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Hi Folks
After reading the accumulated wisdom here re CCT's, I can officially state that I am converted. Thank you to those people who posted after using other CCT's.
I bought a couple of 1300 Venture CCT's from the States and fitted mine in about 20 minutes today.
*The contact surface area of the pusher rod, which had concerned me, is only about 25% smaller than the OEM one. Also, whilst it's metal to metal contact on the plunger and blade, I doubt it will wear through.
*It bolts straight on. However, because the bolt hole casting is slightly thinner than on the OEM one, I had to shorten the mounting bolts by about 2mm in order to get the CCT firmly seated. At first, the bolts went in as far as they would go into the head but were just a couple of mil. too long. So that's something to bear in mind before going mad with the allen keys.
*It's quite obviously much sturdier, better designed and more failsafe than the original (which looks very weedy by contrast)
*The spring-retaining bolt which goes in the end not only has a rubber O ring in the casting of the body but also a copper sealing washer. Also no daft plug thing as per OEM. So I'd say the chances of an oil leak are virtually nil.
*Importantly, when I started the bike, the engine sounds every bit as quiet as before. Actually quiter, as I think the cam chain needed adjusting again since the last time. Of course, the auto-tightener did it immediately.
So, to all of those people who sung the praises of this modification despite my repeated questions and concerns, thanks very much.
Pix below. I painted it black with PJ1 satin black case paint so it looks like the rest of the engine.
After reading the accumulated wisdom here re CCT's, I can officially state that I am converted. Thank you to those people who posted after using other CCT's.
I bought a couple of 1300 Venture CCT's from the States and fitted mine in about 20 minutes today.
*The contact surface area of the pusher rod, which had concerned me, is only about 25% smaller than the OEM one. Also, whilst it's metal to metal contact on the plunger and blade, I doubt it will wear through.
*It bolts straight on. However, because the bolt hole casting is slightly thinner than on the OEM one, I had to shorten the mounting bolts by about 2mm in order to get the CCT firmly seated. At first, the bolts went in as far as they would go into the head but were just a couple of mil. too long. So that's something to bear in mind before going mad with the allen keys.
*It's quite obviously much sturdier, better designed and more failsafe than the original (which looks very weedy by contrast)
*The spring-retaining bolt which goes in the end not only has a rubber O ring in the casting of the body but also a copper sealing washer. Also no daft plug thing as per OEM. So I'd say the chances of an oil leak are virtually nil.
*Importantly, when I started the bike, the engine sounds every bit as quiet as before. Actually quiter, as I think the cam chain needed adjusting again since the last time. Of course, the auto-tightener did it immediately.
So, to all of those people who sung the praises of this modification despite my repeated questions and concerns, thanks very much.
Pix below. I painted it black with PJ1 satin black case paint so it looks like the rest of the engine.
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