Tech Facts & Folklore
With well over 10 million combined miles logged on the Super X, the issues, facts, folklore, etc…are pretty well known.
There are also some differing opinions on these, which is expected in a free-market, manufactured product. Keep in mind that not all motorcycles are
going to exhibit the exact same issues of the next one, much like an automobile or any other piece of electrical or mechanical piece of equipment.
There are so many factors, from the original casting and machining of the part, tolerances, heat treatment, environmental factors, rider characteristics,
etc…that it is difficult to precisely compare. However, in light of all this, there are some technical items on the Super X that need more vigilant attention,
otherwise consider it as another routine mechanical product, that will bring you moments of frustration and joy.
Here are some of the items you will want to consider:
*** Transmission ***
This is the one item that over time has probably garnered the most heated
discussions--without a confirmed OEM resolution. There have been some transmission lockups
(gears lockup) reported while riding, causing the gearbox and subsequently the
rear wheel to lockup, which is not a desired outcome. Motorcycling already has it's inherent risks, and one needs to
assess their added risk tolerance, riding style, etc. Bottom line, if you're riding frequently you'll want to investigate this more.
The Super X transmission was sourced from an OEM transmission manufacturer and
is well proven in those motorcycle applications. Applied to the Super X,
being an American heavyweight motorcycle with a torque oriented engine, this can
sometimes put more of a strain on the transmission configuration. In all
the factory rigorous testing, we had no failures. Possibly something was
changed as the bike was transitioned from prototype into final tooling and
production assembly. We did have a couple field failures from customers
while the factory was operating, and the factory engineers and designers had
some solid concepts on what the new engineering/production configuration should
be, and also a possible retrofit for those bikes already built. With the
factory ceasing normal production activities, there was not adequate testing
time to prove out the engineering analysis.
In addition, there are various field service technicians and backyard and
professional mechanics/riders that have created subsequent field service procedures
modifying the gearbox assembly and lubrication. Without thorough engineering testing under all
conditions, it is difficult to present only one workable solution, hence there are several
service procedures with different viewpoints.
Analyzed at the factory, the primary cause of the known failures was due to
premature wear most likely caused by inadequate lubrication. Being a
uni-construction power plant, the engine and transmission utilize the same oil
lubricant, so one must be diligent on the frequent changing of oil and the
proper viscosity and oil type (recommended synthetic after engine breakin).
Universally--and in the direction of the factory--the consistent theme in all field repair solutions, is to improve the oiling
situation while also lessening the likelihood of a gear sliding on the shaft
by replacing the original factory retaining clip.
This topic will be explored more as time progresses and the various current
field repairs compared.
*** Rear Wheel Bearings & Hub ***
The factory final belt drive tension specifications were set too tight causing undue stress to the powertrain, including the front motor mounts and the rear wheel hub--increasing the likelihood of early bearing failure and/or hub wear. If you ever checked your belt tension without a rider astride versus with a rider, you will note the belt tightens with the motorcycle suspension travel. Therefore, you will want to set your belt looser than the factory specifications, and ensure the alignment is proper in the center of the sprockets to minimize the "squeaky belt" sound. Field service repairs often include new wheel bearings along with the hub being machined oversized or sleeved.
*** Air Cleaner/Throttle Body Bracket ***
The air cleaner and throttle body are primarily supported by a bracket between the motor and air cleaner/throttle assembly. Due--in part--to a factory installation procedure, vibrations while operating the motorcycle may break the factory installed bracket, causing the assembly to be unsupported except where the throttle body is bolted to the heads--which can cause the seals to leak creating a lean mixture for the engine. Classic example of "where a stitch in time, saves nine."
An early factory installation procedure had pre-stressed the bracket incorrectly, and the procedure was later changed in real-time on the assembly line. Several field service methods are deployed, each claiming success. One method is to relieve the pre-stress on the factory installation by loosening the two throttle body bracket bolts (not the bolts connected to the heads), and then retightening the bolts--this relieves the pre-stress. Another solution is to install a stronger/heavy duty bracket and there are aftermarket brackets available. Several owners have crafted their own brackets too. As an option, there are also complete aftermarket air cleaner assemblies which will include a heavier duty bracket.
*** Oil & Lubrication & Cooling ***
Cooling: Inherent in the factory design of an air-cooled engine is how to manage the heat generated. For a brief period while in the design stage of the engine we considered a water-cooled engine, however we opted to stay with the traditional air/oil-cooled engines that dominated the American motorcycle market. There was some design debate on whether or not to initially include an oil-cooler, and it would be fair to state a factory installed oil-cooler should have been standard equipment (Founder comment). If you do not have an oil-cooler installed, it is recommended as the motor is primarily cooled by passing air on the outside, and by the oil galleries on the inside of the motor. There is a factory retro kit and also aftermarket coolers available.
Oil Type: The same oil also provides the lubrication for the engine and the transmission, hence it may have the ability to breakdown either from heat, combustion, and sheer friction. Correctly timed oil changes are recommended, and most riders opt for 2000-3000 miles between changes. There are aftermarket oil filters that cross reference. For many of the reasons stated above, the improved characteristics of synthetic oil are also recommended for use, provided it is done so after breaking in the engine (2000-4000 miles).
Oil Check Procedure: This is an interesting one and is necessary due to the internal oil galleries, pockets, and combined engine/transmission. You will want to check the oil ONLY after standing the bike vertical (not on kickstand) and running a warm engine at approx. 2500-3000 RPM for 15-30 seconds MAX, then shut off engine while motorcycle is vertical. This allows all the pickup tubes and galleries to find their correct natural level. Set the motorcycle on the side stand and check the oil level. Generally it is recommended to have the oil level in the middle of the dipstick settings.
Oil in the Air Cleaner: Generally, this is caused in part by the inherent design of the motor and in part by some malfunction of any of the above. There have been many field service creative solutions to this, and most importantly is to minimize over-filling with oil. Another cause is warming up the engine while on the side stand, which can cause some oil cavities/tubes to not function properly, giving rise to oil potentially getting in the airbox when subsequently riding. There are some field service repairs that are recommended of installing an aftermarket oil pickup tube which will help to improve consistent oil flow while reducing the chance of oil getting in the airbox. Some field service repairs also include re-routing the breather line away from the air cleaner assembly.
*** Hydraulic Clutch Seal ***
This is a relatively minor issue but can be troublesome if not monitored. Apparently a different type of "O" ring seal should have been specified, and the factory installed seal can allow leaks over time. Field service repairs are primarily to install the correct "O" ring seal, and then bleed the system.
*** Engine (ECM) Fuel Mapping Tune ***
It is generally well-known the factory settings may have been too lean and not completely mapped for optimum riding purposes. There are several field service options, including the final factory tune, a modified factory tune, to a complete remapping software program available in the aftermarket. Navigate to the Super X Tune in the Parts & Service Resources arrow at left, and several service and repair shops can also install this tune. For most riders, this will make a remarkable improvement.
*** Ready to Ride ***
The items mentioned above are the primary and unique characteristics most commonly recognized on the Super X motorcycles. There may be other unique characteristics that develop on your motorcycle as a normal course of being an on-the-road operating electrical and mechanical piece of equipment. If you believe there are other material or signifcant items that should be included on the list above, please notify us. Often times when Dan Hanlon was asked, "how long do you want the bikes to last," he would answer, "one-hundred years!"
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Excelsior-Henderson Dealer Tech This video was created for the Excelsior-Henderson dealer network on the new model year 2000 lineup, along with some technical tips and ongoing product changes. Conducted by the lead Dealer Technical Manager, Dave "Doc" Danielson. circa 1999. |
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Thank you for helping to keep these bikes safely on the road...and for our children and grandchildren to also someday enjoy...
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