Triumph International Owners Club British International Owners

Transcription

$4.95
1999-3
Triumph International Owners Club
British International Owners Association
Norman Hyde
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Vintage Bike page 2
Triumph Day 2000
June 24-25
For Information:
SASE: Triumph Day
P.O. Box 371
Southbridge, MA 01550-0371
Contents:
A New Twist—
76° Crankshaft
by John Healy
Parts and Service for Norton & Triumph
p. 7
Non-Intuitive Firing
by Kevin Cameron
p. 9
Little Bike, Big Noise
Mick Duckworth
p. 18
C. Hokanson Racing
468 Main Street - Acushnet, MA 02743-1500
Ultimate Commando Technology
Vintage
Robert McLendon
Manager
Triumph • Norton • BSA
Gold Winning
1958 Trophy
Mick Duckworth
AUTHORIZEDDEALER
p.23
Triumph Twin
Shock Hub
John Healy
2400 Fernwood Street
Pensacola, Florida 32505
Service & Repair•All Makes & Models
New & Used Cycles
p. 28
Regular Features
Club Shop
The Rally Scene
Members' Classified
Regional Dealer Directory
(508) 995-5128
p. 17
p .32
p. 38
p. 35
Front Cover: Nitro powered Triumph non-unit 500
and owner Martin Willmott.
October, Volume: 1999-3 Vintage Bike is published quarterly
(or when it is done) by Triumph International Owners Club,
229 Lowland Street, Holliston, MA. 01746. One year (4
issues) $18.50, Canada and Mexico $22.00, and Overseas
$27.00 per year. Pay by check (U.S. bank in U.S. funds only),
Postal Money Order, MasterCard or Visa. All correspondence
regarding editorial content should be addressed to T.I.O.C.,
P.O. Box 6676, Holliston, MA. 01746-6676. For subscriber
service call 1-508-429-4221 or Fax 1-508-429-6213. Postage
paid in Holliston, Massachusetts and additional mailing
offices.
POSTMASTER: Send address changes to Vintage Bike, P.O.
Box 6676, Holliston, MA. 01746-6676. Published and printed
in the United States. Contents are the property of Vintage Bike
or their authors. Reprinting by permission of VB or the
author.
Vintage Bike © 1999 Holliston, MA
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Vintage Bike page 3
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Vintage Bike page 4
Mike Fitzsimons, recently featured with his Brough
Superior in VB, has written to tell us he has been hired
by Sothebys auction house to put together its September, 2000 motorcycle and bicycle auction. Mike has
been a avid collector of fifties trials bikes, Vincents
and is a noted expert on Brough Superiors. He also has
a varied collection of fifties and early sixties US
bicycles.
Mike is looking for concours restorations,
excellent originals, and racers with history for the 2nd
annual Sothebys auction to be held near Chicago. If
you have a bike or collection that you feel would be
right for a Sothebys auction contact Mike at 203-6610526 in CT.
Dear John,
I'm looking for a 1970 T120R Triumph Baltimore retail price tag like the enclosed copy of a '68
TR6C tag.
Locating an actual tag is asking a lot, but could
you supply the wording so I could print one.I use them
when displaying the bike at a show, good reactions!
Many thanks, Art Stober, 28 Anthony Rd., Glen
Gardner, NJ 08826.
How about it, does anyone have a copy of the '70
T120R Triumph Baltimore handlebar tag that they
could share with Art?
Dear John:
In a previous issue you had a letter about a bike that
would start and idle, but wouldn't take any throttle.
You challenged the readers, but never printed an
answer. A young mechanic replaced everything he
could think of and the bike still wouldn't respond.
What did the experienced mechanic replace that
immediately cured the problem?
The bike had a "text book" symptom. Although the
experienced mechanic had quite a bit of time to think
about the problem as the young mechanic struggled he
recognized the symptom as one from a faulty condenser. Replacing it effected a cure.
John
Dear Sirs:
Back in the early 90's I wrote comparing the
Triumph International Owner's Club publication to the
Norton International Owner's Club missive with the
TIOC circular coming up short.
Let me update this by stating, the present
publication has been excellent these past 6 years or so,
and continues to improve. All the technical articles and
tips collected in one volume would be some thing I
would buy.
MacAddict Magazine and Claris Works Owners Group both have compiled indexes for the various
issues. For TIOC, this would be an excellent project for
some retired computer nut out there.
Compile it on a MAC (for the master version)
and convert (using Data Viz) for the PC Windows
impaired. Both versions could be placed on one CD.
There could be a charge for each yearly update. Or with
a TIOC web site, it could be down loaded for a nominal
charge.
Respectfully yours
Robert H. Baucom #3155
Dear Bob:
You are not the first person to make this suggestion. We have a rough draft of a list of TIOC
articles that we use to locate the issue they were
printed in. It still needs a lot of work.
We would like to put articles on our we page
(www.tioc.com), but we haven't had that rainy day yet.
I just need to sit down with the AOL web page editor
book and do it. Bob Kizer, the magneto and "pin" man,
did the original work on the existing site. My goal is
to have such a list available this winter. Watch these
pages. John H
Looking forward to Daytona? Harris Turner will again
organize the Ohio Valley BSA Owners Club Vintage
Ride on Thursday morning. The ride will start and
return to the Stetson University Edmonds Center. The
AHRMA concours will begin when the ride returns and
will be held in front of the Stetson Center.
Tom and I are making plans for the Vintage
Gathering and Barbecue with seating among the motorcycles at Jerry Wood's Auction. Plenty of door prizes,
guest speakers, and benefit auction should make it a
memorable evening. The dinner is $12.00 and open to
all British motorcycle enthusiasts. The dinner will be
held Thursday evening at 7pm.
To make reservations for the Vintage Gathering
and banquet call 1-800-451-5113 and ask for Patricia.
Mastercard or Visa or send a check for $12.00 to TIOC,
P.O. Box 6676, Holliston, MA 01746-6676
507- 374-2222
Classic
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Vintage Bike page 5
Classic
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2000
Daytona Vintage Auction and Show
March 8 thru 11
Stetson University Edmunds Center, DeLand, Florida
Motorcycle Auction
Auction Day March 11, 2000
Call for motorcycle consignment information.
Consign early to be included in our pre-auction brochure.
Site of the Ohio Valley BSA Owners Annual Vintage Ride and AHRMA's Concourse
Bike Show, and Vintage Gathering and Dinner on Thursday March 9th
Friday Vintage Motorcycle Road Show.
Call for Auction Info -Pack
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Vintage Bike page 6
SEVENTY EIGTH ISSUE
JoelGonzalezfounder
After reading an article in Classic Bike, in a search to change the vibrating characteristics of
a Triumph twin Dick Harris and Carl McQuellen took a stock 650 crank and gave it a "twist."
TIOC Member Dick Harris gives a new twist to an old problem...
The 76° Crankshaft text by John Healy photos by Dick Harris
C
lub member Dick Harris runs a small Triumph
Repair shop in the sleepy little town of East
Bethany New York just south of Buffalo. When he is
not out flogging one of Edward Turner's vertical twins,
Dick can be found in his shop. He is a dedicated
tinkerer, Charter TIOC Member and avid Triumph
rider.
In 1989, at the age of 56, Dick rode his 70
Bonneville from his home in upstate New York to the
Lake Cachuma TIOC Rally a few miles east of Santa
Barbara, California. I am sure many of you have met
Dick as he is a regular ride-in at most of the East coast
British rallies. I think I first met him at the British in
the Blue Ridge Rally some 500 miles from his home in
Northeast Georgia.
In 1939 Edward Turner didn't have Dick in
mind when he plied his skills to the new Triumph
verical twin. In England, few places were more than a
couple of hundred miles away from each other and
Dick's long travels in the saddle were not even a top
priority for Edward Turner.
The hours and miles aboard his Triumph have
given Dick a lot of time to think about how he could
get a smoother ride from his Meriden twins. This
project started when he picked up the April 1994
Continued next page
Vintage Bike page 7
The crank is made up of three pieces: The journals
cut from a stock crank and a flywheel cut from a
steel billet. The flywheel shows is full circle before
it was cut for balancing
issue of Classic Bike . An article written by Dick
Cookson caught his attention. Cookson had modified a
Triumph 500 with a 76° crankshaft, claiming an
improved vertical twin. The thought of a smoother ride
was of interest to Dick, he was hooked on the idea!
After cutting a perfectly good 650 crankshaft in
half he sought out the wisdom and skills of NASCAR
engine builder Carl McQuellen. With the aid of his
machinist they grafted the halves to a new flywheel.
Carl balanced the assembly to 53% with 298 grams on
each throw. The balance was accomplished with
flywheel bob weight centered across from the two
throws while Mallory metal inserted into the webs to
cancell out the "rocking couple" imbalance from side
to side.
Ernie Boyer of Boyer Bransden supplied Dick
with a timing plate with only one pick-up and a magnet
plate that Dick modified to have one magnet a 0° , and
another at 180° plus 38° (216°) later.
Carl McQuellen Racing balanced the crank to 53%
It took a total of 596 grams to do the job.
Vintage Bike page 8
While ordering cams for another project from
Megacycle Cams, he mentioned his 76° project.
Owner Jim Dour volunteered that he knew what he
was up to and ""he'd be happy to grind up a set of
special cams".
What followed was a set of modified #51005
Megacycle cams (in. op. 41° btdc; in. cl. 61° abdc; ex.
op. 63° bbdc; ex. cl. 39° atdc measured at .020" cam
lift. The cam has .348 inches total lift and 282° duration).
The rest of the "kit" is stock except Dick fit
9to1 Hepolite pistons to new Morgo alloy rods and
fitted a plunger style Morgo oil pump. The gearing is
stock '70 T120 except for a 20 tooth counter shaft
sprocket.
Dick has put 18,000 miles on the 76° motor in
Mallory metal was used on each web to help cancel
"rocking coupling" from imbalance from side to
side. $27 worth of hi-tensile aircraft bolts were used
to join the crank together.
the last year and a half. Ask if he would do it again he
quickly replied, "Yes, but I think I would consider
using a heavier flywheel." The current flywheel is
2 1/2 pounds lighter than the lightest Triumph unit.
Although he describes the 76° configuration as "very
pleasant" at cruising speeds, he admits he has to set the
idle a bit higher (1200rpm) and claims the motor
"chugs" like a Ducati twin when pulling from low
speed in a high gear. "I would also have Dave Nourish
do the crank."
Dick Harris can be reached evenings at:
716-343-4255 est
Carl Mc Quellen Racing, Leroy, NY:
716-768-2311
Nourish Racing Engines (Dave)
from US dial: 011 44 1572 722712
NON-INTUITIVE FIRING ORDERS
by Kevin Cameron
In general, engine designers like to space
cylinder firings at equal intervals. Thus, a V8 engine
is built at a 90 degree bank angle, and is given a 90degree crankshaft, to ensure this even-fire result. For
the same reason, a V-10 engine is typically given a
72 degree bank angle (360 divided by five) and a V12 gets a 60-degree angle.
In engines with fewer cylinders, we find that
a two-stroke triple is most often built with 120degree crankpin spacing, a four-stroke parallel twins
gets 360-degree spacing, and a two-stroke parallel
twin gets 180-degree spacing. All of these engines
have even firing intervals.
Sometimes there are good reasons for departing from the basic principle of even firing intervals.
Racing V-8 engines are given a 180-degree (flat)
crankshaft because it allows advantageous exhaust
connections without the need to connect cylinders
from different banks. The only drawback of such
design is a small secondary vibration. Sometimes
other V-engines are built with narrower-than-normal
Vee angles because it’s more valuable to make the
engine laterally more compact than it is to eliminate
vibration or achieve equal firing intervals (for
example, in ground-effects race cars that need room
on either side of the engine for air tunnels).
Engines with many cylinders have no problem with what we may call “propulsive smoothness”. Even pulling away at 1000 rpm, a V-8 engine
is firing 66 times per second, so the operator has
little sensation of being propelled by a rough succession of power impulses. This is not so on a single,
whose eight impulses per second at this rpm feel
pretty rough. This fact was one reason behind
Triumph’s 1930s switch from single-cylinder engines to twins. To make a more powerful single, you
have to make the displacement bigger, and firing
impulses become more obvious and less comfortable. By switching to a twin of the same displacement, you double the firing frequency and cut the
size of an individual impulse in half.
When you consider the parts in motion, there
is yet another consideration; inertia torque. In a
single, all of its reciprocating parts are completely
stopped twice per revolution, once at TDC, once at
BDC. At about 78 degrees ATDC, however, the
piston will be moving again at its maximum speed,
about 1.4 times its mean, or average, piston speed.
Waffling along on a 100 mm stroke single at 2000
rpm gives us an average piston speed of 1333 feet
per minute. During the instant of passing through
76-78 degrees ATDC, however, the piston’s peak
speed is 1.4 times this, or 1866 fpm, which is 31 feet
per second. This means that the velocity of the
reciprocating parts is varying, twice per revolution,
between zero and 31 feet per second. Where is the
energy for this rapid change coming from? Naturally, it is coming from the crankshaft, so the crankshaft, too, is slowing down and speeding up twice
per revolution. This rpm variation is held to a minimum by the simple remedy of making the flywheel
quite heavy. The flywheels of my 1952 AJS 500
single were like barbells.
Now think about twins and fours - indeed
about all engine designs in which all pistons are
stopped together at TDC and BDC. Parallel twins
and in-line fours both have this source of roughness,
this inertia torque. What can be done about it?
Generally, the answer is nothing. The amount of
energy added to the crank by each cylinder firing is
generally much larger than the inertia torque variation, so inertia torque gets lost in the tumult and
confusion of larger affairs.
Several years ago, Yamaha built a sports
version of their 850 parallel twin, and adopted an
unusual “quartered” firing order for it. Although
they almost certainly adopted this 90-degree crankpin spacing to give the engine the irregular sound of
a Ducati 90-degree Vee-twin, they took care to quote
Vincent engineer Phil Irving on the point. He had
taken note of inertia torque variation in parallel
twins, and had commented that some other crankpin
spacing than 360 degrees - such as anything close to
90 - would be helpful in eliminating this source of
torque variation. What happens here is that instead
of energy being exchanged between pistons and
crankshaft, causing some warble in crank speed,
energy is exchanged between the pistons, with crank
speed remaining more constant.
Incidentally, the quartered firing order is very
old indeed, having long been used on two-cylinder
steam locomotives. The purpose of quartering
(setting the crankpins at 90 degrees to each other) in
Vintage Bike page 9
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this case is to eliminate the possible double piston
dead center that might otherwise prevent the engine
from starting. A quartered engine, however, will
always start because at least one piston is always in
a position to exert leverage on the drive wheels.
There may be other reasons to consider this
unusual firing order. With both pistons moving
together as one, very large peak vibratory forces
result. Spacing the pins apart reduces the height of
this peak force, and broadens it in time.
Of course, such a quartered engine no longer
has equal intake intervals, too, so operation on a
single carburetor may be as difficult as it was the
first time, when Glen Curtiss added a second cylinder to his single in 1902 or 1903. The cylinder
whose suction comes after the long interval tends to
be leaner, that whose suction comes after the short
interval richer.
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Vintage Bike page 10
You have probably heard of the “Big Bang”
engines now being used in 500 cc GP road racing.
For reasons of balance, both in-line four and squarefour designs employed 180-degree firing. Two
pistons come to TDC as the other pair reach BDC.
In 1992, however, Honda ran an engine with a much
deeper exhaust tone, and everyone knew at once it
had some different firing order. Cagiva used a
storage oscilloscope to display recorded sound from
the new Honda, discovering that the pair-firing
angle was now somewhere between 65 and 70
degrees. Soon Yamaha, Suzuki, and Cagiva all had
their own close firing order engines.
The benefits of this arrangement were
explained by Honda as being like anti-lock brakes,
operated in reverse. If you make a calculation for
medium-speed corners (around 80 mph) you find
that the narrow firing-order engine lays down a
fresh footprint for each firing event, whereas firing
impulses of the 180-degree engines overlap on the
tire. Does this really mean anything? Not necessarily, because both Mick Doohan and this year’s 500
champion, Alex Criville, have on occasion preferred
the 180-degree engine (they also built engines with
90-degree crankpin spacing, and nobody liked
them). I suspect the difference in performance is
small, but the difference in cues supplied to the
rider may be larger. I think the Big Bang engines
make it easier to control and anticipate rear-wheel
sliding.
Back to the Parallel Twin
It should be remembered through all this that
there is no such thing as a balanced parallel twin
engine. The pistons are moving back and forth in
straight lines, while the crankshaft counterweights
are whirling around in a circle. The one cannot equal
the other, so true balance cannot be achieved. In
engines with more cylinders, the shaking forces of
one piston are cancelled by those of another - as for
instance in in-line sixes, which are very smooth.
The Terminology of Balancing
For balance considerations, a parallel twin is
the same as a single. In talking about balance, we
can divide components into reciprocating (those with
back-and-forth motion) and rotating masses. As
reciprocating mass, we have the piston, its rings, the
wristpin and clips, and the small end of the rod. As
rotating mass, we have the big end of the rod, its
bearing shells, and rod cap fastenings.
Clearly, we can balance rotating mass with
counterweight, and it is normal to balance 100% of
the rotating mass in this way. This leaves us with
only the reciprocating mass, shaking up and down,
to be balanced.
To do this, we begin by adding some percentage of the reciprocating mass to the opposite side of
the crankshaft as a counterweight. As we do this, we
notice that the up-and-down shaking decreases,
which is what we want. What also happens is that a
new, fore-and-aft shaking appears. Why? When we
add a percentage of recip weight as a counterweight,
it cancels some of the up-and-down force at TDC
and BDC - but at 90 degrees and 270 degrees, it
produces a forward and then a backward force. As
we add counterweight to a greater and greater percentage of the total reciprocating weight, this trend
continues; the engine shakes less and less in the upand-down direction, but shakes more and more in the
fore-and-aft direction. Finally, at a counterweight
equal to 100% of the recip weight, the engine has
stopped jumping up and down. Now it jumps forand-aft just as hard as, formerly, it jumped up and
down with zero recip weight counterbalanced.
What does this mean? It means we can
change the plane in which the vibration acts, and we
can vary the vibration intensity in a given plane, but
we cannot get rid of it in one plane without making it
appear in another.
There is another point to make here. With
zero percent recip weight balanced, the main bearings are taking a heavy up-and-down pounding.
With 100% recip weight balanced, the main bearings
are taking an equally heavy pounding, but in the
fore-and-aft direction. But exactly halfway between
these extremes, at 50% of recip weight counterbalanced, main bearing load is reduced to one-half of
the zero-balance or 100%-balance values. For this
reason, automotive engines are routinely balanced at
just over 50%. (remember that when we say “balanced at 50%”, we mean that all rotating imbalance
is counterweighted, plus 50% of the recip weight)
And why is the chosen figure just over 50%?
The reason is that when the crank is on the balancing
machine, its oil passages are empty. When it’s
running in the engine, it’s full of oil. The slight extra
couple of percent is added to counterbalance this oil.
A Special Case: British Parallel Twins
Now comes the question; if balancing just
over 50% of the recip weight gives minimum load
on the main bearings, why is it that British parallel
twins use much larger balance factors, such as 6580%? The answer to this question has more to do
with perceived vibration than it does with actual
balance. Human beings are very sensitive to up-anddown vibration, and much less so to forward-andbackward vibration. Also, the frame rails of a motorcycle chassis are much more flexible vertically than
horizontally. Because humans don’t like vertical
vibration, and because up-and-down shaking of the
engine can set the whole chassis to flexing, it turns
out to be better to move engine vibration out of the
vertical and into the horizontal. Balance factors
larger than 50% are the way to do this. How were
the balance factors of British twins arrived at? By
experiment. Riders rated a number of engines for
comfort - all with different balance factors. The one
that got built was the one most testers preferred. Phil
Irving, in one of his classic books, suggests equipping an engine crankcase with screwed-in plugs,
through which one could add or remove balance
weight from corresponding holes, drilled into the
crankshaft itself. The weights and the crankshaft
holes into which they were fitted would be threaded
for positive retention. In this way, one person working with one engine could carry out this perceived
vibration work to arrive at a best balance factor.
Why Not Build a 180 Degree Engine?
Hard-working tuners and other experimenters
have repeatedly built 180 degree crank British twins,
hoping that the upward force from one piston will be
balanced by the downward force on the other. This
does in fact happen, but instead of a smooth-running
engine, the result is one that rocks vigorously from
side-to-side. It does this because right and left
pistons are not moving along the same axis, but
move on axes several inches apart.
The classic British parallel twins are a compromise, and one result of this compromise is very
large main bearing loads. This, in turn, leads to
failed bearings or wallowed-out bearing housings, or
to cracked crankcases. Don’t feel too badly about
this - the Ducatis that win so many World Superbike
races have exactly the same problem.
Facing Failure
Some engine configurations inherently
reduce main bearing loads. Ferrari, for example, was
able to use four instead of a more normal seven main
bearings in their flat-12 312T GP engines of the
1970s. This imposed extra bending loads on the
crank (Triumph owners are no strangers to this!),
which were only made tolerable by using extremely
defect-free US-made vacuum-remelted steel. Forces
from the right bank of pistons were balanced by
forces from the left bank, relieving the crank from
having to carry them. In general, however, using
better materials to carry unusual loads is not as
successful as designing engines to eliminate such
loads in the first place. Suzuki 1100 engines, run in
endurance races with high compression, tend to
break in two after a few hours’ running. Making
replacement cranks out of fancy 4340 steel turns out
not to improve the situation; the fancy cranks break
in the same place. A better solution in this case
might be to use a torsional vibration damper to kill
the vibration mode that is fatiguing and breaking the
cranks.
Often the point of origin of such cracks can
be located, and something can be done to postpone
failure. Most cracks begin in the fillet radius between
the crankpin and flywheel. Often it has been found
useful during development to narrow the con-rod
bearing inserts to permit using a larger radius in this
important fillet. In many engines, these fillets are put
into compression through rolling or local shotpeening. I have had success with shot-peening in
stopping flywheel splitting in two-stroke engines.
Cracks starting in places other than the crankpin
fillets can be addressed by smoothing the area to
remove stress-raising notches or bumps, and then
shot-peening the area to place the surface of the
metal in compression. Cracks require tension to
propagate, and if the surface is in compression, the
part has to bend farther to overcome this and convert
it to tension.
It’s a terrible thing to have to admit that the
reciprocating engine is a mess, but admit it I must.
At the peak of the "recip" era in aircraft power, the
very best engines were on the airplane for a maximum of about 3000 hours, and lots of less-developed
engines were overhauled at 1200 hours. Once
"recips" were replaced with inherently smooth jet
(turbine) engines, service life expanded to 20,000
hours or more. It’s all that starting and stopping,
yanking and banging that make recips so failureprone. Perhaps there’s a kind of perverse charm in
making a bad idea work as well as the piston engine
does.
ed. note: For a further discussion of vibration and
balancing of motorcycle engines see Philip Irvings
book: Motorcycle Engineering - chap 16: Balance
and Torque Reactions. This little jewel is certainly
out of print, but is worth tracking down. As I write
this I am looking at page 37 which shows a late 50s
special Reynolds tube frame to accommodate a NSU
250cc engine. Sure looks like a 1971-up Triumph/
BSA oil-in-the-frame frame. Did BSA's wiz kids at
Umberslade Hall have a copy of Irving's Motorcycle
Engineering book?
on-track event with categories from touring to full-race,
the Beezumph also incorporates an evening barbecue.
This year's furthest travelled visitor was Bruce Faigin
from Australia, while California-based triples expert
Kim Rowden was there to help launch his new on-screen
parts book enterprise, Bike PC.
Kamar's Norton street scrambler: chassis kits
can be ordered
Norton Sled from a Kit...
Les Williams on Slippery Sam at the
Beezumph Rally
Triples Treat...
This year's Beezumph Rally, run by the Trident & Rocket
3 Owners Club but open to all Brit bikes was generally
agreed to be the best yet. Guest machines on the track at
the scenic Cadwell Park circuit included Slippery Sam,
the legendary factory Trident that won five consecutive
Production TTs, ridden bravely on 1975 tyres by its
owner, former factory race team manager Les Williams.
Ex-Percy Tait and Gene Romero Rob North triples were
demonstrated by respective present owners Mick
Hemmings and Mark Earle, while former works rider
Ray Pickrell - whose career ended in a horrific 1972
Mallory Park pile-up - was reunited with his old bike.
Also on static display were the experimental
four-cylinder Triumph Quadrant and the Meriden prototype for an oil-in-frame triple, both from the National
Motorcycle Museum, plus the privately-owned 1967
prototype Triumph dohc 350cc twin designed by Edward
Turner.
Among hordes of triples at Cadwell, there were
no fewer than 10 Triumph X75 Hurricanes. Mainly an
English sidecar motocross racer Mark Goodall
built this brawny 850cc Wasp Nortisse street scrambler
and is offering kits for customers to create similar
machines.
An agent for Wasp, specialist maker of off-road
competition ware since the mid-Sixties, Hampshirebased Goodall of Kamar Motorsport is a keen exponent
of spectacular vintage sidecar motocross, racing a 920
Norton Wasp outfit.
"We buy up rough Commandos for engines and this
seemed a good way to promote our business," he says.
The muscular machine houses a stock 1973
Commando motor with a single 36mm Mikuni carb in
Wasp's Rickman MkIII-copy motocross chassis. Gearing
is lowered at the gearbox output by two teeth. The twointo-one pipe is also Wasp and the front fork Commando. Lights are from an accessory shop.
When trying the machine on wet grass and dirt,
the disc front brake was as almost as scary as the
engine's ferocious grunt. But the machine is superbly
slim and not too heavy at 312lb. Easy handling and lowrevving power actually make it docile - until you tweak
the quick-action twistgrip and the fun starts.
It should make an ace street scrambler on which
a competent rider can confidently venture off the highway.
Frame kits start at around $2300. Kamar will help source
motors and can build machines for customers.
Kamar Motorsport: from US dial 011-44 1420 23325.
Lake Cachuma Rally Founders Trophy presented to
John and Susan Healy at 1999 rally.
Lake Cachuma 1999
T
he site of the Lake Cachuma Rally is a
horseman's camp nestled into the mountains.
Dotted with hundreds of Pin Oaks and as many campsites, it is located 20 miles east of Santa Barbara
California. The area has long been an escape for the
Hollywood crowd and the site is only a short ride from
President Regan's ranch. Driving up the winding two
lane road from Pacific Coast you pass Cold Springs
Canyon, a popular Sunday destination for the area's
motorcyclists and want-to-be's.
British enthusiasts have gathered here since
Bill Getty of JRC Engineering, Bob Raber, of Raber's
European Parts Mart in San Jose and myself put on the
first rally in 1989. For the past two years John Mulreen
of The British Connection, Lakeside Ca., has turned
our two day event into four days of fully catered heavy
duty family rallying.
Today, the Lake Cachuma Rally owes it's
success to John and Donna Mulreen with the able
assistance of Mike Van Lienden and Bob Ferguson.
Together, they have taken what started out being a
small gathering of dedicated enthusiast and turned it
into a major West Coast British Motorcycle event.
Old Bob Raber (Well, he's pretty old - he's my
age, - 39, isn't it Bob?) continues to "lead" a group
from his shop in San Jose. This year, the rally was
selected by the BSA Owners Club of Northern California as one of their "points" rallies, sure would like to
see those guys back next year.
While Bill Getty thinks up ways he can
embarrass Eddie Mulder in the field events, Eddie
continues to amaze us with what he can do with a
motorcycle.
In our sport, Eddie Mulder is "every mans"
hero. This unassuming guy is every bit as comfortable
talking bikes with his friends and fans as he is crossed
up at 100mph. But what we want to know is, does he
do everything with that toothpick in his mouth?
To say that Sue and I were embarrassed for not
being able to attend this year's rally is an understatement! What we didn't know was that big plans were
made to honor the TIOC and ourselves for starting
what has become a very popular meet for California
British motorcycle fanatics. When we started in 1989,
we got a lot of, "What is the Easterner doing coming
out here and trying to show us how to have a good
time with our motorcycles?" Us fast talking Easteners
took a while to get used to the laid back Southern
California life style. We came with a rally schedule,
but we soon learned that schedules sometimes take a
back seat in the heat of the mid-day sun.
John Mulreen and the gang got together and
had a local artist, and British bike fanatic Bob
Ferguson bend a bunch of metal into one of the nicest
trophies that we have even seen. Plans were made to
present it to us at the rally, but we stayed home, missed
the whole event and were unable to share it with all of
our new friends in California. The first we knew of the
trophy was when it arrived here at our door.
John, Donna and Bob, we are humbled, and
as you know...speechless! To say thank you just
doesn't say enough!
If you want to go to an event where you can
bring the kids and the wife, go to the Lake Cachuma
rally, I'm sure they will want to come back the next
year. If you want to talk to some really enthusiastic
British bike enthusiast, you will find them there. If
you have a British bike (or any bike) that you wouldn't
mind getting dusty putting a few miles on it, go. And
don't be surprised if you make an jerk out of yourself
in the field events and still have a great time, why not,
everyone else does.
You will enjoy peple who really know their
bikes and how they came from the factory, but they
won't make an ass out of you because your oil tank
decal is too high. Make plans to ride the California
mountain roads, and enjoy camping where someone
else does all the cooking. Remember to put aside
Labor Day weekend and attend the next Lake
Cachuma Rally. I think you will have a real good time.
Restoration
Gas Tank Repair • Custom Harley Painting
Chrome Plating • Welding
910-425-0023
Mail: 416 Murray Hill Road • Fayetteville NC 28303
Ship: Route 20, 1234 Bldg. Q • Fayetteville NC 28306
http://www.cyclecolors.com e-mail harkeyboy@aol.com
RIDE A DIFFERENT ROAD
Stocking Specialists for Triumph Cubs, 500s
and Sammy Miller Replicas
Greg Bidou - T100 Toymakers
589 Edison Road, Trumbull, CT 06611 USA
1-203-261-2346
Parts, Service and Free Advice for all British Motorcycles
PHONE
TODAY FOR:
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Bonnevilles on display at Montlhéry circuit
Vive la Bonnie!
The fortieth anniversary of the Triumph Bonneville1s
1959 launch was celebrated at this year1s Coupes de
Moto Legende extravaganza in France. Anyone turning
up at the huge festival on a 650 or 750cc Bonnie gained
free admission and a static display of machines of various
ages was staged in the busy paddock area.
There were 11 lined up, including a faired 1965
Thruxton, but Sylvie Teychenée, one of the organising
staff from the French vintage bike magazine Moto
Legende, explained that it was difficult to find highly
authentic and original examples in France.
Visiting English trader, Cliff Rushworth of Ace
Classics, who put his highly authentic 1959 US-market
Bonnie in the display, collected a major concours award.
In France, a nation with speed-crazy bikers,
smooth road surfaces and 24 Hour endurance races,
Japanese fours caught on big-time in the Seventies.
Another anniversary, the 1969 launch of the Honda
CB750, was celebrated at the Coupes by 80 of the fours.
The festival, attracting 30,000 paying visitors this
year, has a fabulous venue at the Montlhéry circuit south
of Paris. Built in the Twenties with sections of steep
concrete banking, it became a popular records track and
although there are now chicanes to keep riders from
getting too carried away, Coupes entrants can experience
the thrill of riding round on pre-1973 road or race bikes.
Club Shop —
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Classic Triumph Calendar guaranteed Y2K Compliant and Features bikes from:
Bobby Sullivan, Randy Baxter, Denny Dingman, Wendy Parson, Bobby Jones and
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Little Bike, Big Noise...
Photos and Text by
Mick Duckworth
Martin leaving the lights on a standing 1/4 mile
M
artin Willmott went to watch drag
racing and picked up useful information at
Indianapolis in 1998. Mingling with some
of the two-wheeled competitors, he told them that
he was running a quarter-miler back in Britain
where he lives.
“When I told them it was a 500 Triumph,
they thought I was joking!” says Martin. But his
little bike, used for both drag racing and sprinting is
a pretty serious deal. Revved to near 12,000rpm and
sporting a supercharger, it’s definitely one of the
noisiest machines on the UK quarter-miling scene,
emitting a harsh and merciless racket that has
everyone within 10 yards covering their ears.
Running on up to 94 per cent nitro, it gives off acrid
fumes as well.
The Triumph’s best-ever standing quarter
time is 9.07 seconds with a best terminal of
154mph. Not earth-shattering by today’s standards,
but not bad for a little a pre-unit 500.
This thing is purely a hobby for Martin, a
thatcher and farmer based in rural Bedfordshire
who grows his own straw to make and repair
traditional English thatched roofs. Often only able
to take a one-day weekend, he is unable to make
many drag meets — usually two-day events — so
he tends to follow one-day sprints.
Established in Britain before drag racing
arrived from the US in the mid-1960s, sprinting is
quarter-mile competition where machines usually
run individually. With no eliminations, the object is
to achieve FTD (Fastest Time of the Day) overall or
in a class. Martin’s sponsor and a supporter at most
events is his father, who is blind. Martin’s friend
Henry Hawes is the team’s mechanic.
The bike’s frame dates from 1984, when
Martin was using a 500 Norton Dominator 88
engine. Made from Reynolds 531 tube it was
sourced at JC Engineering, run by former quartermile racer John Clift.
Small tank on side of motor is for oil which is changed after 2 or 3 runs. Engine
breathes through an automotive SU carb. Oil pressure is taken from the front of the
timing cover to small ports in the rear of the cylinders to help prevent seizures.
“I kept getting beaten by Triumphs, so I
decided to join ’em,” Martin smiles. Recalling a
nitro-burning 500 he knew with a reputed 170bhp
that had run in the low nines, he tracked it down to
discover that its engine had blown apart and the
owner had condemned its chassis as lethal.
Acquiring the dismantled Triumph engine,
Martin built it up for installation in the JC frame. Its
basis is a set of Speed Twin alternator-type crankcases containing a Nourish 360-degree one-piece
crankshaft in roller mains. The T100 alloy head and
One cover encloses primary drive, blower drives
and clutch.
barrel, with their finning shaved off to aid rapid
warming-up, are clamped firmly to the bottomend. A hefty alloy plate between the rocker boxes
is secured by four through-bolts: two anchor in a
plate sandwiched between the timing cover and
the timing side crankcase, while the other pair fix
to a base attached to mountings for the primary
chaincase on the drive side case.
Connecting rods are by Carrillo with
forged pistons specially commission by Martin,
but based on the stock Triumph three-ring pattern.
The head and cylinder are retained by 4 bolts that
thread into the crankcase. A grease fitting lubricates
rocker shafts between runs.
“Rings don’t last. If they survive two meetings, they’ve done well,” explains Martin who says
the rest of the motor needs minimal attention apart
from changing the occasional bent pushrod, an
inevitable result of spinning the engine to an estimated 12,000rpm — there’s no tachometer. Replacement is easy in the absence of pushrod tubes.
To help prevent piston seizures, lower cylinder oil
injectors are provided, supplied from the existing
take-off point ahead of the pressure-relief valve in
the timing cover.
The cylinder head has been heavily modified internally with gas-flowing and porting by Mez
Tuning, a leading UK tweak shop run by an interesting character (www.btinternet.com/
~mezporting/).
Valves are bigger than stock and a Nimonic
80 type is used on the exhaust side: “With nitro,
standard Triumph exhaust valves just dissolve,”
Martin explains. Normal steel timing wheels drive
the camshafts, a 3134 form on the exhaust and an
American Iskendarian cam on the inlet: Martin is
very keen to source more of the latter. Ignition is by
a Lucas K2FR racing magneto.
An aluminum canister to the right of the
engine serves as the oil tank and the contents need
to be changed every two or three runs because of
contamination by nitro fuel blowing past the rings.
Up to 94% nitro-methane hurtles this little T
the standing quarter mile. If anything, this h
A straight 40 diesel grade is used: “It’s good
enough for £100,000 combine harvesters, so I
reckon it’s good enough for the bike,” Martin
laughs.
The tuned-length exhaust pipes are retained
by tension springs at the ports and turned outwards
at their open ends so as not to overheat Martin’s
boots.
For a dragster, the transmission is pretty
mundane. A Norton four speed road box, with the
first gear pinions removed to provide a fail-safe
neutral, is driven from a large engine sprocket via a
six-spring dry clutch of the same make and a single
row 428-size racing chain. “It’s fine if you chuck it
away after six runs,” says Martin of the latter.
Similarly, he doesn’t expect gearboxes to last
indefinitely and to be safe he always uses the
clutch to shift gears during a run.
Triumph to 154mph at 9.07 seconds in
home grown 500cc Trumpet is noisy.
Outboard of the primary drive a pair of plain
V-belts are used to rotate the blower, formerly a
Marshall-type aircraft cabin pressuriser, slightly
faster than engine speed. Its capacity is 550cc and
boost is usually set at 25psi: Martin recently fitted a
gauge for checking the figure.
The front fork is from a 160cc Honda with a
Michelin tire on an 18in rim and a disc brake.
Another disc is fitted at the rear, so Martin has
sufficient stopping power for venues such as North
Weald Airfield where the photos here were taken:
here, failing to slow sufficiently at the end of the
strip would risk riding onto a runway in use by
aircraft.
A 7 x 18in Mickey Thompson Drag tire is
used on the three-spoke alloy rear wheel. This was
one piece of equipment Martin had learned about
and acquired on his US trip. “When we were over
there, we saw how it’s done properly,” he says.
Another item sourced in the US is the handlebar
operated fly-off valve in the half-inch fuel feed,
used along with the ignition kill-switch at the top
end of the quarter.
“On a really good run, she’ll be detonating,
so even if the ignition is off the engine keeps
running — like a diesel,” Martin explains. For
returning to the pits after a run, Henry pilots a
three-wheeled Honda ATC tow vehicle.
To help Martin maintain control during
getaways long wheelie bars are fitted, with a pair of
skateboard wheels at their tail end. “Ideally, you are
riding on the rear tire and those small wheels,”
Martin says. “This bike is safer to ride hard. If you
wind the throttle open and let the clutch lever go,
she goes straight. But if you give it less than 100
per cent you can get into trouble.”
Martin has a second 500 Triumph, very
similar but with a red frame, under development. “It
has Hilborn fuel injection, twin plug heads and a
bigger tyre, but is not quite as fast as the blue one
yet,” he says.
As well as quarter-miling, the blue Triumph
has run up to 175mph one way through the flying
kilometre at Elvington, a UK records venue at a
former USAF base. “It was me who decided not to
go faster than that, not the bike,” laughs Martin.
“The trouble with flying runs is that you get too
much time for thought!”
Velocette Roarer has air scoops by cylinders to cool
rear-facing exhaust ports.
Mallory Magic...
More than fifty machines of the Seeley
marque, plus others with Seeley-made frames paraded at the annual Mallory Park Post-TT meet.
Colin Seeley himself was out on a Seeley G50 MkIV
he bought for himself this year, to discover it was the
last of the type he made. Also in the parade were
Norton and Weslake-powered Seeleys as well as
Japanese-engined roadsters and racers including the
one-off Suzuki-powered monocoque racer of 1972.
Another highlight of the vintage-slanted
Post-TT was a breathtaking four-rider battle in the
race for 500cc pre-1973 bikes, the UK's premier
historic class. Former kings John Cronshaw (BSA)
and Bob Heath (Seeley G50) were relegated to third
and fourth places by the new breed of short-stroke
Manx Nortons. Stephen Tomes won on Fred
Walmsley's hot Molnar 95-bore Manx and Jerry
Summerfield took second with his own-built
Summerfield Engineering short-stroke.
Making a rare action appearance at the PostTT was The Roarer, Velocette's amazing 130mph
supercharged ohc 500cc parallel twin with geared
contra-rotating crankshafts and shaft drive. Built to
counter BMW's blown boxer in 1939 it appeared in
TT practice but was sidelined by a postwar GP ban
on blowers. Restored by Velocette historian Ivan
Rhodes, on track this beauty doesn't so much roar as
purr.
Ceriani-type fork lowers in aluminum and magnesium versions from Dick Hunt
Speedy Cycle Parts...
Fork and wheel products sold by Dick Hunt
Racing are expensive, but are relied upon by
Europe's fastest vintage racers. In the Isle of Man
TT, Mountain Course specialist Bill Swallow set
the fastest-ever lap by a vintage bike at a sensational 108.03mph on a 500cc Petty/Summerfield
Manx Norton, racing in a modern Singles event. He
used Dick Hunt's front fork sliders, triple clamps,
front disc brake and rear Manx hub.
Hunt also supplies to top-rankers Bob Heath
and John Cronshaw, selling several components in
two alternative materials: lightweight ductile
magnesium alloy or aircraft-spec aluminum.
Sample prices (approximate): 210mm
Fontana magnesium front hub with backplates and
bearings $1730, Ceriani-type fork slider in magnesium (for drum brake) $225, Seeley front fork, with
triple clamps (for drum brake) $1145, Manx Norton
conical rear hub and drum brake $1865.
Contact Dick Hunt Racing in
the UK from the USA.
on 011 44 1932 347401
fax 011 44 1932 349114.
Gold Medal-Winning 1958 Trophy
Photos and story by
Mick Duckworth
John Giles seated on 1958 Triumph ISDT Trophy talks
to owner restorer Les Wright.
redit for the lean and purposeful looks of
Meriden Triumphs is usually ascribed to the
genius of Edward Turner and the skills of
his long-suffering draftsman, Jack Wickes.
But let’s not forget the influence of Meriden’s
Henry Vale and his Competitions Shop fitters who,
by adapting standard models for off-road sport, set
the pattern for some of Triumph’s most attractive
twins of the Fifties and Sixties.
Although for many years it was factory
policy to avoid spending time and money on road
racing, off-roading was very important to Triumph.
Both to prove that its products were the best choice
for dirt and desert racers in the US and to impress
European buyers with displays of durability in oneday and long-distance trials.
It was in preparing bikes for these competitions that upswept exhaust systems, small headlamps and other functional features appeared, to
eventually become classic Meriden style. The TR6
Trophy is a classic example. It was originally born
C
out of Triumph’s brilliant success in the 1948 International Six Days Trial held in Italy, in which a trio
of heavily modified Speed Twins took three Gold
medals and a Team Prize.
This inspired a new lightweight 500cc purpose-built model for 1949 with the same power and
reliability, but a shorter, more agile frame. The name
came from the gruelling ISDT’s premier award, the
Team Championship Trophy for the top national
team.
By 1956, the Trophy had a swinging arm
frame and with the North American market in view,
a 650cc version was launched as a dual-purpose
street scrambler or desert racer. The TR6, or TrophyBird (a US-originated name little heard in the UK),
was a real hit and arguably the ancestor of all modern enduro machines. Part of its development program had been the fielding of Tiger 110-engined
Trophies in the ISDT and naturally as soon as the
TR6 entered production it featured in the six-day
marathon.
Solo seat is taken from Triumph's "Saint" police bike.
This ISDT model was "skinned"with Dunlop "Trials"
tires. Although suprisingly stock, the perfection is in the
details like a rear mounted side stand and replacing the
generator with an alternator from a Thunderbird .
To ease throttle cable replacement a spare cable is pre-fit
with a slide and needle and safely stored in the tube
sitting behind the cylinder.
The works TR6 was a special concoction of
the ‘Comp Shop’, taken off the assembly line and
modified for the special needs of the tough and
tightly-scheduled ISDT. The key issues were reliability, extreme ease of speedy tire and control cable
changes, generous ground clearance and lightness.
Few genuine factory specials survive, but a
lovely example of an ISDT Trophy has recently been
restored by English enthusiast Les Wright.
It’s the machine used by Triumph works rider
John Giles to win a Gold Medal in the 1958 ISDT
based at Garmisch Partenkirchen, in the mountainous
Bavarian region of what was then West Germany.
YNX 963 was one of three Triumphs entered for that
year’s Welsh Three Days Trial, used as a qualifier
for riders and machines to be included in Great
Britain’s official teams. The other twins were YNX
962, also a TR6 and a 500cc TR5.
In the wake of political crises in Hungary and
Suez, Britain had opted to miss the 1957 ISDT in
Czechoslovakia, but strong teams were fielded in
1958, with the hard-riding Giles and his Trophy
being selected for the national Trophy team.
At the direction of Triumph boss Edward Turner,
after the Welsh event the ISDT machines were
refinished in US market Aztec Red and Ivory, since
these colours would replace Silver Sheen in the UK
for 1959 and if successful the ISDT machines would
be used to publicize the new range.
The factory also insisted on fitting the
Slickshift outer gearbox cover since this feature,
linking clutch release to the shift pedal was an
innovation for 1958 showroom models.
Having established the history of his machine, Les
Wright obtained details of its special finish from exMeriden staffer and Triumph historian Harry
Woolridge who confirmed the build date as late May
1958 and listed 37 items altered from standard. They
included:
• 51/4in Lucas headlamp
• 7/8in handlebars (instead of 1in)
• chain oiler reservoir and feed
• extra bracing for brake pedal pivot
• modified rear chainguard
• nail-catcher on front mudguard
• propstand re-sited to left footrest plate
• rubber-mounted 1 (UK) gallon oil tank
• sheet steel cover for air filter
• short seat, as fitted to UK police Triumphs
• Siamesed low-level exhaust with small silencer
• spare clutch cable in situ
• spare throttle slide in container
• T-nut for quick front stand release
• twin-bulb rear light with quick-release nuts
• tire inflating air bottle and hose
Other ISDT changes were the use of alternator electrics and weight saving battery-less Energy.
Transfer ignition instead of the normal pre-1960 TR6
dynamo. Also, the engine was built with the revised
crankshaft introduced on 650s for 1959 and Thunderbird crankcase and primary chaincase castings to
suit the alternator. Cams and pistons are stock,
although raised compression and hotter cams were
usually fitted for the Welsh Three Day preliminaries,
where Triumph competed with other factories for
selection and strong performance was more important than reliability.
Clever use of a rear brake rod adjuster which is modified
to allow quick lowering of the front stand. Spare spokes
and front brake cable are taped to the fender stay.
Bikes were then carefully rebuilt in the Comp
Shop in preparation for surviving the ISDT proper.
Held at venues all over Europe, including Eastern
bloc countries, the going was usually on rural and
mountain tracks, maintaining high average speeds on
gravel, grass, mud and pavement.
Seals and special paints were used to police
the rules prohibiting key components from being
changed during events, but some team managers
were cunning enough to organize their own supplies
of these materials! On the Trophy, pairs of small
holes can be seen on the upper suspension mounts
where official seals wired on the ISDT number
plates to deter number — or machine — changes.
One mounting hole is slotted so carb can be rotated to
allow cable replacement without having to remove carb.
A brace runs between the foot peg bolt and the brake arm
for support. Generator missing and new alternator cases
clearly vissible.
Les was proud to show his work to John
Giles, who’s still active — to say the least — in pre’65 motocross, and he’s now learned more about the
Triumph’s special trim. John pointed out that as he
used it, the machine would have had no right-side
fuel tap. This gave better access to the Amal
Monobloc carburettor which had a bolt, rather than
stud, mounting on that side. If the bolt was removed,
the instrument could be swung thru 90 degrees for
quick throttle slide changes — clever!.
Apparently, the rear mudguard should be a
6T type with valances removed and Les will change
it accordingly. Naturally, the reunion of bike and
Chain oiler and air bottle are attached to rear frame rail.
Flat box offers extra protection to air cleaner. Tommy bar
clearly visible on rear Q.D. wheel.
Nail catcher clearly visible above Dunlop Trials tire.
Small 5" headlamp with number plate bracket that pivots
up for night time riding.. Bike had choke and spark
advance levers and pre-routed spare cables are clearly
visible. As the bike had to be street legal a rear brake
switch and squeeze horn is fitted.
rider at a vintage motocross venue in damp weather
included awsome action. A real dirt maestro whose
preference is for revvy twins, Giles was soon slithering the snarling Trophy, flinging mud and divets of
grass high in the air.
Looking on in pride and admiration Les
Wright exclaimed: “He rides it faster on the rough
than I ride it on the road!”
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TECH TIPS:
Triumph Twin Shock Hub
Photos and text by John Healy
The assembled hub with the ends of the securing bolts
peened over.
Hidden deep inside the bowels of Triumph's
twin clutch is an often overlooked contraption called
a shock damper assembly. It is a simple device
though curiously overlooked (some say feared) by
many inexperienced Triumph mechanics.
The device helps protect the motorcycle's
internals from the everyday use and shocks caused
by wheel stands, drag starts, rough shifting and other
abuse. Because it is located inside the clutch, and
shares parts critical for proper operation of the
clutch, it is important that it is in good working
order.
If the internals are worn or loose they will
allow the cast iron splined hub to "cock." This will
not allow free movement of the internal splined
plates and the clutch will appear to be "dragging." If
the screws holding the assembly together (early
models) are loose it will allow the assembly to slip
out and hit the inside of the pressure plate causing
the clutch to slip.
The key to successfully rebuilding one requires making two simple service tools. The easiest
Leaving out the rubbers dry fit all of the hub's parts. Be
sure all three 1/4 UNF bolts thread freely when offered
through the hub. Then be sure that the spider turns freely
between the side plates.
is a spare hub (you can use your hub as the flats will
not effect running) which you carefully grind two
opposing flats on its outer edge. The other requires
a spare steel clutch plate that you drill a couple of
holes in and with a couple of spacers attach a flat
bar (mine has a length of tubing welded to a couple
of stand offs).
The preferred hub assembly uses 3 bolts
securing the assembly which are 1/4 UNF and a
7/16 inch socket will easily remove them. Earlier
hubs used 6 - 1/4 inch screws to secure the side
plates. If you have an early unit with 6 screws it is
wise to update to the later style. If you have no
choice but to use the early style when reassembling
be sure to Loctite (blue) the 6 screws in place.
To take the unit apart: Early style requires a
3/8" drive hand impact driver with a flat screw
driver bit ground to firmly fit the screw slots. Later
style requires grinding off the "peened" end of the
1/4 inch bolt. Removal of the peened end will
ensure that the threads in the outer plate will not be
damaged.
Start assembly by placing the inner side plate onto the
hub. Place the cast iron outer hub on top being sure to use
one of the bolts to keep all the pieces in alignment.
I like to have the spider a light push fit on the splined
mainshaft hub. This is especially important detail when
the bike is being raced. It allows easy removal and
assembly of the clutch when accessing the high gear or
transmission.
This is the secret: Carefully grind two opposing flats on a
spare mainshaft hub to aid securing it in a vice. Set it
level with the tops of the jaws.
Align the splines and drop the spider onto the mainshaft
hub which is secured in a vice. The spider should be a
light push fit (it could be looser) on the hub. Once and a
while you will find the odd combination that are a press
fit. Although I know this is not always possible for the
home mechanic, personally I would try to find a pair that
were a light press. Notice the bolt used for initial alignment is still in place.
TECH TIPS:
Racing
ALTERNATIVE MOTORCYCLE REPAIR
3950 East Tennessee
Tucson, Arizona 85714
520-790-9875
800-849-6970 (order line)
Fax # 520-790-1975
E-mail Address: amr@rtd.com
www.rtd.com/~amr
Specializing in
Norton • Triumph • BSA Twins
Hours 9–6 Tuesday thru Saturday
Restorations New & Used parts
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Custom Cylinder Head Preparation
and Machine Work
Dana Johnson (508) 872-RACE
21 Blandin Ave.
Framingham, Massachusetts 01702
www.intekra.com/IMS
Following the pattern shown, insert the larger of the
two rubbers. Then place the tool you made from a
steel clutch plate and rotate the hub until you have
enough room to insert the small rubbers. Do not use
oil. If you don't have commercial rubber lube it
would be better to wet them with saliva. To free one
hand to install the small rubbers, I stabilize the tool
with the other hand and rotate the hub with the bar
against my hip. To ease assembly the arm of the tool
will need to be at least 2 1/2 feet long. All you need
to do to finish is place the outer side plate on the
assembly, and with a little Loctite (blue) applied,
thread the three bolts into the plate. For extra security, after tightening, peen over the end of the bolts.
RMB MOTORCYCLE RESTORATION
Distributor of British made
Reproduction Pre-unit
Triumph Parts
CHAINGUARDS
FENDERS
BOLTS
STAYS
GAS TAPS
AIR FILTERS
118AvondaleAve.
Stratford,Ontario,Canada Bob Buchanan
N5A6M8 Fax519-271-2742 519-271-9575
e-mail trirmb@stratford.webgate.net
Grind two opposing flats on a spare hub (if you are
careful there is no reason you cannot use your hub).
While grinding, dip the hub in water to keep it from
getting too hot. If you are going to use the hub there
should not be any signs of discoloration from heat when
you are done
After pushing the assembly apart, wash the
components and inspect for wear. Leaving out the
rubbers assemble the hub. The spider should be free
to turn in the end plates, but not so lose that it would
allow the spider to "cock." Look at the inner surfaces
of the side plates. They will often show sign of
severe wear and should be replaced.
If you are buying new parts for one of these
assemblies be sure to take your old parts with you.
As new old stock parts are seldom available for these
hubs you will be buying replacement parts that were
made by different suppliers, often in a wide array of
third world countries.
Here are a few things to check:
1. Put the side plates on the cast iron center and be
sure that all three bolts pass through the hub and
thread into the opposite plate easily.
2. Put the spider into the assembly, offer the side
plates and snug up the securing bolts. Be sure the
spider turns freely, but is not loose enough to allow
the hub to cock.
3. Offer the mainshaft hub to the splines in the
spider. They should assemble with no more than a
rather firm push. If they have to be hammered
together find another spider or hub. Because racing
requires constant access to the transmission and high
gear sprocket, selectively fitting the spider to the hub
is especially important.
4. If you are using a new outer cast iron hub slip on a
couple of clutch plates. They should be free to move
in and out.
5. Also with a new cast iron outer hub inspect the
area where the rubbers seat. It should look exactly as
your old one. There are some of these available from
India that are all but impossible to get the rubbers to
fit properly.
Finally, I would inspect the integrity of the
rubbers. Rubbers damaged from hard use or improper assembly should be replaced. Be sure the new
rubbers do not have any nicks, punctures or cuts
which could lead to premature failure.
As you can see, with the a couple of tools
that you can easily make in the home workshop,
repairing the shock hub assembly is a rather straight
forward job.
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Classic Cycles Ltd
SALES •
PARTS • SERVICE
RESTORATION
Largest All British
Inventory in New Jersey
50 Broad Avenue
Edison, New Jersey 08820
732-548-7975
Fax732-548-7557
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DONELSON
CYCLES,
INC.
THE
Phone:
(314) 427-1204
9851 St. Charles Rock Road
St. Ann, MO 63074
MOTORCYCLE
PEOPLE.
LARGE PARTS INVENTORY For
Classic
Commando
1998
K70 & K81 Dunlop Tires
in Stock
U P S
S E R V I C E
D A I L Y !
January 9, 2000... The York Motorcycle Parts
Extravaganza, York Fairgrounds, 334 Carlisle Ave,
York, PA (904) 252-3101 (Former J&P event).
January 14-16, 2000... Team Powersports Cycle
World 2000 International Motorcycle Show at
America's Center, St. Louis, Missouri. Info 714-5138400.
January 16, 2000... AMA Presents Will Stoner
Swap Meets at York County Fairgrounds, Old Main
Bldg, York, PA. US Route 30 to Carlisle Ave. More
info 440-543-0632.
January 15-16, 2000... Greater Akron & Cleveland
Motorcycle Show - Trade show, manufacturers,
Custom Bike Show and entertainment. John S.
Knight Convention Center, 77 E Mill St. , Akron,
Ohio. Info 904-252-3101.
Pennsylvania Convention Center, Philadelphia, PA.
Info 714-513-8400.
January 22-23, 2000... The New Jersey Motorcycle
Spectacular, Garden State Exhibit Center, 50
Davidson Ave, Somerset, NJ (904) 252-3101.
World 2000 International Motorcycle Show at IX
Center, Cleveland, Ohio. Info 714-513-8400.
January 29-30, 2000... Mid Ohio Motorcycle
Spectacular - Motorcycle Show, Swap mweet and
entertainment. Ohio Expo Center, 717 E 17th Ave.,
Columbus, OH.
January 30, 2000... J&P Promotions 14th Annual
Motorcycle Parts Extravaganza. Held at the BelleClair County fairgrounds in Belleville, IL. At route
13 and 159, just off Route 15. Hours 10am to 4pm.
Info 319-462-6011.
February 4-6, 2000... Team Powersports Cycle
World 2000 International Motorcycle Show at Jacob
K. Javits Convention Center, NY, NY. Info 714513-8400.
February 5-6, 2000... The New England Motorcycle Spectacular, Bayside Expo & Convention
Center, 200 Mount Vernon St, Boston, Mass (904)
252-3101.
February 6, 2000... AMA Presents Will Stoner
Swap Meet, Richland County Fairgrounds,
Fairhaven Hall, Mansfield, Ohio. For more info call
440-543-0632.
February 6, 2000... J&P Promotions 19th Annual
Motorcycle Parts Extravaganza. Held at the Will
County Fairgrounds in Peotone, IL. Approx 40 miles
south of Chicago just off I-57. Event hours: 10am to
4pm. Info 319-462-6011.
February 11-13, 2000... Team Powersports Cycle
Rosemont Convention Center, Rosemont, IL. Info
714-513-8400.
February 26, 2000... J&P Promotions 12th Annual
Motorcycle Parts Extravaganza and Indoor Bike
Show. Held at the Farm Show Complex at 2301 N.
Cameron, Harrisburg, PA. Event hours 10am to
4pm. Info 319-462-6011.
March 8-12, 2000...Team Powersports Cycle World
2000 International Motorcycle Show at Daytona
International Speedway, Daytona Beach, FL. Info
714-513-8400.
March 8-11, 2000.... J. Wood Auction and Show
Stetson University Edmunds Center, DeLand
Florida.
March 11... J. Wood Auction Stetson University
Edmunds Center, De land, Florida.
March 9, 2000... Annual Vintage Banquet at the J.
Wood Auction, Stetson University.
March 9, 2000... Ohio Valley BSA Owner's Club
annual vintage ride. Leaves from the site of the J.
Wood Auction in De Land., Florida.
March 9, 2000... AHRMA's Annual concours show
at the site of the J.Wood Auction in DeLand. Starts
after the BSA vintage ride.
March 18-19, 2000... The Idaho Vintage Motorcycle Club's 24th Annual Vintage Motorcycle Rally
and Show, Caldwell, Idaho. Info 208-377-4981 or email norton@micron.net
April 1-2, 2000... The Mid Atlantic Motorcycle
Spectacular, Capital Expo Center, Chantilly Shopping Center, Chantilly, VA (904) 252-3101.
April 9, 2000... 4th Annual Crossroads Swap Meet
at Knox area Farmers market, Exit 8 off I-640.
Under roof - rain or shine. For British, Japanese,
European bikes and scooters only. For more info
423-687-0331.
April 6, 2000... AMA Presents Will Stoner Swap
Meet York Fairgrounds, York PA. Old Main Bldg,
US Route 30 to Carlisle Ave. 614-856-1900 ext
1227.
April 8-9, 2000... Hartford Motorcycle Classic:
Motorcycle Show, Swap meet and entertainment.
Connecticut Expo Center, 265 Rev. Moody Overpass, Hartford, CT Info 904-252-3101.
June 10-11, 2000... United States Classic Racing
Association's Belknap Classic Road Race and Will
Stoner Swap Meet at Belknap Recreation Area,
Rte11A, Guilford, NH (5 miles from Laconia). Swap
meet info call 440-543-0632.
June 24-15, 2000... 2000 Triumph Day and Classic
Weekend, Hamilton Rod & Gunn Club, New Boston
Road, Sturbridge, MA. SASE: Triumph Day, P.O.
Box 371, Southbridge, MA 01550-0371
August 8-13, 2000... North American Vincent
Owners Club Annual Rally Sturgis, South Dakota.
Contact Denny Delzer e-mail:
oldspeed@btigate.com www.rally.sturgis.sd.us
2001... 38th BSA International Rally in Australia.
Details from: BSA Owners Association, Inc., P.O.
Box 96, Greensborough, Victoria, Australia 3088.
We have just received information that the
year 2000 Daytona Bike Week will be
moved forward one week to March 6th to
12th. AHMRA will have its festivities at
the track on Monday and Tuesday March
6 and 7th, Jerry Wood will have his auction on Saturday March 11th and the
Annual AMA 200 Mile Race will take
place on Sunday March 12th.
Members Classifieds
For Sale: Triumph Hurricane, excellent condition,
dealer restored, runs great - $5000. Also 1956
Triumph TR6 dealer rebuilt motor (100 miles) new
tires, extra transmission and more. Please call John
860-379-1749 CT.
For Sale: Triumph Silver Jubilee side panels - $90
each. Side panel badges - $50 each. Tank badge $75. or best offer. Also have a throttle lock (cruise
control) for sale - $35. Please e-mail:
rameyNC@aol.com or call Gary 336-940-5111.
For Sale: 1970 Triumph Bonneville obsessively
maintained, good original condition, parcel rack
tank, new brakes, chain, seat, Boyer ignition, halo
head light. Strong daily runner, starts first kick. Call
Jim 609-688-1648 NJ.
For Sale: 1965 T120C rolling basket case. Good
frame and engine numbers - $1500 or interesting
trades considered. 330-424-7463 OH.
For Sale: Lots & lots of parts for BSA & Triumph
250-500-650-750 & 3 cylinders. Most anything for
all makes and models. 334-821-2535 AL.
For Sale: 1957 Ariel Square Four, beautiful, excellent condition, starts easy, runs quiet. $9800. Call for
photos, details 831-462-9836 CA.
For Sale: Triumph Daytona 1200 - 1995 with 3000
miles, perfect, black, ridden Sundays by old guy.
Yours for only $7900, call Kurt at 781-641-3222
MA.
For Sale: 1957 Thunderbird, numbers match, no
title, has Q.D. rear hub, fresh engine, bike is complete except for guages and light switch. Some
assembly required. make a reasonable offer. Kirk,
Phoenix, AZ 602-264-1505.
For Sale or Trade: 1925 Sturmey Archer early
Britsh restoration in good complete condition $7000 or trade for old Harley or BMW with side car.
Bob Speck 773-929-7992 or fax 773-929-3031 IL.
For Sale: Triumph Hurricane excellent condition,
dealer restored, runs great $5000. Also 1956 Triumph TR6 dealer rebuilt motor (100 miles). New
Tires, extra transmission and more. Please call John
860-379-1749 CT
Triumph Day 2000
June 24-25
For Information:
SASE: Triumph Day
P.O. Box 371
Southbridge, MA 01550-0371
Members Classifieds
YOUR SOLE SOURCE FOR FERODO BRAKE SERVICES
High Friction Linings for Road Race, Street, Off Road
& Classic Drum Brakes; and Pre-1980 Discs
209-533-4346
For Sale: 1956 BSA M20 civilian model,
unrestored, runs good - $2600. 1972 T100R
unrestored, original, complete, ran when parked $1400. 1973 Bennelli 650s Tornado - show 6200
miles, original and unmolested, runs - $1400. Other
small bikes available 512-237-5425 Texas.
For Sale: BSA 1971 Lightning 650 - 95% correct.
Looks great. Starts easy and runs well. Many new
parts - $1999. Call Hank 920-863-6290 Wis.
For Sale: For restoration: 1951 Tiger 100 -$3000.
1954 Tiger 100 - $2000. Both bikes clean, near
complete, motors free & papers. Triumph pattern
spare parts lot, saddles, headlamp glass units, tail
lights and other stuff - good deal for vendor. For
more info e-mail roadrunr@ridehigh.com
For Sale: 1972 Triumph Daytona - total nut & bolt
restoration of original low mileage machine
(4,951mi.) Many N.O.S. parts - show winner with
0 miles since restoration - $5750. Rich 860-6632754 CT.
For Sale: Original Motorcycle Literature! Sales
brochures, manuals, parts books, etc, 1905 present,
most British plus many others world-wide. Stamped
envelope, specific request, free list, or call. $5 for
huge 125 page list. Walter Miller, 6710 Brooklawn,
Syracuse, NY 13211 315-432-8282. fax 315-4328256. Web: www.autolit.com
For Sale: 1963 Rickman Triumph 500. Fresh topend. Good condition, motoross and enduro tanks,
electronic ignition and charging system - $4500.
Ducati R/T motocrosser, fresh top end, good condition, very fast - $4500. Doug 518-674-4045 NY.
For Sale: 1979 Triumph Bonneville Special 750,
factory stock, original, mint classic, 5,102 miles, 2nd
owner, garage kept. Factory Bill of Lading and
dealer invoice paper - $5000. Joe at 412-854-9710
PA.
For Sale: 1970 Bonneville - one owner - 15,000
actual miles - $7500. Very good shape, sits in garage
- sickness forces sale - call Stan 662-383-2347.
For Sale: 1969 T120R Bonneville, correct horns,
grab bar, all stock with Boyer ignition. Ran well
until my wife put it on its headlight! Nothing serious, but it is a winter project - $3000. Call West at
781-749-3506 MA.
For Sale: Belstaff XL-500 Nylon Pants, all sizes,
limited quantities - $80 a pair including shipping in
US. Also some Belstaff closeouts. Ken McGuire Jr.
518-279-4292 NY
Georgia
Arizona
ALTERNATIVE MOTORCYCLE REPAIR
Maximum Effort
3950 East Tennessee, Tuscon, Arizona 85714
(520) 790-9875 **Price List Available**
Order Line 800-849-6970
British Parts UPS We accept M/C-VISA
1303 Miller Ave
Tybee Island, GA 31328 (912) 786-4006
B.I.G Restoration, Repair, Roadrace
Enfield Sales & Service
California
BRITISH MARKETING
27324 Camino Capistrno #139
Laguna Niguel, CA 92677
714-582-2902
Indiana
VINTAGE MOTORCYCLE SUPPLY
315 Main, Sheridan, IN 46069
Over 40 years Experience in
New and Used Spares and Engine Building
Norton Factory Parts Agent - Service - World-wide Mail-order
MUNROE MOTORS
412 Valencia Street
San Francisco, California 94103
(415) 626-3496
British Parts Sales & Service
(317) 758-4998
Iowa
Colorado
SOUTH CITY MOTORCYCLES, INC
1835 W. Union Ave #10
Englewood, CO 80110
Ph 303-781-0301 www.southcitycycles.com
British Restorations, Parts & Service
Florida
D & D CYCLES, INC
2400 Fernwood St. Pensacola Florida 32505
phone (904) 456-0354 Fax (904) 456-0402
Authorized New Triumph Dealer & Vintage Specialists
New & Used British Parts & Restorations
Wes Scott Cycles, Inc.
4608 N.W. 8 Terrace
Ft. Lauderdale, Florida 33309
(954) 771-8181
Tri, BSA, Norton Restorations - Service - Parts
Georgia
GEORGIA CYCLE DEPOT
BAXTER CYCLE
400 Lincoln Street
Marne, Iowa 51552
(712) 781-2351
Triumph - BSA - Norton - Moto Guzzi Parts
TT CYCLE, LLC
(818) 767-3187 FAX (818) 767-6925
10953 Tuxford Street, Unit 10-11, Sun Valley, CA 91352
Specializing in Triumph, Norton, BSA restoration & repairs
Full Line of Parts & Accessories Available
Open Daily
Iowa
R&D MOTOR & MACHINE
2456 190th St., Marengo, Iowa 52301
(319) 662-4094
Parts – Service – Sales
Machine shop – Restorations
Kentucky
J&M Mechanical
1045 Ardmore Dr.
Louisville, Kentucky 40217
(502)-634-9972
Motors Built - Aluminum Repair
Maine
PAUL ACKERMAN ANTIQUES
Rte 131- Port Clyde Rd
Tenants Harbor, Maine
(207) 372-6204
Parts, Tools, Literature - Mail Order
Maryland
DEER PARK CYCLE
5629 Deer Park Road
Reisterstown, Maryland 21136
410-833-7150
Resurrections and Restorations
666 Pucket Drive
Mableton, Georgia 30059
Tel 770-949-4688 fax 770-948-9386
TRI/BSA/Nor Bikes-Restos-Service-Parts(UPS)
Massachusetts
A.J. CYCLE SHOP
147 “C”, Route 2
Gill, Massachusetts 01376
(413) 863-9543
Specializing in British Racing Singles
New York
BRITISH BIKE CONNECTION
58 Merwin Avenue
Rochester, New York 14609
(716) 288-4546 www.britishbikeconnection.com
GENUINE NEW PARTS - MAIL ORDER
B.J.'S MOTORCYCLE SHOP
191 East Street
Chicopee, Massachusetts 01020
(413) 592-5639
Triumph Service - New & Used British Parts
HUTCHINSON CYCLE
116 Foundry Street
Wakefield, Massachusetts 01880
(781) 245-9663
Paint Experts * Paint by the Pint or Job
Minnesota
KLEMPF'S BRITISH PARTS
61589 210 AV
Dodge Center, Minnesota 55927
(507) 374-2222
Genuine Triumph - BSA - Norton Parts
New Jersey
CLASSIC CYCLES LTD
50 Broad Avenue
Edison, New Jersey 08820
(732) 548-7975
BSA, Triumph, Norton Sales-Service-Parts
CLASSIC MOTORCYCLE ENG.
Andes, New York 13731
(914) 676-3304
Re-engineered Vincents for the purpose of riding
Magneto & Generator Repair
BEAR'S CYCLES
2000 Jumping Brook Rd., Neptune, N.J. 07753
(201) 908 222-1311
Triumph, BSA, Norton - Parts & Service
Specializing in Engine Building & Electrical Work
New Hampshire
FRANK"S BRITISH BIKE BARN
Box 348, Rt. 16, Chocorua, NH 03817
(603) 323-3319
Triumph specialst: Parts, Service, Restoration
Brit. bike maintenance training classes. Bed & Breakfast
C&I SPORT SHOP
RD1 Box 301 Brasie Corner Blake Rd. Rte 58
Hammond, New York 13646 315-578-2620
Your Triumph Blueprinted and Beyond
All British Parts and Service
DICK'S CYCLE SHOP
11054 Mill Rd., E. Bethany, NY 14054
716-343-4255
Call 7pm to 9pm for appointment
British Parts and Expert Service
M&S Cycle
139 Freemans Bridge Road
Scotia, NY 12302
(518) 377-7980
British Motorcycles Parts, Painting, Sales & Service
North Carolina
CYCLE COLORS
Rt 20, 1234 Bldg. Q, Fayetteville, NC 28303
Bob Myers Phone 910-425-0023
British Bike Paint Specialist, British Parts
Paint Stripping, Rust Removal, Bead Blasting
Oklahoma
TOTAL PERFORMANCE RACERS & RESTORATION
Machine Shop Services Available
T140 Hi-Compression Pistons, Triumph Ex. Thread Repair
6710 E. Pine, Tulsa, OK 74115 918-836-6999
All Your Triumph - Norton - BSA Dirt Track Needs
Pennsylvania
COLLINS CYCLE
509 Third Avenue • Sutersville, PA 15083
724 -872-8475
Complete Engine Service • Wiring
Transmission Work • PA Inspection
Pennsylvania
HERMY'S CYCLE SHOP
Rte 61 Box 65 , Port Clinton, Pennsylvania 19549
610-562-7303 or Fax 610 562 5481
Triumph, BSA, Norton BMW & Moto Morini
Sales & Service www.hermys.com
Tennessee
COLLIER’S CYCLES
7401 Charlotte Pike
Nashville, Tennessee 37209
(615) 353 1919 or FAX (615) 353 9251
WEEKDAYS 10 am to 6 pm- Closed Saturdays
CONARD SHULTZ CYCLES
8104 Pelleaux Rd.
Knoxville, Tennessee 37938
(423) 922-2566
Triumph, BSA Restorations-Service-Parts
South Carolina
Mike's Classic Cycles
1200 Glenns Bay Rd., Unit #1
Surfside Beach, South Carolina 29575
MasterCard - Visa - Shipping Avail. (843) 215-3817
British & American Parts, Service & Accessories
Texas
BIG D CYCLE
1610 Malcolm X Blvd.
Dallas, Texas 75226
(214) 339-2285
Trident & T140 Performance Specialists
BRITISH USA
1210 College Ave.
So. Houston, TX 77587
(713) 944-7951 or Fax (713) 946-4829
TRIUMPH, NORTON, BSA WE SHIP UPS DAILY
Wisconsin
BADGER CYCLE
1351 South Rapids Rd
Manitowoc, WI 54220-4613
(920) 682-2127 or FAX (920) 684-7718
Catalog $5.00 BSA - Triumph - BSA - Parts
Canada
RMB MOTORCYCLE RESTORATION
118 Avondale Ave.
Stratford, Ontario, Canada N5A 6M8
Fax 519-271-2742 ph. 519-271-9575
Triumph Non-unit Reproduction Parts Specialst
If there is one thing Clement Salvadori is
qualified to do is writing guide books about motorcycle travel on and around this planet. It is said that he
has criss-crossed the US 20 times on almost as many
different bikes. He has ridden from the tip of South
America to Alaska. And on one of his many motorcycle trips around Europe he started the tour by
picking up a new Triumph at the Meriden factory. His
first missive about his travels, Motorcycle Journeys
Through Baja, covers an area he has visited on two
wheels for more than twenty years: Mexico's Baja
peninsular.
A lot of you will recognize Clement from his
articles in Rider and American Rider magazines. Not
one for sitting still, Clement has been know to change
postal codes more often than most people change their
oil. I have had lunch with Clement back East in
Boston only to find him a week later calling me from
Southern California.
This is a must read for anyone who enjoys
Clements writing, dreams about riding to or is planning a trip down the Baja. An evening read, the book
is full of spicy adventure and plenty of local color and
information. Clem would recommend a quiet spot with
a crackling fire and a bottle of Merlot for a sit to read
this book. Preferably miles from your postal code.
Clement's, and other fine motorcycling books, are
available from Whitehorse Press
Catalog available (603) 356-6556
e-mail: WhitehorsePress@compuserve.com
Members Classifieds
Tiger Cub Owners: Information and dating service
from England. All prices include airmail postage.
Please include frame and/or engine numbers.
• Register of Tiger Cub and Terrier machines - send
your engine and frame numbers - no charge. For
illustrated parts list $15; dating certificate from
factory records - $12 per serial number; data sheet basic model details including colors - $4; consolidated parts list - all models for all years, not illustrated - $26; information pack - parts list, dating and
data sheet - $27. Mike Estall, 24 Main Road,
Edingdale, Tamworth, Staffs B79 9HY, England.
Join TCBBR: A club for riders/owners/enthusiasts
on Florida's Treasure Coast. Monthly rides, quarterly
newsletter and a genuine Don Bradley(tm) T-shirt.
$25.00 @ year. Treasure Coast Brit Bike Riders,
4277 SE Raindbow's End, Stuart, Florida 34997. Email:
capn-quack@prodigy.net
Website:www.mindspring.com/`esheley/tcbbr/
index.html
Join The Club: Triumph Trident or BSA Rocket3 Owner? The TR3OC exists for you. Detailed
technical advice, bimonthly 64 page magazine,
machine dating info, etc, etc. Contact: TR3OC, P.O.
Box 159, Cobham, Surrey, England, KT11 2YG.
Fees £20 pounds Sterling (approximately $33.60
with pound at $1.68) payable Visa or Mastercard.
ed note: This is one of the most informative
newsletters available for Trident owners. I look
forward to an evening in my favorite chair with
each issue I recieve. John H.
Wanted: Any literature - road tests - etc... Rickman
Triumph Cafe Racer built 1975-1977. Advertising
memororabilia pertaining to Rickman also of interest. Call James 617-497-7474 MA.
Wanted: 1969 BSA Rocket III gas tank & front
fender Assembly. Joe - M'pls, MN 614-729-7608
email: buckjoe@earthlink.net
Wanted: Triumph Terrier and Cub 53-56
chainguard, center stand, seat, rear fender, etc. Parts
or bike. Buy outright or trade later cub parts/bike.
Eley 404-633-4104 GA.
Wanted:Tappet blocks and tappets for 1969 TR6R
650. Also headlight side mount. Brant Every, 6477
Joe Daniel Rd., St. Francisville, LA 70775 225-6355352 LA.
Wanted: Outer primary cover for 1973 T150 Trident. Interested in any high-performance parts for
Triumph/BSA triples. Also looking for a Norton
Commando project bike. Contact: Chuck Mielke,
887 Yellowbank Rd., Toms River, NJ 08753.
Wanted: Cylinder head for 1970 Bonneville T120R
must have manufacturer's casting indicating date, as
I have tried a '65 head and it won't fit properly
without mods. (ed note a 1970 head would have 69
molded into rocker box section of the casting)
Condition not important. e-mail:
hicks@netvigator.com Fax #Hong Kong 2813-7756.
Wanted: Info to find 3 quick release fasteners to fit
standard 1970 TR6 gas tank and or frame 413-5270682 MA.
Wanted: Front fender for 1970 BSA 250 Starfire.
Also Clear Hooter horn set for a 1969 Triumph
Bonneville. Call Bob 781-631-0466. MA
Wanted: N.O.S. mufflers for '78 T140E Bonneville.
Part #71-4159 - 1 3/8" i.d. Will take 1, 2, or 3. Bob
Conrad, P.O. Box 121, Oley, PA 19547 610-9873193 PA.
For Sale: Triumph 650-750 offset crankshaft.
Welded construction using your crank or supplied.
Stress relieved, Magna-flux, ground and balanced +
other options. Uses your conrods, pistons, rings &
circlips. Geoff Collins, 21 Tanager Avenue,
Toronto, Ontario, Canada M4G 3P9 or e-mail:
gcollins@interlog.com
For Sale: Misc. '67 Bonneville parts. Some original,
some custom. All in good condition Call Mark at
513-726-4324 OH.
For Sale: 1974 Triumph Trident 14,000 miles,
original except for Boyer ignition, fresh top end by
Hutchinson, excellent condition. One of the best in
the North East... asking $3950. Call 781-545-0792
or 545-7141 MA.
For Sale: 1967 Triumph T100R, runs great, looks
even better. The paint is original and looks almost
perfect. $2995. Call 847-362-1426 IL or e-mail
danbike@wwa.com
For Sale: 1940 Speed Twin, runs - $6900; 1958
BSA SR - 100% original - $4200; 1967 Matchless
G80CS - $3900; 1969 TR6 many upgrades - $6900;
1983 TSS 8 valve 1 of 112, 3800 mi - $7100. Thinning collection, swaps possible. Mike Whitney 207874-6157 or e-mail: rwhitne2@maine.rr.com
For Sale: 1962 650 Triumph T110, needs framework, nice clean bike runs good - Best offer. Call
Sonny at 516-767-7533 or pager 516-389-1967 NY.
For Sale: 1977 Triumph fuel tank. Black with red
scallops. No emblems or petcocks - solid, no dents $130. 1977 Triumph rear brake caliper unit complete
with pads - $70. 1968 Triumph 650 oil tank, no
dents - $70. 315-232-4931 NY.
Members Classifieds
For Sale: 1966 Triumph Bonneville T120R, 90%
correct. Numbers amtch, new parts: front tire, fork
seals, fork rubbers, .040 pistons, crank standard,
upper and lower rod bearings, sprockets and primary
chain, swing arm bearings, updated valves and
guides, ignition, carbs, cams. Other features new red
paint and stainless steel fenders, megaphones. 6
months detail work. $5000 firm 815-539-6501.
For Sale: Cub Parts. I have the leftovers from
blending of a '58 and '59 Cub. Contact me for a list.
Dave Evans 330-533-3163 or e-mail
EvansDE@worldnet.att.com
For Sale: 1968 Triumph rear frame unit $30. Peanut
gas tank with petcocks. Solid needs paint $25.
Center stand from 650 Triumph $40. Complete seat
fits B44 - B25 - C25 315-232-4931 NY.
For Sale: 1970 500 Triumph Cheney competition,
nice original condition $3,000. Call Sonny at 516767-7533 or pager 516-389-1967 NY.
For Sale: 1959 Bonneville fully restored and rebuilt
0-miles $15,000. Wayne 603-279-6405 NH.
For Sale: 1969 TR6R cylinder head 650cc - professional rebuild - ready to bolt on $250 or trade for 6570-71 Bonneville head 650cc. Pat 651-487-2923
MN.
Selling Out: $100,000 British Motorcycle & Extensive Parts Inventory Collection including all of the
following bikes not running: 1964 Triumph Bonneville T120 DU9223, 1965 Bonneville T120R
DU26366, 1952 Norton Dominator B.C., #45716temp title,, magnetos, dynamos, BSA Bantam gas
tank, extensive fastener & gear box components,
other titled bikes, b.c.'s, pair Indian Chief petcocks,
Amal monobloc racing carb #1DBM, much more all
in dry storage. Will deal best buyer! Call 1-800-5576986. Leave message, phone number & mailing
address. No parting out.
For Sale: Gas tank with badges for 1968 Triumph
Bonneville 650. Excellent condition. New burgandy
and silver paint. $350/best offer. Touring (4gl) gas
tank with badges and parcel grid for 1969 Triumph
TR6 650. Good condition. Black paint. $350/best.
970-593-1721 CO.
For Sale: N.O.S. '68 Triphy 500 gas tank - aqua
with silver stripe - $350. One pair of steel mudguards for sixties Triumph - $175. One pair N.O.S.
Lucas signal lights (5" stalk) - $80. One N.O.S.
Lucas wire harness 54961594 (73-T100) - $125.
One N.O.S. TT pipe left side - $160. Excellent
condition seat cover all black with small diamond
pattern - $40. One pair 650cc rocker boxes - $50.
Call Rich 860-663-2754 CT.
For Sale: 1977 Triumph Bonneville. New carbs,
clutch, wiring, pistons and valves. Runs and sounds
great. Needs paint and a few minor parts. Many extra
parts and accessories included. Asking $3000. Call
Jim at 573-751-7456 (days) or 573-782-3483 (evenings) for details MO.
For Sale: 1966 Triumph Bonneville T120R - 99%
correct. All chrome updated, new parts: fork seals,
fork rubbers, handle bars, new paint - black, .020
pistons, Boyer ignition. electronic module charge
circuit, saddle, battery, tires mufflers, wiring, mikuni
carbs. 6 months detail work, numbers match, showgo-invest - $5000 firm. 815-539-6501.
For Sale: Triumph collection. All concours or
excellent condition. '67 TR6R (4700 mi.), '64 T120R
(rest < 100mi.), '70 T100C (resto - 0 mi.), '73 X75
(new 180 mi.), 2 1974 T150Vs (2500 mi and 7300
mi.), '77 Silver Jubilee (new 6 mi.), 1979 T140D
(25,000 mi.). Serious inquiries only on total package
$38,000. eves 914-471-8693 NY.
For Sale: 1978 Triumph 750 Bonneville T140E:
Very clean, totally original. New paint, petcocks,
seat, Dunlops, master cylinder, battery, Fram spin on
oil filter kit, N.O.S. fender, N.O.S. grab rail, actual
N.O.S. Meriden mufflers, more. Runs great, everything works, 8000 miles. First place Best Vintage
Bike Rider Magazine 1997 Pocono Mountain Rally.
$3500. 856-488-9498 NJ 6-9pm est Friday thru
Monday only or e-mail: violaruess@aol.com
For Sale: 1974 Trident T150V, excellent original
condition, 19,000 miles, new tires, exhaust, Boyer,
Hagon Shocks. Fast reliable and leak free. Located
on Eastern Long Island, NY $4500 firm 212-6643291 days NY.
For Sale: Stock 2-into-1 exhasut system for 1979
Triumph Boneville Special. Excellent condition.
$350/best offer. Two pattern mufflers for 1973-1980
Triumph Bonneville 750. Never used. $100/best.
970-593-1721 CO.
For Sale: 1968 Triumph Bonneville - total nut &
bolt restoration of original low mileage machine.
Many N.O.S. parts. Show winner with 0 - miles
since restoration $8750. Rich 860-663-2754 CT
NOTE: As this is a public forum, we will not be held
responsible for quality, fitness for stated use, year, etc... It is up
to the buyer to decide if the article described in these
classifieds is what he expects and wants to buy. You are on
your own... Happy hunting.
Presents
Genuine Ferodo Linings
15069 Lupine Lane, Sonora, CA 95370
ph/fax 209-533-4346
http://vintagebrake.serversmiths.com
e-mail vinbrake@goldrush.com
Our customers write:
All Brands 1980 and Older
Bikes, Literature &
Memoribilia Only!
Richland
County
Fairgrounds
"Fairhaven Bldg"
Mansfield, Ohio
U.S. 30 to Trimble
Rd. Exit
Sunday
February 6, 2000
Gunstock
York
At the Belknap Classic
Fairgrounds
Gunstock Recreation Area
"York, PA
Rte 11A
"Old Main Bldg"
Guilford, NH
U.S. 30 to Carlisle
(5 miles from Laconia)
Ave
Saturday & Sunday
Sunday
June 10-11, 2000
January 16, 2000
April 9, 2000
For Swap Meet Information
(614)-856-1900 ext 1227
AMA Presents Will Stoner Swapmeets
P.O. Box 23623
Chagrin Falls, OH 44023-0623
"I didn't know whether I was going to lock the front wheel or
bend the forks," - Ted Hubbard, former AHRMA #1 (BSA
B50)
"After a two hour blast in the canyons 2 up on my MotoGuzzi Ambassador, it stopped better than my Le Mans," Bob Lily Go Go Moto
" I can 'bark' the front tire at 30mph," Gary Fisher (1947 HD Panhead)
"I wanted to let you know how well your work on my
Triumph TLS brake worked. Wife and I were involved
peripherally with a bad accident on our local Southern
California freeway on Saturday. I had to panic stop at 65mph
in dense traffic to avoid a terrible accident involving an
ejected person in our lane. Cars changed lanes with their
brakes locked and we were able to avoid contact with all of
them plus we were able to use 99% of our braking power
and still steer away from the unfortunate women.
The TLS front brake worked as fine as any brake should and
even though the Super Venom tire howled audibly on the
freeway, we were able to stop upright AND safely. I credit
your work on this brake for a large amount of this safety.
The brakes on our 31 year old machine matched those of our
riding partners modern disc brake equipped bike in stopping
power." Joe Michaud (Triumph Bonneville)
British International Motorcycle Association
P.O. Box 6676
Holliston, MA. 01746-6676
Volume 1999-3
FIRST CLASS
U.S. POSTAGE
PAID
HOLLISTON, MA
PERMIT NO.
226

Triumph International Owners Club British International Owners

Transcription

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