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 - JulianS

Pages: [1] 2 3 ... 33
1
Singles / Re: 1929 350cc sloper
« on: Today at 11:33:14 »
Have sent you a PM see under "my messages" above.

2
Singles / Re: B31 stand spring
« on: 21 October, 2017, 19:21:19 »
I will send you a PM look under "My messages"

The number you see maybe 29 4860 - shown in the 1948 book as stand for C10 C11, B31 B33 rigid and plunger.

3
Singles / Re: B31 stand spring
« on: 21 October, 2017, 16:07:32 »
That is for an A10. Part 67 4847.

You can see the tongue on the cross piece of the A10 stand which takes the rectangular end of the spring they sold you.

You need 65 4727.

Below from 1951/52 parts book.


4
Singles / Re: B25 POINTS IGNITION
« on: 21 October, 2017, 11:41:03 »
From parts lists it looks like they were both originally fitted with the same Lucas 4CA complete assembly part 47621 (condenser mounted on points plate). The B25 changed to the later improved 6CA assembly (remote condenser) but dont know about the Triumph.

The auto advance/cam unit has a different part number for 4CA and 6CA so presume you cannot mix parts from the 2 assemblies.

5
Singles / Re: 1929 350cc sloper
« on: 21 October, 2017, 10:43:39 »
Another frame view from 1929 catalogue. I think the 500 version.

6
Singles / Re: 1929 350cc sloper
« on: 21 October, 2017, 10:01:19 »
These pages from the 1929 parts book might help.

7
Singles / Re: 1929 350cc sloper
« on: 20 October, 2017, 10:48:12 »
2 catalogue illustrations from 1929. You can see some differences in the frames.

8
Twins / Re: A10 rev counter timing cover
« on: 19 October, 2017, 16:04:01 »
Driven from mag up to and including 1959 season. 1960 season on from oil pump.

9
Singles / Re: B40 Swinging arm and a few questions.
« on: 18 October, 2017, 18:16:10 »
The tube should be a tight fit and when assembled the nut and bolt needs to be quite tight or the handlng may suffer. You may be able to drift it out with care.

10
Pre War / Re: W6 - Information
« on: 18 October, 2017, 11:20:29 »
You will not find a manual as we expect them to be today.

The W6 production was only about 1000 units, though the frame was shared with other models. Some were used by the Post Office and many were exported.

There are a number of general books worth considering, Pitmans Book of BSA 1935 edition (page below). The Book of BSA by D W Munro and of course the 1936 parts book (which covers the whole 1936 range)

11
Singles / Re: B40 Swinging arm and a few questions.
« on: 18 October, 2017, 11:17:56 »
1. The swinging spindle is a tight press fit in the frame, add possible corrosion, removal is for the brave. Best done by a proper press. If you use a hammer and drift beware burring the ends.

When it is out the next issue is remove the bushes in the swinging arm, you may get them out with a drift or press or carefully saw a slot.

Then fit new bushes which will need to be line reamed to suit the new spindle.

Then press it all together not forgetting the spacer.

The Rupert Ratio Unit singles manuals very helpful.

2. Parts book useful. See photo from 1961 parts book.

3. Engine unit listed as 35 kg.

4 I use C and D Autos  for many of the parts I buy. Very helpful and knowledgable if you phone them

12
Twins / Re: A65 Fitting a oil pressure gauge
« on: 18 October, 2017, 11:03:32 »
My copy of the Vehicle Wiring Products catalogue, admittedly several years old, lists the gauge as not suitable for motorcycles. I would suggest checking with them before fitting.

Have you seen this Morgo item? Comes with flexible connection rather than metal tube but I dont know how it connects. I have found Morgo to be helpful if phoned.

http://www.morgo.co.uk/morgo-oil-pressure-gauge/57-morgo-universal-oil-pressure-gauge.html

13
Pre War / Re: W6 - Information
« on: 17 October, 2017, 22:33:18 »
The W6 similar to the 1933 W33-6 side valve.

Photo from 1936 brochure.

14
Singles / Re: B44, Bigend, Piston. Bad vibration.
« on: 17 October, 2017, 18:24:47 »
You need to make sure, when fitting new big end assembly, that the crankshaft/flywheel assembly is as near to perfectly aligned as possible.

If not so then expect vibration even if balance is correct- aim to get it within 0.001 inch. Bad alignment can also mean loss of power.

I would suggest you consult a specialist and get it dynamically balanced rather than static.

Basset Down Balancing did a B25 for me some years back and the improvement was very noticable.

15
Twins / Re: A65 Fitting a oil pressure gauge
« on: 15 October, 2017, 10:00:46 »
Should you intend to use the pressure gauge as an instrument whilst bike being ridden rather than as a workshop diagnostic tool you may wish to consider how to isolate the copper capillary from engine vibration and possible fracture.

A fractured pipe, which is situated between the pump and the crankshaft, would likely lead to a catastrophic engine lubrication failure.

Service sheet below from BSA gives a pressure figure.

Pages: [1] 2 3 ... 33