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Messages - Oggers

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61
British Bikes / Re: 1955 Matchless G9
« on: January 08, 2019, 10:38:14 AM »
Twin OHV :o....mistaking it for the other new fangled things.....

62
British Bikes / Re: 1955 Matchless G9
« on: January 08, 2019, 09:11:19 AM »
John K - all useful stuff - thanks. Apparently this one has just been rebuilt, and I have a degree of mechanical sympathy. Box is a Burman - I think....

I quite like the look of them - aesthetically pleasing, twin OHC, bit of charactor

63
British Bikes / 1955 Matchless G9
« on: January 07, 2019, 12:59:24 PM »
Anyone have any views on the above? I have seen a nice original fully restored one going for sensible money.....

64
British Bikes / Re: 66 Bonneville T120
« on: January 05, 2019, 12:16:11 PM »
Gents

Yes indeed - all good stuff. I appreciate the main jet reasoning. Amal recommendations for the 930 concentric 4 stroke mk1 premier - which I think I have - specify 200 for main jet - I have 220, so perhaps leave it alone. I will change out the needle jet for another .106 - in case it has worn.

I also noted that my needle has 3 rings - cannot see a number anywhere. I believe this is incorrect for the needle jet part 622/122B - it should have 2 rings - part no 622/124. This may contribute to the apparent rich running.

Agreed that balancing is a factor. Will be done after all the above tinkering.

Floats are the stay up (plastic?) things with a tipped needle.

65
British Bikes / Re: 66 Bonneville T120
« on: January 04, 2019, 11:56:18 AM »
Quote
I agree set on the slack side - often there is a range of clearances specified and I always go for the high end. Using the thread as a micrometer by counting flats etc is a good plan and it also prevents getting a misleading feeler blade reading due to indented valve tips etc.

CEI / Cycle threads are 26 tpi hence one complete revolution is.038"; one flat is therefore just over .006". If they are UNF (not sure on your bike) then corresponding figures would be .035" and just under .006".

.004" sounds quite tight for exhaust valves but as I say I'm not familiar with the bike. Triumphs of this era were commonly known as rattlesnakes by we Norton owners. Rattle because they did; snake - well if you're used to a featherbed.......

I will have you know Mr Soady that my Bonnie handles utterly sublimely!  :P Ex is deffo 4 thou, 2 thou on inlet -  which given the differing mating angles of the valve and the tappet is a swine to achieve correct clearance. 40 degrees CCW or a tad less than a flat from bottoming out on the valve is correct for 4 thou....

66
British Bikes / Re: 66 Bonneville T120
« on: January 04, 2019, 09:32:54 AM »
Quote
He states that a .106 needle jet is .106Ē diameter which is the size of a number 36 drill, I can verify this having checked a new set bought last year from Amal. However not everyone has a set of number drills, so you if youíre in any doubt jets arenít that expensive so why not replace them as a matter of course.

As far as valve clearances are concerned why bother setting them tight or slack when itís just as easy  to set them correctly. I dunno if youíve come across the tip for setting them by winding them down onto the valve tip by hand and then backing them off. You will have to determine what thread pitch the adjusters are, I would guess yours are CEI, then working out how much of a turn gives you 0.004. This is a particularly good way of setting valve clearances if the valve tips are worn

Yes - think I will replace the needle jets and the mains - to 200 as per various recommendations
VV clearance  - 40 deg from stop is the setting if doing it on the thread. The point about setting them slightly slack is that it avoids any risk of ex valve burning. I am not convinced it is at all easy to set them spot on, so I prefer slightly slack.   

67
British Bikes / Re: 66 Bonneville T120
« on: January 04, 2019, 08:19:46 AM »
Chaps

Apologies... Yes needle jet is a .106, Main jet is 220. Thinking then to replace the needle jet as original may have worn.

Bike is Bonneville, so twin 930 concentric carbs.

What say you to my valve clearance settings/technique?

68
British Bikes / 66 Bonneville T120
« on: January 03, 2019, 09:01:33 PM »
Fettling the Triumph and in checking the exhaust valve clearances, I noted the LH side was too tight. re-checked and set to 4 thou. as per manual

A few things

Corresponding exhaust is coated far more with soot than the other. Could the tight valve be a factor, or is this purely a function of the associated carb?

Setting exhaust valve clearances on my old MG, received wisdom is too slack is better than too tight - valve burn out etc. Does similar apply. If anything, I have set both slightly more than 4 thou.

Needle jet is 220 on my 930 Amal concentric. Reading around it seems a tad high - try 200 perhaps?  This may also explain the rich mix perhaps.....

How on earth do you measure needle jets to check the orifice size?

Cheers

Mark 

 

69
British Bikes / Triumph torque
« on: October 20, 2018, 05:35:57 PM »
66 Bonnie engine has been fully rebuilt - not by me - 500 or so miles ago. The bike is in excellent order throughout, but I haven't checked much just yet - preferrring to ride it at present, but I changed all lubrication oils last week. Once more, I feel I may be somewhat paranoid here so apologies, but it does "feel" somewhat reluctant to open up much above 3500. I have deliberately kept it below 4000 so as to allow things to bed in, but I would have thought by now things would have started to loosen up a bit and for the bike to "feel" as if it could at least reach 90 mph if required. No smoke, no rattle, no hesitation... Am I being impatient? 

70
British Bikes / Internet sites for classic bikes for sale
« on: October 19, 2018, 10:52:28 AM »
Apart from Fleabay and carandclassic, does anyone know of other sites on the web that are useful for classic bike sales? I have come across one or two others in the past, but invariably they are way out of date.   

71
British Bikes / Re: Wardill Motorcycle Company
« on: October 15, 2018, 08:10:13 PM »
How utterly splendid.......Frighten me with a price.

72
50 miles is nothing to allow the new rings to seat properly. Drain the sump again, and as aforesaid, put some miles on it.

Another possiblity is the return vv in the oil pump is blocked, or the return line to the tank is kinked or blocked. Thus the pump delivers more than it can scavenge, leaving the residue in the sump and causing the breather issues seen.     

73
British Bikes / Re: Slimline chrome!
« on: October 07, 2018, 03:45:04 PM »
What a skinflint! At the very least he cound have used Bacofoil....  :P

74
British Bikes / Re: 1949 Norton model 7
« on: October 07, 2018, 12:23:05 PM »
Quote
Did you ever have serious intention of buying it in the first place

Yes, but clearly if subsequently something is not quite right, I am allowed to change my mind.

Ian - thanks for that. I am coming to a similar conclusion. I would buy it and keep quiet, but it needs to be far less than 5.5K. Seller has spent quite a bit, so I don't see that happening though.

75
British Bikes / Re: 1949 Norton model 7
« on: October 07, 2018, 11:55:50 AM »
I think the actual frame number does not match the V5. The seller seems to think this is a very long standing issue of 40 years plus years, and not deliberately dishonest. As you gents indicate, he has not informed DVLA as it would indeed open up a can of worms. The alternative is to keep quiet of course. From a purely engineering perspective, to me this is irrelevant, but clearly it surely affects value. i don't want to lose on it should I have to sell it at some point 

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