Wednesday, 29 December 2010
Monday, 27 December 2010
Sunday, 26 December 2010
Friday, 24 December 2010
Thursday, 23 December 2010
The timing cover looks different that's for sure, the breather bulge at the back and the boss at the front have been welded on. The oil tank looks suspiciously like a one gallon GP item, the head must be fitted with manifold adaptors, mustn't it?
It needed a bit more than that but the engine runs great and was running on methanol which was fast.I don't know too much about triumph engines but it is a 650 with mount everest pistons and race cams.
I had to install all the kickstart stuff as it did'nt have any,and made sure i could kick it over and start it which i did.
I've rejetted for petrol and have a BTH Magneto to fit.I'm going to run it with no lights so no headaches there.
As i havent got any history with it ,i've had to get it dated from the frame number by the triumph owners club
who have issued me a dating certificate so i can get a period reg.WHich should be soon.And i can't wait.
So, all you Triumph men out there who couldn't resist looking any way, what do you reckon it is/was ?
Wednesday, 22 December 2010
Pretty trick answer to a problem that doesn't exist if you ask me, but innovation is the name of the game so all power to 'em.
Tuesday, 21 December 2010
Monday, 20 December 2010
This peach belongs to Pete, and it's his sole means of transport so we ain't talking about no wallflower here, take it away Pete;
3 years of collecting bits on ebay,the use or abuse of mates with access to mills lathes and welders.there were really only 2 major things to do,
1) Build up the right hand side of the cases behind the Tappet blocks so that the 900 base flange will fit, and reposition the base studs after opening the case holes for the cylinder spigot to fit.
2) I didn't want to over stress the motor, so when I had the Flywheels balanced for the heavier pistons,I also had the piston crown machined to lower the compression,thought Id run it a year or so to evaluate it's potential of going bang....so far so good, no exploding motor......
There were lot's of little things to do,like fitting sportster tappet adjusters as the 45 ones are flat,not designed for pushrods.
I turned the threads off the outside of the tappet blocks for looks and added a seating recess for the pushrod seals on the inside.
Some metal on the barrel fins had to be removed or the pushrod tubes would foul, and not allow the seals to seal.
I took the rocker oil feed from the oil pressure switch mounting hole,here I made an adaptor with a restricted oilway, as the main crank feed comes from the same point and i didn't want to take too much oil from the crank,
I wanted to and still would like to use 57-58 XL 900 cams,they were only made for the first two years of sportster production and are mild compaired to P or P+ cams that came later,but very suitable for the Magnum,
P & P+ are said to be too hot for it and again I didn't want to over stress the motor,so untill I can find some 57-58 cams I'm using std 45 cams,they work well enough but hopefully I will find the right ones eventualy,
the rest was a std build realy,80 spoke ultima wheels,D & A forks,PM rear brake,home made saddle,internal throttle and wiring with a Fairbanks Morse Magneto for reliable running....
Sunday, 19 December 2010
If anybody knows where there are more pix of this bike please let me know.
Saturday, 18 December 2010
Friday, 17 December 2010
Speedway and it's close cousin Grass Track has always gone it's own way, ploughed it's own furrow so to speak, and has never really been embraced by the rest of the bike world, certainly not over here in Britain, that's for sure. But they do race very powerful four strokes in minimalist chassis' and give 'em the gun. So it's great to see some cross pollination between street and track, and what a picture perfect result.
Thursday, 16 December 2010
Wednesday, 15 December 2010
Monday, 13 December 2010
This NorStar belongs to, and was built by, our old mate Clive who lives up the road a piece. He's got a couple of other pieces of exotica that he has built over the years, and they're all up to the standard seen here. Hell Man, when you go into his workshop even the shit shines! If there was any shit in there it would anyway.
Last time we were in there he showed us his latest project, it's a pre-unit 650 Trumpet Bobber in a stock rigid frame. Now Clive is a dyed in the wool Cafe Racer nut and old habits die hard, so there's lots of unsuspected twists and turns in the way he is putting it together. It promises to be something pretty special when it sees the road next summer.
Saturday, 11 December 2010
Wrestled it off him, and brought it in...... opened it up and this is what was in it.
A crackin' bag of goodies from Cro at Cro Customs, I've always reckoned that the Cigar Chewing Crow is one of the best logos out there and now it's here.
Pure quality, thanks Man!
Friday, 10 December 2010
The Crimean War began, and Sir Charles Napier demanded of the Admiralty 120 gunboats, each with engines of 60 horsepower, for the campaign of 1855 in the Baltic. There were just ninety days in which to meet this requisition, and, short as the time was, the building of the gunboats presented no difficulty. It was otherwise however with the engines, and the Admiralty were in despair. Suddenly, by a flash of the mechanical genius which was inherent in him, the late Mr John Penn solved the difficulty, and solved it quite easily. He had a pair of engines on hand of the exact size. He took them to pieces and he distributed the parts among the best machine shops in the country, telling each to make ninety sets exactly in all respects to the sample. The orders were executed with unfailing regularity, and he actually completed ninety sets of engines of 60 horsepower in ninety days – a feat which made the great Continental Powers stare with wonder, and which was possible only because the Whitworth standards of measurement and of accuracy and finish were by that time thoroughly recognised and established throughout the country.
Whereas BSW, being a coarse thread is good for tapped holes in materials such as aluminium and cast iron, it is susceptible to loosening due to vibration when used in a "nut and bolt" configuration. BSF being a much finer thread and is far more vibration resistant, thus better suited for attaching, and keeping attached, parts to machinery such as motorcycles.
Because the BSF system employs a much finer thread it is easier to strip a bolt through over tightening. For this reason the hexagon of the head was always one size smaller than the equivalent bolt diameter in the Whitworth range.
During the Second World War as a way to save valuable steel, the size of the hexagon on BSW bolts and their nuts was reduced to the same size as that already employed for the BSF system.
This change was never rebuked following the end of hostilities and it is here where the confusion lies. Looking at the picture of the spanner at the top of the post reveals the two pieces of information, it is a 3/8" Whitworth spanner, but it fits a 7/16" Bolt Size fastener. This is the same throughout the range, a 1/4"W spanner will fit a 5/16" bolt, a 5/16" will fit 3/8" and so on.
To really add to the confusion, there seems to be no logic applied to the size of the hexagons across the flats, and there are no spanners from another standard that fit! Some come close but never that good close fit that leaves the bolt head or nut un marked.
Thursday, 9 December 2010
Sr500 Cafe Racer Project.
There is so much work on this bike it's difficult to know where to begin.......but here goes!
Professionally modified frame to fit the nitroheads seat and give that nice open look at the back of the bike.
Beautiful alloy tank and again frame professionally modified to suit.
Lots of very sought after custom parts - check out redzporvida.com on line for prices and you can see the sheer expense that has gone into this bike so far.
Alloy top yoke
One off full stainless exhaust - this pipe is stunning!!
Custom Decompression lever
Alloy Clip Ons
Alloy headlight mount
Nitroheads duck tail seat
Alloy fuel tank
oil temp gauge
Stainless model a tail light
taper roller bearings
finned engine casings
finned oil cover
finned rocker covers
Plus lots more I can't remember.......
The bike has been built to be very minimal, it does not require a battery and all switches are located in the headlight shell and only horn and kill on the bars.
I was going to run a racing twin leading shoe drum on the front - this is available at a further £250 - it is fully reconditioned and selling for what it cost me, if you were to use this it would need a wheel building onto it and a new spindle turning up.
To finish the bike needs wiring (original loom supplied), the frame painting, probably the carb cleaning an inner for the headlight and some ancillary parts such as number plate etc
The engine was a great runner with 16000kms when I got the bike, have no reason to doubt it.
V5 is present and in my name, I am the second UK owner, this bike originally imported from Japan by Bridge Moto in Reading
Included is a whole bunch of standard parts including a mint v.rare rear guard, all cables, leavers and controls, the original wiring loom, and the mentioned custom parts.
I am only selling this bike as I've just been made redundant, I will be exceptionally sorry to see it go and as such won't take silly money for it.
I have over £3500 invested in this machine - it has the potential to be great.
Yours for £2750
Any questions please contact Markus on 07854116505 - I will be happy to help.
Looks like a nice project with not much input to gain extra Kool Kredits this coming season
Wednesday, 8 December 2010
Tuesday, 7 December 2010
I don't wear a hat, but if I did I would be obliged to take it off and salute these two masters of their craft.
Monday, 6 December 2010
Saturday, 4 December 2010
Friday, 3 December 2010
Both bike are said to be running fine and are on offer at £2750 a piece, not a bad price for authenticity.
Thursday, 2 December 2010
Go Get em Pete!!!!