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Messages - JulianS

Pages: 1 ... 34 35 [36] 37
Singles / Re: B31 crankshaft/ cushdrive woes
« on: 03 February, 2017, 19:57:06 »
Have been through the old parts books.

The B31 used the same drive side mainshaft from 1946 until 1957 when it changed for the alternator engines.  Part 65 1128 for the shaft and nut 65 2520 until 1955 when it changed number.

So the thread would be 3/4 inch x 20 tpi cycle for both cush drive nuts.

I dont recognise a 22 tpi thread. A cycle thread would be 20 tpi or 26 tpi.

22 tpi is fairly close to a 1 mm pitch metric? And 18 mm is close to 11/16?

Twins / Re: BSA A10 twin leading shoe brake
« on: 03 February, 2017, 14:07:58 »
I agree with TTJOHN and STAR TWIN re the 8 inch half width hub. It is much underrated. My experience with an A7 so equipped was that it was a powerful and reliable stopper. The A10 8 inch full width hub was very poor in comparison and the 7 inch full width hub on my 1968 Starfire was even worse.

Both the latter were converted to TLS for safety of all and peace of mind.

Lightweights / Re: BSA Dandy Aluminium Cylinder
« on: 03 February, 2017, 09:33:09 »
The Dandy seems to have quite a lot of service sheets in its first 2 years.

There are 3 for the Beagle - 101 which deals with clutch, 102 which deals with front brake and 114 which deals with big end lubrication.

There also a number for the A65, some of which you can see in members area and some US market ones, which are not there, dealing with running in - apparently there were seizure problems - and gearbox problems. There are also a number of parts service bulletins which show many changes to A65 parts - including a 4 side update of the 1967 parts book.

The photo shows further changes to the Dandy kickstart.

Twins / Re: Steering Lock
« on: 03 February, 2017, 09:14:25 »
An alternative method is to remove the grub screw which screws in the hole in the front of the top yoke as indicated in the photo and push the lock out from below.

It may take some manouvering of the nacelle to give you room.

Lightweights / Re: BSA Dandy Aluminium Cylinder
« on: 02 February, 2017, 19:23:24 »
This service sheet from December 1956 shows more lack of testing before release to public.

Twins / Re: BSA A10 twin leading shoe brake
« on: 02 February, 2017, 13:35:09 »
I think for the standard A10 hub.

The BSA/Triumph TLS shoes are 1 5/8 wide and the A10 hub takes 1 1/8.

Dow offered around 9 different TLS conversions all made by a Mr Robinson from Erdington, Birmingham.

The full width 8 inch conversions came in a BSA version, which should plug straight into the A10 hub and anchor on the A10 fork lug and 2 Triumph versions which were for the pre 1966 narrow hub and the 1966/67 wide hub which took 1 5/8 wide shoes. The different width shoes are interchangable because I have done it.

Unfortunately, with the E bay item  you cannot see the width of the shoes.

The photos show the components of the brake - less linings - you will se the shoes are fairky crude castings, the original levers and tie bar were from light alloy and there was no return spring on the front cam lever as fitted to the factory item.

The third photo shows the Dow Triumph plate left and BSA plate right.

The fourth photo is from the 1969 Eddie Dow price list.

Lightweights / Re: BSA Dandy Aluminium Cylinder
« on: 02 February, 2017, 13:05:06 »
Hello Arthur

Dont have a Dandy but blue top service sheet number 36 from May 1957 mentions both types of cylinders on the second page. You can see it in the members area but the copy there is missing the second page. I have attached the complete sheet below.

There are as far as I can see 14 different blue top service sheets referring to the Danday starting with number 28 (speedo fitting) issued in November 1956 and ending with number 60 (neutral finder twist grip conversion) issued in November 1958. 11 of these can be found in the members area (Missing 31 51 and 60).

There is also service information - 9 pages - for the Lucas 6F1 and 8F1 generators in the Lucas Digests for 1956/57 and 1958.

Twins / BSA A10 twin leading shoe brake
« on: 31 January, 2017, 20:52:25 »
If you are looking for a TLS brake for your A10 with full width iron hub have a look at this E bay item;

It is an Eddie Dow conversion not a factory job - the shoe pivots are fixed not sliding as on the factory job - and appears to have the boss of sufficient height to engage with the A10 fork lug. The levers and tie rod are not Dow items.

You may have seen the thread on the old forum on the subject.

Photo is that of an Eddie Dow brake, BSA not Triumph type, to compare with the E bay item.

Which BSA do you ride? / Re: A10
« on: 31 January, 2017, 20:03:33 »
The front forks are from a 1968 Lightning to go with the brake and to get rid of clanking fork bushes with the improved damping.

Which BSA do you ride? / Shooting Star 1954 or 1955
« on: 31 January, 2017, 16:05:55 »
From the family album.

Not one I rode but the proud owner of this Shooting Star was my Great Uncle Walter Rendell.

Photo taken at Blandford Dorset though date taken unknown.

PRU is a Bournemouth plate issued between December 1954 and February 1955.

Pre War / Re: Pre war single - What is it?
« on: 31 January, 2017, 16:00:47 »
Thanks TTJOHN and Arthur.

Poole Pirates makes sense as he lived in Somerset or Dorset.

Pre War / Pre war single - What is it?
« on: 31 January, 2017, 09:40:57 »
From the family album a 1930s BSA with my Great Uncle John Rendell at the front.

 Dont know when taken but does the flag say "Pirates"

But what is the bike? I am not sure.

Maybe a 1936 B18 250 with the large headlamp? Or a 1935 B35-2 ?

What do you think?

Singles / Re: B40 WD gear ratio
« on: 30 January, 2017, 20:36:47 »
The standard Victor sprocket is 28 teeth which would raise gearing to 5.36:1 in top with 18 tooth gearbox sprocket.

Looks like only one type of spindle for all the conical hubs 6 inch or 8 inch BSA or Triumph, single twin or triple.

Singles / Re: B40 WD gear ratio
« on: 30 January, 2017, 11:58:45 »
Calculations go like this for overall ratio -

Clutch sprocket/engine sprocket x rear wheel sprocket/gearbox sprocket.

With standard sprockets of 52 each for clutch and rear wheel and standard sprockets of 23 for engine and 18 for gearbox then the result is 6.53 with 18 (not 17) tooth ;

52/23 x 52/18=6.53

For 19 tooth gearbox;

52/23 x 52/19 = 6.18

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