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Messages - JulianS

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511
Singles / Re: First classic
« on: 04 August, 2017, 19:40:16 »
Phil

 I dont think the twins are anymore difficult to maintain than the singles though the A7 and A10 will probably cost you more than a B40.

Bess raises a good point about the A65.

It is best to take your time before deciding what to buy, and get it right first time.

512
Twins / Re: RGS inner primary chain case
« on: 04 August, 2017, 18:56:31 »
Perhaps the owners of the bikes you have seen could tell you?

I think you will find that all the swinging arm twin chaincase backs have a casting number 42 7503 on them.

The 1954-55 A7 A10 (rod brake) parts book shows the part number as 42 7503.

The 1954-57 book shows it as 42 7515.

The 1958-59 book shows it as 42 7515.

Same in the 1960-63.

The RGS parts service bulletin, G21,  also shows it as 42 7515. (see photo)

So which part number is short and which is long?

I suppose if the owner is happy with his bike does it actually matter?

513
Singles / Re: First classic
« on: 04 August, 2017, 10:41:29 »
Riding a classic can be very enjoyable and addictive and once mobile you may find yourself doing more miles (club runs maybe) than you currently envisage so it is worth factoring in this when choosing a bike.

Go back to the 1950s and the choice would include B31 and B33 much bigger bikes, or consider looking at the Starfire, I found mine was a better starter than my B40, was a better ride, more comfortable with better fork damping and a considably better front brake.

Dont forget the A7 and A10, both fine bikes.

Lots of choice out there.

514
Singles / Re: C15 - another oil feed problem
« on: 03 August, 2017, 12:32:30 »
No bigger pumps.

I think it was me misremembering getting the pump from my B40 as being done that way and easily. Sorry to give you false hope of an easy job.

The only way is removal of the outer then inner timing covers, the later not being so easy because of the gears. Rupert ratio suggests it can be done without removing the primary transmission but warns that it is not the prefered method.

515
Singles / Re: First classic
« on: 03 August, 2017, 10:19:38 »
Thanks Tim. I thought a B40's seat height was bit  higher than a C15's? Would a B40 or C15 be a bit too small for me, as I'm 6ft 4ins tall?  Phil.

The B40 is a bit bigger all the way around than the C15. The wheels are bigger, the front brake bigger, slightly longer wheelbase, slightly more ground clearance and the forks more robust. The data books give seat height as 32 inches for B40 and 30 for C15. But it does not tell you the relationship between seat and footrest or seat and handlebars.

I am 6 ft 1 inch and found the B40 I had too small and uncomfortable. You might struggle at 6ft 4 inches. Especially if you intended to ride it more than a few local miles.

If you want to go for a small bike I think it would be best to sit on one and try it for size and visualise riding it for the purpose you intend it.

516
Singles / Re: C15 - another oil feed problem
« on: 02 August, 2017, 16:25:42 »
Rupert is a good book and very helpful.

Parts book also useful.

Good luck.

517
Singles / Re: B31 help
« on: 02 August, 2017, 15:22:30 »

518
Singles / Re: C15 - another oil feed problem
« on: 02 August, 2017, 15:16:25 »
Most of us learned our BSA mechanics by practical experience and for many that is part of the fun of owning an old bike. Finding a motorcycle mechanic who really knowss old bikes is not easy and can work out expensive, the hourly rate will be about the same as for a car mechanic.

Getting you pump out is not that difficult - 4 nuts and 3 screws. easiest with the bike/engine on its side. take the sump off, undo the pump securing screws and jiggle the pump out. There should be a gasket between pump and crankcase.

Photos from Pitmans Book of BSA 250 and 1961-62 C15 parts book.

519
Twins / Re: A65 Crankshaft
« on: 02 August, 2017, 12:58:00 »
There would appear to be some interchangability of crankshafts, but apart from the very early models the flywheel was different between A50 and A65.

The early flywheels lacked maching to take a timing peg. All pre 1965 took a ball main bearing on drive side.

All 1966 on took a roller bearing on drive side plus a different bush to take a thrust washer on timing side, they also had a cutout for the timing peg, and the later ones had a cylindrical timing peg.

Looking at the master parts price list from late 1970 BSA listed the OIF crank as a replacement for the 1966 on crank when stocks of the original were exhausted, but with the appropriate flywheel A50 or A65 and to match the timing peg I presume.

If it was me I would not put a pre 1966 crank in a post 1966 case and I would try to match the crank to the date of my cases.

520
Singles / Re: C15 - another oil feed problem
« on: 02 August, 2017, 11:07:35 »
If it was my bike I would do the following;

1. Make sure the oil pipes are connected the correct way around.

2. make sure the flexible pipes are not trapped or squashed and that they are in good condition.

3. Make sure the oilways in the connector block on the crankcase are not obstructed .

4. With oil in the tank, remove or losen the connector block and allow oil to flow from the tank via feed line to remove any air lock. Retighten when done.

5, Prime the sump by introducing some oil into it via tappet cover opening.

Then try it again. Oil in the return side will be aeriated due to the larger capacity of the scavenge gears in the pump.

If you get another airlock in the feed side and all the unions are secure and pipes good then you need to investigate the pump and its joint surface with the engine. If you bike is not a later C15G engined one, then the early pumps do distort and sometimes can hardly be rotated by hand. 

521
Twins / Re: A10 Dynamo belt-drive conversion and Rodark panniers
« on: 01 August, 2017, 20:55:23 »
Abandoned chain drive back in the 1990s, tried several types, but DVR the best. Small pinion pulls off with a manual mag pinion puller which is so much easier than trying to remove the chain sprocket, large pinion pulls of with a timing cover screw through the threaded hole and just a touch of heat again so much easier than pulling the chain pinion. Have had no dynamo problems just changes of brushes.

522
Twins / Re: A10 Dynamo belt-drive conversion and Rodark panniers
« on: 01 August, 2017, 20:06:17 »
Been using the DVR belt drive for a few years. Its a nice item and easy to remove both the pulleys. No chain rattle either. Would not go back to a chain.

523
The Star and Garter / Re: Dating certificates & DVLA applications
« on: 01 August, 2017, 11:26:15 »
Probably means they are considering a "Q" plate because for some reason they dont think it qualifies for an age related plate. You need the Motor Cycle Single Vehicle Approval for the "Q" plate.

Some info on the DVLA website.

Would be worth speaking to someone there.

524
Singles / Re: B31 help
« on: 31 July, 2017, 20:59:04 »
Please post photos of what you have. Someone maybe able to help.

525
Lightweights / Re: Dandy help
« on: 31 July, 2017, 20:57:22 »
You can apply for a dating certificate and find details of applying to retain the registration on the BSAOC website;

http://www.bsaownersclub.co.uk/machine.html

The BSAOC has copies of the despatch books.


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