Show Posts

This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.

Messages - stevestriumph

Pages: [1]
The Classic Biker Bar / Re: What sealer to use with copper gaskets
« on: August 31, 2017, 12:42:14 AM »
Thanks for the reply. Steve

The Classic Biker Bar / What sealer to use with copper gaskets
« on: August 30, 2017, 05:01:34 AM »
Building a Triumph T150 and thought I'd try copper gaskets on the rocker boxes and the base of the barrel. Question is what sealer to use? Do you apply "copper coat" like on the head gasket or a non hardening sealer like Three Bond? Appreciate any advise. Steve

Identify these bikes! / Re: To be a GP frame or not to be
« on: August 23, 2017, 04:42:29 PM »
No "R" that I can see but thanks for the reply. Steve

Identify these bikes! / Re: To be a GP frame or not to be
« on: August 22, 2017, 04:26:18 PM »
Standard frame is F1616A. Thanks for the reply. Steve

Identify these bikes! / To be a GP frame or not to be
« on: August 21, 2017, 10:32:34 PM »
 I need to confirm whether the frame I have is a genuine Triumph GP race frame or just a Tiger 100c that could be set up with a race kit. Frame (rear section) is marked F1629. Please see attached pics. and your feedback would be appreciated. Steve

So is there a test I can do to determine if in fact it is a ring issue? Will a straight compression test tell me if ring gap is too large?

Thanks for the info. Oil pump is the original as I was told. Could the problem also be related to the pump? That would be an easy change to fix. Can the pump function be tested without taking it out? There is a good return to the oil tank. Is the oil coming out of the breather originating in the sump? If it is "sumping" would that be due to the pump failing?

Hello again from across the pond. I recently acquired a 1969 Triumph T120 Bonneville which I was told by the seller and builder that the bike had a "complete rebuild". I have no reason to believe this fact is not true but everyone's interpretation of a "rebuild" is different. The question before the house, or in this case the Parliament, is that I am having significant oil coming out of the crank case breather, leaving small puddles right behind the back tire every time it is started and run. The seller/builder says if the bike sat too long this can happen and after it is "broken in", it should stop. I have had a number of Triumph twins and never had this problem. Can anyone give me advice as to the problem and how to address it? Thanks in advance, Steve

British Bikes / Belt drive conversion on a 1974 T150
« on: March 13, 2017, 04:32:43 PM »
Greetings fellow enthusiasts. I am building a 1974 Triumph T150 and I would like your opinion on whether or not to use a tensioner when converting to a belt drive in the primary. I got mixed messages from the supplier of the belt, so it left me unsure as to use a tensioner or not. At first the supplier said "you can use a tensioner if necessary", followed later by "there is no need for a tensioner". My concern is if the belt does eventually stretch, then a tensioner would be advisable, but if there is no stretch issues a tensioner is not necessary.  I am interested in your opinions and input. Also, the supplier claims that with using this belt drive, you can run the primary dry. Aren't there other parts within the primary that need lubrication? See attached picture of belt drive. Thanks in advance for any information. Steve

« on: March 05, 2017, 08:48:36 PM »
 I recently purchased a small lot of Triumph parts and to my surprise I came across what looks like an early Triumph bronze cylinder head. Initial investigating tells me that this is a pretty rare item and I thought I would turn to you guys to see if there was any interest. There are no valves included. All threads are good. I am asking $1,200.00USD plus shipping. Please see pictures for description.

Pages: [1]