I remember putting new pistons into a 500 Fiat, couldn't get the right ones but Gordon Moss Engineering suggested fitting Vauxhall Viva pistons which had identical dimensions etc. The only problem was the push rod to the petrol pump went from the cam on one side of the engine to the lift pump on the opposite side of the engine - this fouled the slightly different skirt of the one piston so I hack sawed a section off the offending piston skirt to allow the pushrod to work! - worked OK never had any problems with the mod all the time senior management had the car!

I was riding a B31 - still am!

In respect of Chaz's post commenting that Hiscox did not come across many porous barrels, only a handful a month. I assume that there is an element of humour therein on the grounds that a handful a month is a considerable number.

Seems to have gone a bit quiet on the new Goldy front - or have I missed something?

Harvest Fuels (super) in the Midlands have no ethanol in common with Esso, there are a few others but I as I am close to both of the above I have not enquired further. Interestingly Esso in Cornwall does have ethanol added and probably it does in the North of England.

The normal reason for the warning light is just that - to warn of what could be a catastrophic loss of oil pressure. Obviously if it occurs at tick over it is a matter of seconds to check inside the oil tank, I think riders like the reassurance that the oil is circulating as it should at higher revs out on the road! If the light illuminates at high speed (relative) stopping the engine immediately could avert a disaster - whether or not the light function would be noticed at speed is another matter!

Ironically I have the self same problem with my B33 - I have changed the lower fork legs for the type where the right hand leg has the square protrusion to locate in the TLS assembly - problem (I think) is that the protrusion only enters the square groove about half way. Given that the spindle has grooves at each end to positively locate the retaining axle clamps it doesn't appear that the hub position can be laterally adjusted. There is a large nut on the right hand side of the spindle which secures the brake drum to the spindle as it pushes it against a shoulder in the depths of the spindle but I cannot see that loosening that would help although it would allow the locating groove to move further over the protrusion but not in a positive or permanent way. It seems that one solution would be to extend the length of protrusion by methods discussed already, or build up the ally groove, as also discussed previously. My question would be, would welding the steel extension 'en situ' cause any problems with the electrical system? I say this because it would be more expedient  to remove the one axle clamp and rotate the fork leg to provide easy access to the spigot than having to dismantle the whole lot again! Equally, it would be quite simple to remove the wheel to allow the slot to be built up. Worcester (where I live) has a plethora of specialist ally welding companies located within or close to the city!