About halfway through the race weekend in Ohio I had noticed that the trans mainshaft had a considerable amount lateral run out. In my rush to get it together for the May deadline I did not have time for a full rebuild and was planning to do it after speed week but this forced my hand. Upon teardown the problems were apparent. Both mainshaft bearings were the original 60 year old units. These were toast, the layshaft bushings were also fairly worn with more than acceptable clearances. I had discussed with Jason the pros and cons of bushing vs needle roller bearings similar to a unit triumph over a few beers one night at his place. We did both agree that properly set up bushings are LIKLEY better than bearings, however the length of the shaft and the questionable way the 3 pieces of the transmission case mate together led me to think a concentric and repeatable bore through all pieces would be next to impossible to achieve. All tho had me calling Philadelphia Ball and Roller Bearing in the am to find some workable units, you should go there if you in the area good people. The mainshaft bearings were direct replacements and in stock on the shelf, the layshaft units were going to be ordered and some shop work was needed to use them in this box.
The drive side bearing was a direct press in just needed to add a thrust washer for the shaft the kicker side required boring the case to accept the bearing and adding a thrust washer on that side as well.
The inner cover was clamped down to the mill table, indicated true to the old bore and was opened up to allow a .002 interference fit on the new bearing
Here is the cover all bored with the bearing sitting on top and the bushing in the foreground
Since the trans was apart I figured I would give all the shafts and gears a polish to help reduce the drag when shifting and also so there is less windage.
You can see the difference in the metal finish here
Last thing was to make up some new high gear bushes as all my sources did not stock any. This was preferable because the shaft has some wear so I could oversize the bushes to get the correct clearance.
Raw 660 bronze as ordered with one cut taken to true the surface
I had thought about the best way to go about sizing the bearings. I decided the best steps would be turn outside to press fit into gear, chuck gear on ball bearing surface and bore out so both would concentric as they turn together at different speeds in use, ream to final size with .003 clearance.
OD sized, ready to press. you can see how bad the old ones were
Boring the ID concentric to the bearing surface
Reaming to fit the shaft, check fit often
Next week when I return from LA I will put it all back together and give it a test.
Back on May 2nd Vinney and I made the trip out to the ECTA’s Ohio Mile event. All in all it was a fun weekend and we set a new class record upping the last by 7mph. We learned a lot that weekend and came back with ideas on how to make us faster in Aug. Here are a few photos,
Ive returned from honestly “the best time in my life” out at Bonneville this year and and determined to get my BSA together to compete for next year. Been drafting a long post with lots of pictures from the trip but havent finished it yet. Stand Ready! Was out in the shop tonight working on the valve train of the race motor. Did a little lightening of the rocker arms, removing the casting flash and polishing out the stress risers. Pics tell the tail.
Before and after
I reduced the horizontal cross section and took some extra material off the outer most end at the valve.
My main goal with this is to lighten the valvetrain, this works by reducing the inertia of the rocker arms and helping prevent valve float,(we are running tight valve to piston clearance right?) I have already made some aluminum pushrods to replace the steel ones that came stock. Reducing the horizontal cross section does not effect the stiffness of the arm, the final shape is more oval, think of an I beam.
This brings us to the last piece of the puzzle, the valve springs. After much searching and spending a day on the phone and leafing through the comp cams catalog I settled on a ovate wire beehive spring. These represent the latest in spring tech only requiring a single spring as compared to the dual springs we are all used to. The wire and conical shape cancels out the bad vibes that will end my weekend, while allowing lower seat pressures.
If you think its wild that Comp would make springs for a 65 year old motor, your right, they don’t. The springs Im using are a combo of 4.6l 4 valve ford v8 springs, 5.7l dodge new Hemi Titanium retainers and valve locks for a small block chevy. I told you I spent the whole day in the catalog. The good news is these things are priced like your going to buy a whole set of 32 for that super sweet Ford 4.6 to go in your Mustang. Score for us 4 valvers.
I have not weighed this yet but the difference is considerable
Casey and I had an amazing riding day Sunday. Rode about 170mi. We left promptly at 8a, bundled up good for the 40F weather. At 70mph on the highway, it was REALLY cold. Easy enough to ignore when you know it’ll hit spring temps and be sunny as hell later in the day. Willpower and mental discipline will serve you well.
We hit a couple off-road sections which were fun. Went around a few “road closed” signs. Stopped for coffee a few times. Then we headed to Oley, PA for the 2011 Turkey Pro National, an annual memorial event for Snuffy Smith. Great turnout and even more cool bikes. The kind you don’t see every day. . . Vincents, Knuckleheads, rare Italian bikes, old Velocettes, etc.
Despite the crash on the way home, it was a great day that I’ll remember for some time.
All the time. Sure glad I had mine on yesterday. Sliding to a stop from 30mph on pavement kind of sucks otherwise. My left eye was about an inch from the street as I slid on my head and left shoulder. I could hear the helmet grinding away. SO thankful it went like this.
Holes in my 20 year old leather. Almost a hole in my helmet. Scuffed up palm on my glove. Swollen and bruised hip and elbow. Sure glad I didn’t leave any hand or arm meat behind. And it is meat and nothing more at that point.
My fault. Most crashes are the rider’s fault. Making excuses won’t help you improve your skills for next time. Failed to pay attention for a second looking off at some scenery and hit the leaves. Boom! Instantly down and sliding.
Casey took good care of me. We relaxed for a while and took stock of the situation before deciding both me and the BSA were safe to ride the remaining 50mi home.
Glad to still be here.
3/4 helmets, heavy gloves, leather boots and heavy jacket, minimum. Please.
Left arm. Got a little rash under there, but nothing major.
I’ve been having a hard time getting out for a ride in the last couple months. Work is blown up and demanding mad hours (need to find a new job). Emmett is now walking. Cold weather has me tired all the time. There’s no end to things that need to be done around the house.
Got my chance yesterday. Almost folded when I woke up to see the 34F on the thermometer and the clouds in the sky. After breakfast and a snippet of sunlight, I decided I’d best take my chances. Good thing I did.
Per usual, I chose a general direction and tried my best to let my good road instincts guide me. Sometimes it works fabulously. Others, well, some of you have ridden through plenty of suburban sprawl hell zones that this city has so many mile of, with me. Sorry. Yesterday turned out right and I found some new great roads and routes to get out of Dodge with minimal foulness. I even wrote the names of the roads down on my fancy phone a few times during the day so I might get back there and continue scouting at some point.
I ended up at French Creek S.P. and Hopewell Furnace. I’d been camping at the former a few times but never had the pleasure of checking out the furnace. Wow. I had no idea. What a place. A system of sluices for carrying water from Hopewell Lake runs for miles through the woods to drive the water wheel for the furnace belows. The wheel house below is almost temple-like in its quiet and demand for calm. The coal barn and feed room set on the hill must be 100 feet above. Downstairs there were ten or more casting mold stations that appear to have been recently used. I wonder if they give demonstrations. The furnace is obviously not working, but there’s no reason they couldn’t make molds there at least. The pig iron troughs in the floor at the foot of the furnace were still full of old rusty iron. Stacks of pig iron lay about the building everywhere. Molds for frying pans and griddles and shirt irons too.
After a dynamite cup of coffee from a visitor center lobby vending machine (which spilled on me and took almost ten minutes) I made my way while I still had time. I suited up and pulled my ipod out of the tank bag. I spent the next few hours riding twisty back roads around Berks and Perkiomen counties through the blaze colored trees. Listened to Fleet Foxes and Fruit Bats and Black Keys. Perfect companion.
It was nice to be back on the BSA again. I finished this bike (again) in the Spring and spent the first couple months of the season riding it everywhere. Then for some reason I put it away in August and hadn’t been on it since. After pumping up the tires and changing the oil, she was a flawless ride. Nimble and perfect for this type of ride. You can flick this bike through the turns at 60mph just like a modern bike, or pretty close at least.
Got home by sundown and went out to dinner with my family.