaphragm provides the force to operate the cruise control unit on
the 1300, maybe 9 degrees of Hg vac. versus 15 degrees Hg. vac. At any
rate, rather than let the control handle the throttle, I just mashed on
it to keep up speed.
Soon after that I noticed the
temperature gauge climbing. At one time it even went into alarm.
Dropping a gear and slowing down brought the engine temperature down to
acceptable. I hound I could even continue to use the cruise control in
4th gear at a reduced speed. Most of my problems occurred on long
steady grades that were only recognized by the cruise controlled speed
dropping off. Of course fuel consumption increases drastically when one
tries to compensate for a loss in speed by opening the throttle more
and more. Dropping a gear will often increase the mileage for any given
speed.
All 1300 riders that have
complained about over-heating, even without pulling a trailer, should
try slowing down or dropping a gear on a long grade. It was surprising
to me that I could increase rpm to maintain speed in the lower gear and
the engine temperature never got high enough to cause me any concern.
Cracked
Rearview Mirrors
This
article
and more available in AVA Tips Manual
Problem:
If you live in an area where the
winters
are severe, you may find that the mirrors will crack. When the mirrors
are exposed to very cold temperatures for a long period of time, the
plastic backing on the glass seems to shrink, putting pressure and
tension on the glass until it breaks.
Solution:
1. Take the mirrors off and place them in the
house
for the winter.
2. Have a glass company cut two new mirrors out of a thicker glass. Use
an undamaged mirror for a cutting pattern. Those owners who have
installed thicker glass have never had another mirror crack due to cold
weather.
1300
Computer Error
From
AVA
Archives
Problem:
It doesn't happen often, but
sometimes the
trip computer on a 1300 can act up after years of trouble free service.
After the ignition switch is turned on, the computer displays "E:EE",
and the mode selector wouldn't do anything at all.
Solution:
Locate a 1A fuse holder by the
rubber
spare key holder under the left side cover, clean the contacts and
re-install to see if that corrected the problem, if not, replace the
fuse. More often that not, the electrical connection at the ends of the
fuse connection simply needed movement or cleaning to create better
contact.
1300
Cam Chain
Tensioner Inspection
From AVA
Archives
By Guido Van Dessel
Voyager 1300 riders should be reminded that
the
chain tensioner, a plastic apparatus, should be examined every time the
valve shims are checked. This is a simple matter after the valve cover
has been removed. The chain tensioner can be seen after the cover
removal. This is something that would be wise to do as several
instances of breakage have been reported by the Belgium contingent of
the AVA.
Throttle
Sensor Adjustment
By Guido
Van
Dessel
From the AVA
Archives
After checking several 1300 Voyagers
I have
come to
the conclusion that the throttle sensor should have a yearly
adjustment. It is not a difficult task. The professional adjustment
requires the use of a Throttle Sensor Position Checker instrument, part
number 57001-1003. Some shops may not have the instrument. One can be
purchased through your dealer.
Radio
Problems
By Bill
Stull
From the AVA
Archives
Problem: Radio sticks on one channel,
until even that channel is lost.
Solution:
The fix consists of tightening a
keeper
nut on the underside, inner side of the radio. Most of the 1300 radio
components are located in the left fairing area. If the radio component
is pulled out using the key, there are four Allen bolts holding the
bottom half of the radio pocket in place. Once those bolts are removed
the radio plug, probably an 8 pin connection, is exposed. Bill says
there is a keeper nut that, when tightened, prevents the Din plug from
working loose. Bill unscrewed the mechanism and cleaned the contacts
before tightening the keeper nut. All was back to normal with his 1300
radio.
Lockable
Glove Box
This
article
and more available in AVA Tips Manual
Problem:
The glove box cover does not have a
lock
on it.
Solution:
Remove the latch from the tool
compartment
under the 1300 trunk. Remove the latch from the glove box compartment.
Install the latch from the glove box into the opening left in the under
the trunk tool compartment. Remove the metal latch plate from the glove
box and file the bolt holes so that the latch can be raised about an
1/8 inch toward the top of the glove box. This is necessary so the key
latch will connect with the metal flange. Install the lock
into the hole of the glove box top. Insert the key and lock the glove
box. If the key will not lock the box, then you will need to file the
latch bolt holes a little bit more in order to raise the latch more
toward the top of the box.
Kickstand/Side
Stand
too Long
This
article
and more available in AVA Tips Manual
Problem:
The length of the side stand is too
long.
Solution:
A 3/4 inch section needs to be
removed
from the center of the side stand. The two pieces then need to be
welded back together. Obviously, make sure your weld is high quality so
the stand doesn't break tipping the bike.
Helmet
Locks
This
article
and more available in AVA Tips Manual
Problem:
The factory
installed locks are in a most inaccessible area.
Solution:
Relocate the locks to the bottom of
the
trunk by removing the rubber feet on the back portion of the trunk. By
using a slightly longer bolt, the locks can be attached through these
holes.
1300
Voyager Computer
Memory
This article and
more
available in AVA Tips Manual
How to set the trip
computer on the Voyager 1300 for fuel consumption at start, and when
adding fuel:
1. Start out with a
full
tank of gas. Turn the ignition key on. The fuel gauge display on the
memory console will light all the bars, showing a full tank of gas.
Next, move the cursor to the "Total Fuel Consumed" mode on the computer
display. It will show 6.6 gallons in this mode. Push the fuel button
once and hold it down until the reading shows 0.0 (zero). Then the
total fuel consumed will show in increments of 0.2 until the 6.6
gallons is consumed.
2. ADDING FUEL DURING
A
TRIP: To add, for example, one gallon of fuel, you move the cursor to
the "Fuel Add" mode. NOTE: Everytime the fuel button is pushed, 0.2
gallons is added to the display. Push the fuel button until 1.0 gallon
total shows. Move the cursor to the "Total Fuel Consumed" mode, and the
added amount is automatically entered into the computer memory. The
"Fuel Add" mode will only accept up to 2.0 gallons at one time. To add
more than 2.0 gallons, the cursor will have to be rotated around to the
"Fuel Add" mode again and the remaining amount added.
Checking
Battery Drain
This
article
and more available in AVA Tips Manual
Problem:
The battery
goes dead after sitting a short time.
Solution:
With an OHM meter check the drain on
the
battery. There should be approximately a drain of about 26 milliamps.
If the drain is more than 26 milliamps, there might be an electrical
problem somewhere. The Voyagers 1200 and 1300, do drain the battery
while not being run to power the memories of various items, it is best
for the longevity of the battery, and for quick starts, to always use a
"Battery Tender ®", "Battery Minder ®", or similar device to keep your
battery fully charged (and not overcharged) while the bike is not being
run.
Poor
Fuel
Mileage
(Other
Items
to Check)
Problem:
Poor Fuel Mileage.
Solution:
First, check the obvious. Air
cleaner,
spark plugs, valve clearance, etc. Next, check the throttle position
sensor. It has to be tested for electrical output. Even if the test
says the unit is fine, it sometimes will still be the culprit. Try a
new unit to see if it makes any difference. If mileage increases, the
old throttle position sensor is the culprit.
Charging
System Check
This
article
and more available in AVA Tips Manual
Problem:
The lights seem dim and the battery
goes
dead.
Solution:
Start with the battery. The surest
way to
determine if there is current available from the charging system to
charge the battery is with an amperage test right at the battery. With
the engine running, put your amp meter in series with the battery
(positive lead to negative battery terminal, negative lead to negative
battery cable). CAUTION: DO NOT operate
the starter motor with your meter connected this way or you will burn
out your meter or other electronics.
At idle, the
meter will indicate a negative (discharge) current flow even with a
good charging system. As you raise the engine RPM, the meter needle
should move in the positive direction. Most of our vehicles will pass
the zero amp (break even) point and begin putting positive (charging)
amperage into the battery somewhere between 1500-2500 RPM. Keep in mind
that all add-on electrical accessories use current when ON and will
change the break even RPM.
If the charging rate rises to
at least 1 positive amp by 3000-4000 RPM with all normal systems (such
as headlight) running, there is probably nothing wrong with the
charging system.
If there is no charging
current, check the voltage output from the alternator. With the
alternator leads connected, probe the connectors of any two alternator
wires and you should get 11-114VAC depending on the model.
If there is no charging
current at the battery and the in-circuit alternator voltage is good,
the problem is most likely in the regulator/rectifier or it's wiring.
You can check total charging
system output with an amperage test (amp meter is series) at the
red/white wire coming out of the regulator/rectifier. The total
amperage will vary depending on the load provided by the electrical
systems on the vehicle and the condition of the battery.
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