classic motorcycle forum

I have a Triton with a Triumph T110 engine, which has been modified with a Nourish / Weslake 8 valve head and 920cc barrel. I had the engine rebuilt and as part of the refurbishing process fitted a new central oil tank. I realised that the new oil tank didn't have a restricted return pipe which provides back pressure to drive the oil to the rockers (T'd off the oil return line). To get around this I decided to feed the rockers from the pressure gauge tapping on the timing cover, adjacent to the pressure relief valve and has the advantage of feeding filtered oil that has been cooled in the main oil tank. This operates at high pressure so I fitted a restrictor into the feed line. This all works well and I get a good supply to the rockers.

However having run the engine in for around 1200 miles I've come to the conclusion that too much oil is getting to the rockers (various symptoms) and so I'm considering going back to the original scheme of feeding the rockers via a T off the oil return line. I've also fitted an oil filter into the oil return line so this will give me some back pressure but I'm considering putting a restrictor into the oil return line.

Does anyone have a view on the size of restrictor I should fit. Due to the design of the oil tank its not possible to crimp the end of the pipe and drill a small hole in it like many factory bikes have.

Best regards

I have a 1966 BSA A65 the engine of which had a complete rebuild by SRM in Dec 2016 (1800 miles ago) and is fitted with new Amal Concentric carbs. When the bike is cold it will start first or second kick. Of late, once the engine is well warmed up (12miles +) and is then stopped it is very difficult to restart. I've tried all sorts of starting methods but normally if I put it on its mainstand leave it another 5mins or so (irrespective of how long its been standing but usually less than 30mins) it will go. I've changed air cleaners and plugs etc but this made little difference. Anyone any thoughts. Rgds

I have a Triton bike which has a Triumph Tiger T110 engine. At some point a different timing case with a Tacho drive has been fitted (with internal gears etc) along with a Smiths Chrononmetric tacho (RC1307 / CO 4-1). I'm convinced the tacho is reading high, ie maybe 2X or higher. Is there any way that the tacho drive can be mixed up to do this. Regards

I have been running the above bike for just over one year. I have a recurring problem with the LH spark plug that I wondered if anyone could offer any thoughts / help with.

Shortly after purchasing the bike I did a minor service, ie oils, plugs, filters etc and replaced the existing NGK plugs with similar grade NGK B8ES.

After some 573 miles I experienced the engine not firing on the left hand cylinder. Luckily I’d kept the old plugs and by substitution came to the conclusion that the plug had failed. I also noticed that the plugs I had originally removed from the bike consisted of a B8ES and a B7ES (not sure which went in which cylinder but think the 8ES was in the right).

I discussed this with a technical bod at NGK UK and his advice was to stick with the cooler 8ES plugs. However I upgraded to Iridium plugs (NGK BR8EIX) as I thought these might help with the general starting problems I was having and have a longer life.

After a further 726 miles the BR8EIX plug failed and I replaced it with another same spec plug. This plug has now failed after 340 miles. Note after about 200 miles I took the bike to a professional establishment to have the timing checked dynamically and the carbs tuned by someone with more experience than me (not difficult). The timing was measured at 35 BTDC and reduced to 32 BTDC. The bike was running ok before and after the tuning albeit that it ticked over better afterwards.

Having looked again in the BSA workshop manual they recommend Champion N4 plugs which I think is equivalent to a NGK B7ES (some debate here as I’ve heard there is some overlap and its more like a B7.5ES).

Any views on what the cause of the problem maybe, should I move to 7ES plugs or even go back to one 7 and one 8.