HI GUYS
JUST A SUMMARY OF MY QUICK B25 RESTO - A LIST OF FAULTS I FOUND ON THE BIKE AND REMEDIES . FRONT BRAKE CABLE PULLED OUT OF NIPPLE AT WHEEL END TLS - NEW CABLE FITTED, AND OLD ONE REPAIRED . ENGINE WET SUMPING - FITTED NEW BALL BEARING TO NON RETURN VALVE AS OLD ONE SEVERELY WORN - SEEMS OK NOW . ENGINE TOP END NOISY - FOUND LITTLE END WORN IN CONROD SO DECIDED TO FIT STEEL R+R ONE . OIL LEAK RUNNING DOWN SUMP
FILTER STUD - REPAIRED A SMALL NICK IN THE ALLOY WITH EPOXY GLUE HIGH TEMP> SEEMS OK NOW . EXHAUST ROCKER SPINDLE EXTREMELY TIGHT TO ADJUST - USED WD40 AND IMPACT DRIVER
FOR EXTRA LEVERAGE DID NOT USE HAMMER ON IT - FREED OFF OK . LARGE DRAIN PLUG ON PRIMARY CHAINCASE ITS ALLOY SEAT IS DAMAGED -USED EPOXY GLUE AGAIN AND BUILT IT UP-
USE PLUMBERS TAPE AROUND THREADS TO STOP GLUE HARDENING ON THEM NO NEED TO RE_TAP
THREAD . PRIMARY CHAINCASE SCREW HOUSINGS CHEWED UP WITH SLACK CHAIN RUBBING ON THEM - BUILT UP AND RESHAPED USING HIGH TEMP. EPOXY PUTTY . CRANKSHAFT KEYWAY FOR SECURING ALTERNATOR ROTOR SLIGHTLY WORN SO GLUED IN PLACE USING EPOXY GLUE - MAKE SURE YOU DO THIS WHEN FINALLY FITTING ROTOR AS WOODRUFF KEY NEEDS TO MOVE SLIGHTLY
WHEN FITTING ROTOR . CRANK SLUDGE TRAP FULL OF CRUD - DRILLED OUT SAME BY HAND AND FLUSHED OUT . FITTED ALLEN SCREW TYPE OF PLUG FOR TRAP - MUCH BETTER . FINAL DRIVE SPROCKET COVER SECURING SCREWS CHEWED UP - USED IMPACT DRIVER TO REMOVE AND RENEWED SCREWS . FINAL DRIVE SPROCKET HEXAGON CHEWED UP BY HAMMER AND CHISEL-
CLEANED UP WITH A FILE - USE PROPER FITTING TOOL 38 mm OR BRITISH EQUIVALENT . ONE
CRANKCASE SECURING SCREW FITTED WITH SOCKET CAP SCREW INSTEAD OF BOLT SO CHANGED IT FOR PROPER BOLT . ONE CRANKCASE STUD BELOW BARRELL NUT STRIPPED DUE TO WRONG THREAD TYPE FITTED SO I WILL ATTEND TO LATER NEW STUD REQUIRED . CRANK BIG END SLIGHTLY SCORED - CLEANED UP WITH STRIPS OF WET AND DRY 1200 GRADE AND OIL BEFORE A FINAL POLISH WITH SOLVOL AUTOSOL LOOKS AND FEELS OK NOW . SOME LOCATING DOWELS ARE MISSING FROM PRIMARY CHAINCASE AND TIMING COVERS SO I WILL RENEW LATER > ALL THREADS CLEANED UP USING CORRECT TAP . DAMAGE TO SURFACE ON SOME FLANGE FACES THESE WERE FILLED WITH EPOXY GLUE AND SMOOTHED OFF . INLET CAM FOLLOWER WAS FITTED WRONG WAY ROUND SO TURNED IT AROUND . CAM BUSHES HAVE SLIGHT WEAR - I WILL RENEW THESE LATER . OIL PUMP DRIVE GEAR HAS SLIGHT WEAR SO WILL RENEW LATER . ONE VALVE COVER THREAD WORN SO FITTED ANOTHER COVER OK NOW . OIL WAS GUSHING FROM PUSHROD TUNNEL STUDS ON CYLINDER HEAD - FOUND ONE WAS 5/16 INSTEAD OF 1/4 INCH AND LOOSE FITTING NOT A GOOD REPAIR ALSO A LOOSE HELICOIL REPAIR ON THE OTHER 1/4 INCH STUD SO WAS FORCED TO GLUE THEM IN WITH EPOXY UNTIL I FIT A LATER HEAD WHICH I HAVE > ALSO A ROCKER COVER WITH 5/16 STUD HOLES IS FITTED WHICH IS THE WRONG SIZE BUT NEEDED DUE TO THE 5/16 STUD SO OIL LEAKS A PLENTY . THATS PREVIOUS OWNERS FOR YOU . I HAVE BUILT UP NARROW FLANGES ON THE ROCKER COVER AND HEAD WITH EPOXY PUTTY TO WIDEN THEM IN THE HOPE OF CURING SOME OF THE LEAKS HERE , TIME WILL TELL > 2 EXHAUST PUSHRODS WERE FITTED BOTH 6 7/8 INCHES SO FITTED PROPER INLET PUSHROD OF 6 15/16 INCHES -
CLUTCH SPRING CUPS SEEM A BIT SHORTER THAN C15 SIZED CUPS COULD THEY BE TIGER CUB ?
THEY DO WORK BETTER ALLOWING THE SPRING SCREWS TO TIGHTEN UP AGAINST THE END OF THE STUDS WHICH MEANS THEY WONT COME LOOSE WITH GOOD SPRING PRESSURE TOO - BUT JUST A BIT DIFFICULT TO START ON THE THREADS DUE TO SPRING TENSION - COULD BE A WORTHWHILE MOD ? - CANNOT FIND THE SMALL DRAIN HOLE IN THE TIMING COVER - DONT KNOW IF IT WAS FITTED TO 1970 MODEL ? KICKSTART GEAR HAS SLIGHT WEAR WILL CHANGE LATER . ALTERNATOR STATOR TESTING OK WITH METER BUT NOT CHARGING FOUND ELECTRONIC
REGULATOR / RECTIFIER BOX FAULTY LEADING TO BURNT OUT ALTERNATOR - FITTED ANOTHER ALTERNATOR STATOR AND NEW WASSELL REGULATOR BOX ITS NOW CHARGING OK BUT READING ABOUT 5 AMPS ON AMMETER WHICH SEEMS HIGH BUT WITH LIGHTS ON THIS DROPS TO A MORE SENSIBLE LEVEL > BATTERY WAS ALSO KNACKERED SO FITTED NEW GEL TYPE . OIL PIPE
MANIFOLD WRONG WHITWORTH STUD FITTED LEAKS A LITTLE - WILL ADDRESS LATER . ALTERNATOR ROTOR BOSS IS LOOSE WITHIN MAGNET SO CHANGED FOR A 1969 ROTOR . ONE
ALTERNATOR STUD STRIPPED SLIGHTLY AT NUT END SO PACKED WIYH A COUPLE OF WASHERS TO HEALTHY THREAD UNTIL IT CAN BE RENEWED _ WORKS OK > FRONT FORK GAITERS TORN SO RENEWED . PLAY IN THE STEERING AT THE YOKES CAUSED BY THICKER THAN STANDARD BEARING CUPS ALLOWING TOP CONE TO REST ON THREADED PORTION OF STEM WHERE IT IS THINNER CAUSING PLAY - ONLY CHOICE WAS TO WRAP A THIN SHIM OF ALUMINIUM BEERCAN TEMPORARY AROUND STEM TO TAKE UP PLAY - IT WORKED OK FOR NOW > I HAVE ADJUSTABLE TAPER BEARINGS WHICH I HOPE TO FIT LATER OR GO BACK TO STANDARD THINNER BEARING CUPS . THAT WAS MOST OF THE FAULTS AND TEMPORARY REPAIRS I CARRIED OUT . I HAVE ANOTHER CYLINDER HEAD TO FIT IN THE FUTURE BUT I WANT TO TRY OUT EPOXY REPAIRS TO SEE IF THEY STAND UP TO RIGOROUS USE AS ALLOY WELDING MAY BE COSTLY > I HAVE ONLY RUN THE ENGINE FOR ABOUT AN HOUR OR SO AND SEEMS OK WITH ONLY A SLIGHT WEEP FROM THE ROCKER COVER WHICH CAN BE ATTENDED TO LATER . ANY CRITICISM WELCOMED THIS IS MY FIRST B25 STRIPDOWN ALTHOUGH I WORKED ON A TIGER CUB BACK IN THE DAY 1973 OR SO WHICH YOU KNOW IS SIMILAR - A VERY SIMPLE ENGINE TO WORK ON > PRODUCTS I USED WERE
JB WELD EPOXY GLUE HIGH TEMP . > JB WELD EPOXY PUTTY HIGH TEMP EXCELLENT STUFF . GREEN HERMETITE AND BLUE HYLOMAR FOR SEALING ALONG WITH NEW GASKETS .
ALSO CRANK END FEED O RING SIZE IS 7MM ID X 2 MM CROSS SECTION VITON GIVING 11MM OUTSIDE DIAMETER WHICH ARE COMMONLY AVAILABLE . HOPE I DID NOT BORE YOU TOO MUCH
- MORE B25 TIPS TO FOLLOW IN MY NEXT POST . REGARDS JOHNBOY .