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Items Recently Back In Stock:
- Inlet and Exhaust Valve Guides
- Crankcase Oil Feed Bolts and Adjusters
- Eccentric Exhaust Lifter Pins
- Kickstarter levers (Folding and non Folding)
- Petrol Tank Dished Washers
- Left Hand Crankshaft Nuts
- US8 Vertical Coupling - twin ball bearings (original new old stock, very hard to find)
- Valves: restocked earlier this year, again, lots sold since then!
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Loads of other engine parts remanufactured
Items Out of Stock but Progressing:
- Girder fork handlebar rubber dougnuts - Just come in! see above
- Racing Mudguards - been on order for some weeks, expecting shortly
- Wheel Rims and Spokes - new order progressing
- Lots of other bits . . .and bobs!
Items To Manufacture Next:
- Omega Pistons: Just waiting to get enough money together for the large investment of a new batch. Sorry, now ran out
- Magnesium ribbed outer timing covers - ditto these, waiting for funding
- Lots of new parts to be made on our own CNC machine - hence where most of the big funding has gone in the last few months
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:Eccentric Pins for SOHC exhaust valve lifter mechanism back in stock - a very popular item. Click on photo to go to catalog |
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Other Updates |
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RacingVincent M30 Crankcase Progress: Well, I have not done as much with the Norton's as I intended to at the start of this year - i.e. I was hoping that I would have had a pre-war SOHC M30 racing engine built by mid year, to test our new M30 magnesium crankcases, but unfortunately other tasks (mostly the CNC setup) have meant that this is not as far progressed as I was hoping.
That said, I have done some of the smaller preperation tasks of the engine and assembling all the other necessary items - including new oil pump (from my now retired cam maker), Omega oversize slipper piston, a full engine kit from our own stock etc.
New Crankshaft - and available to customers as Special Order
Then last but not least - I had been waiting for my regular BigEnd manufacturer (a very well established and respected company) to complete to my pattern a complete 500cc new Longstroke M30 specification (i.e. pre-war Manx) crankshaft, using a brand new Longstroke SOHC conrod I already had.
As a pattern for making this,
12 months ago I had given my manufacturer an original Norton Manx SOHC 600cc crankshaft for rebuilding with new racing Bigend and NOS conrod (possibly the last remaining 600cc Manx rod??!) - and had asked if they could replicate it in the more normal 500cc configuration, with a view to being able to re-produce it for me in small batch's in the future.
Well, I am pleased to say, that just as with previous crankshaft's they have made for me - this crankshaft looks really excellent - a first rate job, with a really high quality of finish. I have also had it pre-balanced for the piston and conrod I am using, so comes to me ready to fit.
If you are interested in purchasing a similar crankshaft assembly then email me on the normal sales email: sales@racingvincent.co.uk, however, do not expect them to be cheap, and timescales would likely be up to 6 months and would require a deposit. This crankshaft uses an American Carillo rod I have held back from my own stock but with the US Dollar/GBP rate being poor at the moment I would need to confirm alternatives available
So now as I write this (late December 2016) - it is just a case of trying to find time to get on with assembling the engine. As you might have seen in my recent Blog article (see www.RacingVincent.co.uk if you havent - there is an article with more pictures of the crankshaft), we finished machining the crankcases some months ago, and they were then stamped, blasted and rechromated.
All other parts are ready to go and since I previously mocked up the engine - which at the time was using a rebuilt post war magnesium cambox, I have now managed to weld up a broken leg on my only unused complete and original pre-war magnesium cambox.
Reclaimed Pre-War Racing (magnesium) Cambox
I have to say - I am really pleased about this last piece of the jigsaw. I had originally bought this lovely cambox from old friend Arthur Moore in Australia about 10 years ago (Arthur very sadly passed away last year - and I miss our Skype chats) as a complete cambox, taken directly off a very similar specification pre-war Manx racing engine.
At the time I had bought so many other rare parts from Arther (including my 600cc sidecar Manx chassis) that
I just could not afford to buy the engine as well - despite really wanting it! But what I had done the deal on at the time, was a collection of complete and incomplete racing cambox's - which included a very nice fully complete one. However, at the last moment, the pre-war engine which Arthur had sold to an Australian enthusiast was stripped for inspection - and it was found that the cambox had broken one of it's rear legs, probably the reason it had been removed from the bike it came from - as it looked a very old break. So as it was deal breaker - Arthur swopped cambox's with the one I was going to get and I got this cambox, along with a spare shell . . . the idea being that if I could repair this broken shell, then I got a bonus shell into the bargain!
The thing is, original pre-war magnesium casting's are notoriously poor quality compared to the post war equivelants - and often will not weld. This was confirmed when I gave the casting to my normal welder, who is well versed in exotic alloy welding - but unfortunately he confirmed back it was turning to charcoal as he welded, despite his best efforts.
So I had pretty much resigned myself to having to relegate this cambox shell to the 'patterns' bin, but just before I did - I wanted to give it one last Do or Die attempt myself. So I paired back and filleted the broken areas as much as I could, bolted both parts to my cambox leg jig and then stuck it into the oven to get it really hot. I had prevously bought some high magnesium rods from the US, and so banged up the amps on my TIG welder as much as I dared. I then spent a scary hour watching the rods disappear into the cambox at a terrific rate - but at least it seemed to help to burn off the worst of the impurities as well. The finished result - while far from being perfect, was good enogh to get some reasonable penetration and I hope that from the look of things, it will now be a quite usable cambox.
Given that the insides of the cambox when I stripped it down all looked to be original and good condition original race spec factory Norton, it is really gratifying to be able to put it all back together in the cambox shell it started it's life with. Although Arthur is no longer with us - I hope he would approve and be as chuffed as I am - he too apprecated that kind of thing.
So as always, I will keep you informed of build progress, and will try and take some photos of assembly along the way
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Pre-War M30 Crankshaft
Above:
New M30 500 crankshaft is a work of art and beautifully finished. It uses Carillo conrod, but alternatives should be available for similar customer crankshafts - which I should be able to offer as Special Order
Below: Same crankshaft alongside original Manx Norton 600cc SOHC Lonstroke sidecar crankshaft (on the right in this photograph) - which was rebuilt with new BigEnd and New Old Stock Norton conrod by the same manufacturer. This original crankshaft was used as pattern for the new assembly
Our Magnesium Crankcases
Just a reminder of the reason for building this engine - as a test bed for testing these crankcases . . . hopefully complete engine will be built by Spring |
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Pre-War M30 Welded Cambox Leg: I am unashamedly chuffed to have been able to sucessfully reclaim this original pre-war magnesium cambox (which came to me from old and sadly missed friend Arthur Moore) with a broken leg. Despite it being very poor quality magnesium alloy (most of the pre-war castings were) - evenually I was able to put up the amps high enough on my TIG to force out most of the impurities and get some fusion. It was then re-machined for me by crankcase mystro - Rob (who is currently machining our second set of magnesium crankcases)
As this came to me as a complete and original pre-war racing cambox - straight off a 500 racing engine of virtually same spec as the engine it is going back onto - it is great to be able to keep it all together as an original unit
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Pre-War RacingVincent M30 Engine - Test Bed
Just a reminder of what the engine will look like when complete - this was a mockup I did when the crankcases were still WIP
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Nortons at Brooklands
My 1938 Racing Inter on left and (if I remember correctly) Chris Streather's beautiful early 1930's competition Inter on the right (sorry if got this wrong Chris!) basking in the sun at Brooklands outside the Clubhouse
New Addition - Douglas 2 3/4 hp: A recent April visit to Stafford Classic Bike Show Bonhams auction bought about the most unexpected purchase - 1920 Douglas flat tanker project - I have always hankered for a Douggie flat tanker, so could not resist this opportunity to own 70% of a genuine belt drive one!.
. . . and progress: Four months later - after an intense build spurt in preperation for Brooklands in July - a part built Douggie race rep - modelled on the 1912 Works 2 3/4 hp racer that won that year's Junior IOM TT and then went on to win it's class at Brooklands a month later - this bike got far more attention at my recent Brooklands visit than my Norton!
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Progress On My Own Bikes and (Any??) Racing Updates - 2016
Racing: I will do that first as it is a short update - it will come as no surprise to hear that I did not do any race events at all in 2016, despite intending to at the start of the season and even renewing my licence with that intent.
However, over the previous winter I had first started to talk seriously about a CNC machine and as spring developed and it became clear the new crankshaft was still a couple of months away from being complete, I decided to change priorities - to start to prepare my workshop and move around my RacingNorton stock location's, so I could get ready should a suitable CNC machine come available - which it duly did in Jully.
In fact, as it turned out I only participated in one bike event the whole year - that being a viist to one of my very favourite venues - Brooklands, which for the first time in a long time, opened it's gates to the classic motorcycle fraternity again.
I took the '38 race Norton
to give it a blast up the Test Hill again - and it not being a proper race meeting, I put the open Megga back on again, to give the spectator's a reason to stick their finger's in their ear's!
As always a lovely laid back day, with nice people - and great to see old friends - including numerous Norton friends and customers.
I have been meaning to do a short article - showing a few photos of the day and might even include a few short clips of people going up the hill on YouTube - including Ian Bain (there with his father - both true gentlemen), myself and a few others on a whole range of different bikes - some finding it more of a challenge than others - the hill is a bit steeper than it looks . . . hence the term Test Hill!
Project Bike Progress:
This took on a very unexpected turn in April of this year. At the last moment I found myself visiting the Stafford Classic Bike Show - not a normal occurrence, to attend the Saturday Bonham's auction that was taking place to cover memoribilia and bike parts, as opposed to the following day - which was the main auction event for complete bikes - including a rare collection of unrestored (and very rusty!) Brough Superior's.
The reason for my infrequent attendance was that a friend had told me just before the event that he had seen advertised that there was a collection of Vincent spares for sale - including more than one Vincent rear swinging arm (RFM), one of the few remaining big items I needed to give me enough to start work on my 3rd Vincent - a Grey Flash replica.
New Marque in the Norman garage - Douglas 2 3/4 hp 350cc Twin
I will not go into detail in this update on what happened on the day - I have been writing another article about this on and off for the last few weeks, which will cover it in more detail shortly. . . save to say - I came away with a most unexpected purchase a flat tank Douglas, belt drive project kit!
I might not have given much indication in previous articles, but I have had a craving for a flat tanker for a long time - and reading the auction catalog before hand told me it might be time to empty the piggy bank and take a very careful look on what else was on offer on the day, other than Vincent bits.
I cover it in more detail in the forthcoming article - but save to say from the photos on the left, I was sucessful in my bid for one of these project kits - and spent the next four months finding out an awful lot more about the early history of Douglas motorcycles and the racing derivatives - always my favourite gender of motorcycle - and having competed against very fast OHV Douggie sprinters in the past - the reason I have always had a hankering to own on.
The second photograph on the left shows the handiwork of 4 months of the Douglas taking over as my main Sunday afternoon 'relaxation' away from the rigours of day job and Norton business . . . as a semi built replica of the 1912 Works Douggie racer - which mine will be based on. My bike is actually a 1920 model - frame and engine number confirming this, but the 2 3/4 hp model that first concreted Douglas for its horizontally opposed, outside flywheel engine, ran for a very long period - approximately 1910 - 1926 in one form or another. And as it happens, my bike came with the pre 1919 front forks used on the early racer's and was of the same 2 speed belt drive (clutchless) specification of those 1912 race bikes.
I should probably not be saying this, on what is after all a RacingNorton update - but
I have actually had more pleasure working on a @100 year old pile of bits than any other project bike in the last 5 years - the feeling of age and history is terrific.
I will leave it there for now as far as the Douglas is concerned, but look out for a future article to cover it in more detail - and apologies in advance if I continue to rant on about the virtues of pre-Kaiser motorcycles!
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Other Garage Changes - Vincent Updates and Others
I published an article on my 1950 Vincent Comet restoration a few months ago - but other than a couple of short trips around the block to highlight the normal teething issues you get with any new restoration - it has sat in the garage with covers on it, since July when the CNC machine was purchased.
However, on stripping the timing case down to check a sticking exhaust valve lifter mechanism, I found one cam lobe heavily worn and both cam followers likewise (I had not stripped these down at the time of the restoration as all looked well on what I could see, and I remember it being used ok up to the mid 1990's - just goes to show. Anyway, I was amazed to find that Gary Robinson was still making new cams for Vincent's - it had been 20 years since he made me a pair for the Lightning, so treated the Vinnie to a new standard profile cam, and two new followers from Maughan's.
It was a very chilly day in early December when I next got the opportunity to venture on the roads with the freshly put back together Vinnie. I had also done a few other jobs on it in the meantime - including resetting the Burman positive footchange correctly (this time!) so it went from being a single spped to a four speed model!
It was only a short distance trip, but enough to tell me that although the engine was running sweetly and crisply - the petrol tank would need to be to be drained and cleaned again - because it kept misfiring at irregular intervals and then clearing and running ok again - classic symptons of the dried rust particles having loosened and blocking the fuel filters. Other than that and the other normal post restoration niggles - I am sure it will be a lot of fun next year - very much looking forward to some nice rides on it
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Vincent Comet - On The Road: Well, sort of! . . . this photo was taken on its first proper venture out of our housing estate - on a crisp December Sunday. Much as it sounded sweet and seemed to remain oiltight (unlike my Constellation), it kept hiccuping on what I think was rust in the fuel lines. Petrol tank sealant is now in the post and hoping it will be fit for nice rides come Summer |
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Ducati - last photo shoot: I posted this photo in my last Newsletter, shown alongside a couple of my other bikes in 2015.
Much as I have really enjoyed ownership of the Ducati (my second big Ducati twin), it was sold in the Summer as available garage space ran out and the need for CNC funds arose - very fondly remembered though, and running beautifully right up to the day it was sold |
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And finally - I would like to wish my venerable old Ducati 916 a fond farewell, after approx 12 years of ownership
it has moved onto a new home, and I still have a misty tear in my eyes!
To be truthful - that is not the case, I rarely regret ever selling a bike, even though I do not do it often, and with the Ducati it was the right time to sell it
- I was not really getting time to use it (and have another very similar performance Honda 600RR Race Rep available on tap, whenever I want to scare myself down some quiet A road), I have ran out of room in my garages, and I have some of my best memories of balls out road rides ever on this bike - it was a fantastic bike - so hope someone else is now enjoying it just like I have done. And of course - the funds it raised got immediately channelled into my CNC lathe purchase kitty!
So thats about it for 2016, still lots to be getting on with . . . and I do keep squeezing past my part built 1937 road going Norton International thinking 'I must get back to getting that done as well!', but only so many hours in a day!
Anyway, thats about it for now - hope your own restoration projects keep you from having to watch the TV Soap shows in 2017!
speak again soon,
Paul
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