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Messages - Charles R

Pages: 1 [2]
16
Twins / Re: A65L Crankshaft welded sludge trap access
« on: 02 November, 2017, 11:41:36 »
Mike

I don't know anyone locally with a floor standing pillar drill or anything approaching it.
I live near Halesworth/Harleston on the Suffolk/Norfolk border.

I'm still intrigued as to why it was welded.  This would have been done about 40 years ago and the motor has never been used since.  Perhaps there was a school of opinion that the sludge trap was not useful if an external filter was fitted but, even so, why weld the hole up?

Cheers, Charles

17
Twins / Re: A65L Crankshaft welded sludge trap access
« on: 01 November, 2017, 15:58:01 »
Thanks for the reply Julian.

I was intending to use a compressed air line to give it a good blow through after putting in some scavenging oil and letting it rest for a day or two.
After that I was going to set up a feed to the bushed bearing feed hole and see how freely the oil moves through to each big end.

BUT before all that I'm going to try and drill through the weld using tools in my shed.  I need to jury rig my bench drill press so it hangs over the bench then set up a solid table under it to give me the necessary clearance to hold the crankshaft under the drill bit.  Setting up will not be simple!

I still don't know why it was welded!

Cheers Charles

18
Twins / Re: How original for an age related plate?
« on: 01 November, 2017, 14:50:46 »
I meant to finish off by saying that you can register it as a complete non-runner, as I did.  The fact that it was never registered in the UK shouldn't create any problems in the process.

Cheers, Charles

19
Twins / Re: How original for an age related plate?
« on: 01 November, 2017, 12:43:17 »
I had a similar issue with my A65L 1970.  I obtained a dating certificate via the BSAOC with half a dozen photos of the "barn find" loosely assembled so it could be seen to be an A65L plus photos of the frame and engine numbers.  Having got the dating certificate I applied to the DVLA and without any queries from them and in a reasonably quick time I got the original registration number but as "not transferable".

For me it turned out to be remarkably painless.

Cheers Charles

20
Twins / A65L Crankshaft welded sludge trap access
« on: 01 November, 2017, 12:35:08 »
A65L 1970 (last of oil-in-tank)

Has anyone seen this before?  See photo of welded up sludge trap access (yes I know, it's a bit rusty too, but one thing at a time!).
I can't understand why anyone would wish to weld up the entry point when it could simply have a threaded cap fitted (loctited if thought necessary).
Now I've got the problem of what to do about it.

There are three obvious options:
1. buy a replacement crankshaft - not easy & quite expensive even as a used item (would need regrinding, new shells, etc)
2. re-machine the hole and tap it (difficult alignment problem) - also quite expensive as expect it to take about 3 hours
3. ignore the weld and fit it as it is!  (I will be fitting a cartridge oil filter, so sludge should not be an issue.)

Any comments or suggestions?

Cheers, Charles

21
Twins / Re: A65L oil pump woes
« on: 25 October, 2017, 18:45:14 »
Dear All
Thank you for your help on this matter.
Regarding the engine failure, I only got the info third hand, as the person who sold me the bike (I knew him through work & it was an absolute bargain) said he was helping out someone who wished to get it out of their shed!  I was simply told that the engine had seized and that it had been re-bored etc.  So it could have been poor oil pressure!!
I've spent this afternoon in my shed looking at it, scratching my head and all else that happens in a shed before actual work commences.  The penny dropped - how about a Dremmel?  Well, that's exactly what I've done using a grinding disc that just fitted in the slot.  The slot has been eased by, perhaps, 0.002" to 0.003" and, hey presto, no more binding.
The pump has been completely dismantled, thoroughly cleaned and put back together again with a good dose of 3-in-1.
It runs completely smoothly and spins up perfectly when driven by an electric drill.
Thanks again for helping me think through this matter.
Cheers Charles

22
Twins / Re: A65L oil pump woes
« on: 25 October, 2017, 10:48:53 »
Mike
Hadn't dared to consider anything like that!  But, it's a thought!
Not sure how to get enough pressure on the grinding paste onto the inside surface of the groove to remove up to 0.005" off that face.  I had considered a needle file - the steel is quite hard, so it will need a lot of pressure applied.  (Haven't tried it yet as I've temporarily misplaced my needle files!)
Another method might be to temporarily fit the driving spindle with some grinding paste on the relevant face of the slot and then rotate it with a drill to see if it grinds that face.  As the driving spindle is isolated by an O ring from where the pump gears are, I suppose there should be little danger of the grinding paste getting into the pump itself.  If it works, I can strip the pump down again (I'm getting very slick at doing it!) and clean everything really well before reassembly.
I suspect it may be difficult to remove enough material with the grinding paste to make a significant difference - but it may be worth a try.
Cheers, Charles

23
Twins / Re: A65L oil pump woes
« on: 24 October, 2017, 16:06:06 »
Hi Julian
Thanks for your response.
I've connected a simple equivalent to the driving spindle that allows me to turn it by hand.  The pump I've got seems to run beautifully smoothly when turned without the driving spindle fitted.
The thought of spending 300 on something that may be OK doesn't sit well with me, though I do appreciate the sentiments regarding that a duff pump would be a disaster!
Cheers Charles

24
Twins / Re: A65L oil pump woes
« on: 24 October, 2017, 15:59:54 »
Thanks Bess,
Interesting that build standard issues have been recognised.  I haven't got a copy of Classic Bike (I subscribe to Real Classic), so I can't see the detail of what they may be saying.
As a first stab I'm going to see if I can find a local machine shop that will ease the slot to provide a more centralised engagement.  (I could set about it with a file, but that would be pure butchery!)
Cheers, Charles

25
Twins / A65L oil pump woes
« on: 24 October, 2017, 13:28:57 »
I've dismantled and am rebuilding an A65L that had been half reassembled after the engine "blew up" in some way decades ago!  I have many items/areas to deal with to get it together again.  The passage of time has not been kind (eg, rust inside engine!) and there are non-standard parts, bent parts, missing parts, etc.  No doubt this is a common situation with a bike & parts having been in poor storage conditions for over 30 years!

Specifically I'm writing in the hope someone can shed some light on a problem with my A65L oil pump.

As the oil pump was very stiff and jammed a little at one spot I stripped it down to its bare components.  All parts were cleaned & inspected.  All parts seem to be in good condition with all the cogs meshing well and no distortion or damage to the housing etc (see photo).  However, on reassembly the rotation was still very stiff at one point.  Interestingly, removing the driving spindle (Pt No. 68-0310) and reinserting 180 to re-engage the pump reduced the stiffness.  If the driving spindle is removed, the pump can be rotated freely without any binding or stiffness.

Everything is scrupulously clean and dismantling & reassembling several times has made no difference.  Close inspection of the driving spindle appears to show that the slot is offset from centre (see photo).  Vernier measurements indicate about 0.12mm (0.005").  This could explain why the pump is running eccentrically.  Widening the slot by 0.12mm to centralise it could be the solution.

As a replacement spindle is over 40, I really don't want to buy one if it isn't really the problem!  In addition, if such a manufacturing fault could exist, I'm assuming a skim of the slot, to centre it, might be a more economic solution.

The reason I'm taking the approach of trying to mend as much as possible rather than buying replacements is that the final bill for new components looks horrendous (oil pump = 300!).

Has anyone come across such a fault, which appears to be an original manufacturing defect?

Is the approach of attempting to correct the defect in the driving spindle slot valid?

In case it helps, here are some specifics about my bike:
   registered July 1970, VOL 162 J
   frame & engine number HD 11103 A65L

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