What you have told me before rings true...

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08 Specialized Langster

Dirty bastid

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Mithered ta death.
92 MB
96 S2T
98 S1W
00 M2
01 X1
03 P3
10 CR

I had to read it twice, too

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If your dreams don't scare you, they are not big enough.

Convert the mill to CNC?

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Buell S1
Buell S3 (Topless for now)
Buell XB12S
Piaggio X8 400ie
Yamaha XTZ750 Super Tenere (x2)
Suzuki GSXR750WR
BSA B441VS
FJR1300

or buy a cnc.

Or leave the CNC to the people that know what they are doing whilst I enjoy (essentially) prototyping...

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08 Specialized Langster

I would be surprised if you could piss a cnc mate.

you need plenty of experience to be able to CNC properly .( good for production runs , or complicated time consuming work )
you need to mentally in your mind’s eye plan ever cut from the start , datum’s , tool diameter , length ,tool changes , speeds and feeds etc. etc.
Prototyping (one-off) is more of a touch on and go type of thing
each to their own

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Buell Ulysses XB12X 06/08

That's a popular misconception Barney.

I need all that data anyway with a manual mill

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08 Specialized Langster

Been working on the Triumph again this week.
I stripped the gearbox again, just to polish the cases. It's been sitting in the garage which is damp and cold and it was getting furry. It's now back to how it was before.




Now it's the turn of the engine.
I built this motor in it's present form in 1990, but then the kids came along blah,blah,blah.



I know it looks a bit crusty, but that's just cosmetic. All the hard work was done last time, so there's very little machining to do.
I machined the timing cover to accept an oil seal and circlip, replacing the OEM bronze bush.
This gives a much better feed to the big ends and it not affected by wear in the main bearings. It also produces 30% more oil pressure.


The timing gears have all been drilled.


The rockers lightened.......


And I made some tappet blocks using phosphor bronze.


I'm still deciding whether to polish the cases to match the gearbox or not.

By hand, it will be a lot of hours. The cases are coming apart anyway, as I'm getting the crank/ rods/ pistons balanced at Basset Down.
The left hand casing will also need machining, as I'll be fitting an oil seal, so that the primary runs dry. I need to make a seal holder, but will have to wait until I can afford my BNR primary drive, to see how much room I have behind the front pulley.

The engine turns over by hand and still feels lovely.


As I'm not going to be running a charging system, the dynamo is no longer needed. This leaves a gaping hole where it fits, so today I made a cover plate for it.
In the sixties, these were available as a piece of pressed steel, held in by a single bolt that was originally used to secure the dynamo. Racers used them all the time, but they were never any good really.
I made mine using an O ring and two bolt holes.

This is where the dynamo lived.


I measured the hole.....


Then found a lump of ali. I turned it a few thou less than the bore, then got out my o ring selection box. I found one about the right size. It doesn't have to match exactly, as you can adjust the groove in the cap to suit.


Then I machined the O ring groove in the cap, so that there would be a little crush when fitted.



Then I parted it off and faced the other side.


Next, I offered it up and scribed around the casing and marked the hole positions.




Then I milled of the bulk of the material, before linishing to shape.



A quick polish.............


And there it is, with the O ring fitted.




This is what it looks like fitted.




I also cleaned up the inlet manifold. It only took 15 minutes of polishing.
From this............


To this.


I also increased the spotface diameter to make it easier to get a spanner on the nuts.

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I started out with nothing and still got most of it left.

Nice one

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'98 M2 Razorback, it's a keeper.

The difference is impressive between shitty and polished.

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Better to Burn Out Than Fade Away

In the garage -

2001 X1
KTM390 Duke
Ducati 950 Monster +
CCM Spitfire Scrambler

Got my stainless tube today, to start on the exhausts.



And I'm waiting for the arrival of my Maund inlet manifolds from Pasadena.
These will save me a whole shitload of machining. Reversing the head means that the original single carb would foul on the frame downtube. Running twin carbs will pass either side.
These are cast in the same foundry as the original Webco items in the 60's.

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I started out with nothing and still got most of it left.

I just got some Maund stuff for my Hinckley Fake Bonny

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Should Have Stuck To making Tubers