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Messages - iansoady

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271
British Bikes / Re: Boyer Ignition for 750 Enfield Interceptor
« on: April 10, 2019, 03:27:11 PM »
Not on the Interceptor but many years experience on a Commando. The main weak point is the connection of the 2 wires to the sensing coils. Vibration can break these - sometimes inside the insulation which is a bugger to find. The horrible crimped pre-insulated connectors they come with should also be ditched and replaced with proper ones.

Other than that, mine worked well.

272
British Bikes / Re: Excelsior Universal 125cc - Rear Plunger
« on: April 10, 2019, 10:53:17 AM »
In my experience, cutting the spring alone won't release the unit. Go for the central pillar. If you use a thin cutting disc in an angle grinder you should be able to do it with minimal damage to the spring by going in at an angle between 2 coils. However, you'll still have spring pressure so you may end up cutting the spring as well.

273
British Bikes / Re: Excelsior Universal 125cc - Rear Plunger
« on: April 08, 2019, 10:05:27 AM »
I'm pretty sure he'll have to do the same as I did. If he uses a thin cutting disc he should be able to cut the central pillar without damaging the spring (too much).

274
British Bikes / Re: Excelsior Universal 125cc - Rear Plunger
« on: April 04, 2019, 10:21:34 AM »
I'm sorry you felt my post (which if you read it was rather more than a pic) was unhelpful. However, if you adopt a similar approach, ie cutting through the central rod (and probably, in your case, the springs) with an angle grinder, you will be able to dismantle it. Having done that, making a new rod will be a simple machining job, and wherever in the world you are springs are easy things to have made.

What you do need to do is to avoid destroying irreplaceable parts like the alloy casting.

275
British Bikes / Re: Excelsior Universal 125cc - Rear Plunger
« on: April 03, 2019, 10:19:39 AM »
Hi Delon.

I had a similar problem with my Norton ES2. The saga is here: http://classicmotorcycleforum.com/index.php?topic=5700.0 - it may be helpful to you.

Be very careful as those springs can pack quite a punch......

276
British Bikes / Re: Heavy clutch action on B44vs
« on: March 29, 2019, 11:28:02 AM »
Hi Mike.

I got my front brake lever (7/8" pivot) from here:

http://www.classicmotorcyclespares.com/index.php/default/doherty-407p-brake-clutch-lever-set-7-8-fitting.html#Control_Levers_&_Cables

Decent quality and reasonable price.

277
British Bikes / Re: Heavy clutch action on B44vs
« on: March 28, 2019, 01:51:00 PM »
Is there such a thing as a longer clutch operating lever?
If not, out comes the grip strengthener, I guess.

Cheers, Mike

No, but there are clutch levers with different pivot - nipple dimensions. The most common are 1.1/16", usually from ebay sellers etc. But there are also 7/8" items. They make the clutch lighter at the expense of less travel.

You have of course lubricated the cable and checked its run for sharp bends etc. A good cable will move with very little effort when not coupled up.

278
British Bikes / Re: BSA Gold Star oil return
« on: March 26, 2019, 03:45:32 PM »
A couple of years ago I had a 1931 Sunbeam 350 which would tighten up if worked hard, freeing off when left for a while. At first I thought it was an oiling problem but eventually realised that the barrel / piston clearance was inadequate - it had been rebored by a previous owner, and apparently had been returned to the supplying dealer as it had seized.

I had a couple of thou honed off by an old school engine reconditioner and it was fine. I always go for generous clearances ("racing" clearances as we used to call them) as I'd rather have a little bit of piston slap than worry about it tightening up. If you look at the wear limits quoted for many of our old bikes, they are quite large - eg .008" bore wear for my Norton ES2 is the recommended maximum. This is enormous compared to what modern engines will put up with.

279
British Bikes / Re: BSA Gold Star oil return
« on: March 26, 2019, 10:26:53 AM »
It would be the piston I'd be concerned about especially as it was mentioned that it had seized, however lightly. I agree that rollers and balls require little in the way of lubrication.

If it was mine I would be popping the head & barrel off to check.

280
British Bikes / Re: BSA Gold Star oil return
« on: March 24, 2019, 10:09:23 AM »
If you have the pipes disconnected, put your finger over the end of one and turn the engine over smartly. If you feel suction, it's the feed; if it blows your finger off it's return. If neither, there's an oil pump problem.....

281
British Bikes / Re: Fitting Wassel negative earth regulator
« on: March 18, 2019, 03:52:24 PM »
Hi John.

Yes, you're right. It looks as though the regulator controls the earth side of the field rather than the live, which is how the resistor in the old 3 brush setup worked. Why they would do it this way god only knows as the conventional 2 brush Lucas is by far the most common, with the live side of the field being controlled by the regulator.

I fitted a Wassell regulator to an A10 a few years ago and I'm sure it was just plug and play which is probably misleading me. Apologies to Paul if I've misled you......to

282
British Bikes / Re: Fitting Wassel negative earth regulator
« on: March 17, 2019, 10:09:05 AM »
As John says, those diagrams are crazy. Especially as the first ones seem to show a 3 brush dynamo....

Assuming you have a conventional Lucas dynamo, forget mucking about with internal connections - unless you need to change the rotation direction in which case come back.

It looks to me as though you just connect it in the same way as an original regulator would be - ie green to the field connection on the dynamo (simple way to remember - green fields!) and yellow to the D terminal. Ignore the connection that is shown to the dynamo earth - just connect the black lead from the regulator to the normal earth*. And connect the red as shown.


*Actually, I am a bit pernickety about earths so usually take an earth lead from a convenient point on the dynamo - eg the fixing strap - to a common earthing point.

283
British Bikes / Re: T 100 oil feed return problem
« on: March 15, 2019, 10:00:07 AM »
Hi Rex,
I often wondered how they found out that the rings rotated unless they did multiple assemblies and dismantling?


https://www.highpowermedia.com/blog/3954/rotation-of-piston-rings

284
Autojumble / Re: 350 cc side valve JAP engine parts needed
« on: March 13, 2019, 09:57:30 AM »
It could be quite fun but at the end of the day I wouldn't spend the time and effort necessary. But each to their own.

285
British Bikes / Re: T 100 oil feed return problem
« on: March 13, 2019, 09:55:59 AM »
I've never heard of or experienced wear caused by ring ends.......

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