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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Crank Case Inspection
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<blockquote data-quote="Nigel Spaxman" data-source="post: 69291" data-attributes="member: 2907"><p>Roy</p><p></p><p>I got very little with my engine. but I already had some cylinder heads. I have a few other small things leftover from the 48 Rapide I just put together. I have an oil pump and an the drive worm. I am going to buy a Terry Prince crankshaft assy. I also bought two 90 bore cylinder kits with billet muffs and Venolia pistons. The 90 X 90 engine appeals to me as the standard Vincent combustion chambers seem to have been designed for a larger bore than the original 84mm. </p><p></p><p>I haven't had any trouble with the Triumph tapered gearbox shafts, and I have a couple of Triumphs that are pretty fast. The tapers don't wear the way splines do. I had to replace the center of my Norton clutch because the splines were worn. It is funny how on the Norton they have a taper on the end of the crankshaft and a spline on the gearbox shaft and on the Triumph it is the opposite. I think the best combination might be to have tapers on both, probably you would prefer splines on both. I have a few Triumph crankshafts with worn output splines.</p><p></p><p>I like the idea of the double sided belt. I have been thinking that way. I notice with the smaller Norton gearbox you had lots of room for a small alternator. I think I will use the Kubota permanent magnet type alternator either driven in the original way by a chain or by the belt with the outside teeth. When those are used with the standard cases and offset drive has to be arranged. I have one of those on my 48, it is called a McDougallator. I think if it was driven directly instead of being speeded up a bit it would still put out enough power. The Triplex chain is good also, I will have to see if a T140 Clutch will fit. It seems not much different than the Norton one.</p><p></p><p>The cases I have look a lot like the ones you have but the back of the case is not milled flat as yours is. I think I can make the necessary connection for the gearbox with a special G50 plate and by welding an inner primary back on. It would be really nice if I could find one of the inner primary parts, the part on the drive side case that was cut off. That would avoid having to mill one from solid. </p><p></p><p>I don't want to weld on my timing side case, but I think I can weld onto the drive side without causing much distortion. I have a 400 amp TIG welding machine and lots of welding experience. I am going to have to line bore the cases as they are not a matched set, so I will do that after all the welding. All the alignments have to be established and I have to re deck and bore the holes for both cylinders, to flatten them, but also just so the bigger liners will fit.</p><p></p><p><a href="http://s901.photobucket.com/user/tricatcent/media/photo%202_zpsgjebn4oo.jpg.html?sort=3&o=0" target="_blank">http://s901.photobucket.com/user/tricatcent/media/photo 2_zpsgjebn4oo.jpg.html?sort=3&o=0</a></p></blockquote><p></p>
[QUOTE="Nigel Spaxman, post: 69291, member: 2907"] Roy I got very little with my engine. but I already had some cylinder heads. I have a few other small things leftover from the 48 Rapide I just put together. I have an oil pump and an the drive worm. I am going to buy a Terry Prince crankshaft assy. I also bought two 90 bore cylinder kits with billet muffs and Venolia pistons. The 90 X 90 engine appeals to me as the standard Vincent combustion chambers seem to have been designed for a larger bore than the original 84mm. I haven't had any trouble with the Triumph tapered gearbox shafts, and I have a couple of Triumphs that are pretty fast. The tapers don't wear the way splines do. I had to replace the center of my Norton clutch because the splines were worn. It is funny how on the Norton they have a taper on the end of the crankshaft and a spline on the gearbox shaft and on the Triumph it is the opposite. I think the best combination might be to have tapers on both, probably you would prefer splines on both. I have a few Triumph crankshafts with worn output splines. I like the idea of the double sided belt. I have been thinking that way. I notice with the smaller Norton gearbox you had lots of room for a small alternator. I think I will use the Kubota permanent magnet type alternator either driven in the original way by a chain or by the belt with the outside teeth. When those are used with the standard cases and offset drive has to be arranged. I have one of those on my 48, it is called a McDougallator. I think if it was driven directly instead of being speeded up a bit it would still put out enough power. The Triplex chain is good also, I will have to see if a T140 Clutch will fit. It seems not much different than the Norton one. The cases I have look a lot like the ones you have but the back of the case is not milled flat as yours is. I think I can make the necessary connection for the gearbox with a special G50 plate and by welding an inner primary back on. It would be really nice if I could find one of the inner primary parts, the part on the drive side case that was cut off. That would avoid having to mill one from solid. I don't want to weld on my timing side case, but I think I can weld onto the drive side without causing much distortion. I have a 400 amp TIG welding machine and lots of welding experience. I am going to have to line bore the cases as they are not a matched set, so I will do that after all the welding. All the alignments have to be established and I have to re deck and bore the holes for both cylinders, to flatten them, but also just so the bigger liners will fit. [URL]http://s901.photobucket.com/user/tricatcent/media/photo%202_zpsgjebn4oo.jpg.html?sort=3&o=0[/URL] [/QUOTE]
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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Crank Case Inspection
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