Just got back from the first service of my AVL 500 and I picked up a few things that may be of interest/comment. The RE India service manager was at the shop, so this is pretty authentic.
1. The AVL engine is supposed to take only 1.6 litres of oil,,,even with a new filter,,,the 2.25 litres mentioned in the manual is for the iron engine. No wonder people here had overfilling issues when they went by the book. And the two oil pumps working in tandem in the AVL engines create a lot of pressure and when there is too much oil in the bike, it is not able to hold it inside the engine.
2. If the clutch cable breaks on the road, changing it has become complicated by a recent change in the gearbox. To change the cable, and get access to the gearbox end to do so, the oil in the gearbox has to come out, because the cover has to come off. So this oil needs to be stored, cable change done, and then the oil has to be refilled - and that via an inlet hole placed on the side, and not on top of the gearbox. Which means that a paper funnel has to be made to ease the oil from the inlet hole at the side.
3. When the 1.6 l engine oil is refilled, 1.2 litre is added to the hole that takes the dipstick. The balance is added to the tappet access cutout, again by a funnel that allows this to be done from the side.
4. If the engine oil is drained while it is hot, just two drain bolts need to be opened - one under the oil tank, and the other under the flywheel chamber. Opening the third bolt is not required.
5. Other than the oil filter change work, the AVL engine does not need much other adjustment to be done to it. Tappet pushrod clearances, after the first service adjustments, are also required very infrequently. One of the items that needs attention is the chain in the clutch assy on the left, this tends to get loose and starts messing up with power transmission, and needs attendance to keep it at the specified slack.
6. While aftermarket pipes are a way to change to exhaust note, these tend to make it hard rather than the mellow note of the iron engine. And the secret to getting the best note from the iron engine is by working on the gap in the points. The crew at the shop said that in a standard 350, that is the secret of getting the note right, more than anything else. The pipe plays a part of course, but the points allow for the note to be tweaked to be just right. Does this make sense? I cannot figure out why very clearly, but do think that it sounds ok,,,the RE techs were very sure of what they were saying, btw.
Food for thought,,,,if I remember more, I will post that as I do.
Also, just watched a great bike movie for the first time,,,The worlds fastest Indian,,,based on the true story of Bert Munro, and his Indian motorcycle. Those who have not seen this one, should make it a point to, it is a very entertaining movie, even for other than classic bike fans.