Triumphrat

Caulky · 08-22-2009, 11:43 AM

I rode this bike during the 1980`s.
One day it was vandalised outside. Various bits ripped off.
I was working abroad at the time, so it became a victim of the weather as well.
This is what she looked like before the damage.

I took it to my father`s shed, (about 7ft x 6ft) where it stayed until he made noises about the lack of space...about 20 years.
During this time I had the wheels rebuilt with alloy rims and stainless spokes.
My old man rebuilt the engine.
My brother was kind enough to let me use his garage, so that I could work on the restoration.
I thought this wont take long.

Having heard about problems with powder coating, I decided to rub the frame down, prime it with red oxide and hand paint it with Hammerite smooth. Without taking the engine out.

First I needed shocks, mudguards and stays.
The rear one arrived but didn`t fit, so I bought a bracket and drilled holes in appropriate locations.

More to come!

GrandPaulZ · 08-22-2009, 12:39 PM

Good thing you didn't just "shoot it" to put it out of it's misery!

I like a good rescue story, espeically one with pix!

Caulky · 08-22-2009, 01:20 PM

Part 2.
The front forks seemed stiff and needed inspecting.
I stripped both, fitted new seals, checked the spring lengths,
refiitted them and put in some ATF. (190cc).
The clocks were both u/s and had been full of water.
The tacho had never worked, as the gearbox had lost its `welch` washer and spacer. Luckily the driven gear had not fallen out.
I bought replica clocks, took the tacho gearbox to bits, cleaned and fitted a new cable and washer...one reasonable whack to fit it.
Then there was problem with the gaiters.

The left one had a composite ring, which absent on the right and the
gaiters were an odd shape compared to the proper ones.
I got the outer scraper sleeves and standard gaiters.
I dont know why, but this arrangement was very, very tight.
I fitted Norton gaiters because the upper holes are bigger and they are longer.

Now for the brakes.
The rear brake had never been much good.
I took the shoes into a local friction-linings place.
They had fitted new linings but they wouldn`t fit...I`m not even sure if these were the original shoes.
Three times they went back with a full description, part nos, etc.
At last they were good.
The front hydraulic brake required everything and I fitted a hydraulic brake switch, which required mods to the plumbing.

I had bought a new wiring loom ages ago.
I decided to go modernish with electronic ignition and rectifier/regulator.
Now a Sparx man...with Sparx handlebar switches.

To be contunued...

Caulky · 08-22-2009, 01:22 PM

"Good thing you didn't just "shoot it" to put it out of it's misery!"
Dont be so cruel Paul!

GrandPaulZ · 08-22-2009, 01:45 PM

I said "good thing you DIDN'T..." because, obviously he DID the right thing, decided to rebuild it!

It was a POSITIVE comment.

Man, this week has been a tough one on ALL the forums for the "Knotted Knicker's M/C" members...

Caulky · 08-23-2009, 07:18 AM

Part 3...of a long saga, I can hear the moans of delight...or is it groans of despair?

At this stage things were ticking away nicely, but the time and cost of spares was above my expectations.
It was too late to abandon the project.
You will run...even though you`re a mongrel, no specific spares book or workshop manual.
Have to make do with the info from various models and of course the invaluable assistance here.

Carburettors.
New jets, gaskets sets, etc. Everything double checked.
Cleaned and overhauled.
Something was very wrong with the length of the cables...hung and oiled.
There was too much slack, so I ordered others, which didn`t help.
The twistgrip was worn and the location of the `end` in relation to the rotation seemed wrong...new Amal twistgrip.
After playing about with various options, eventually managed to assemble the 2 into one cables with adjustment.
The inlet manifolds were of a type no-one had ever seen.

The fuel tank had been sprayed with rattle-cans a long time ago and just needed flushing and a clean-up

The exhaust downpipes and silencers were not very well.
Spent several evenings attempting to make them reasonable.
There was very little chrome left on the downpipes, so I was polishing steel. (and rust).
Disassembled the clutch and cleaned the plates.
Eventually it was time to put it all together and time it.

Then disaster!!!

delrazor · 08-23-2009, 08:17 AM

the suspense is killing me

lewilewi · 08-23-2009, 08:33 AM

I hate Cliffhangers ........

Caulky · 08-23-2009, 08:36 AM

Part 4
It started with a vengence...revved to about 5000rpm.
The saddle foam disintegrated, Orangey bits & powder everywhere.
The sliders were hanging.
The saddle was knackered, so I made another.

I persevered, but the damage was already done.
Smoke.
This was not unexpected...it had always been that way.
It was also wet-sumping. Pump not perfoming efficiently.
New oil pump and oil-pressure relief valve.
But as stated earlier, the engine had new pistons and rings, +0.040.
Not rebored, I think.
However it was tweaked, it smoked...snide remarks from neighbours.
And the oil puddle.

Primary case off, the long grommet was split, perished and had fallen off.
Off with head and barrels.
The valves appeared to seat gas-tight but loose in the guides.
The bores were tapered and large ring gaps.
The head was farmed out.
On receipt of the head, the notes said, "use a 3.5 slider, and .105 needle jet, iridium plugs and the timing may need retarding."
The head bolts were loose in the barrels, this and everything else considered, I bought a new standard barrels complete with pistons and rings.
I thought I might as well do the small-ends.

Engine reassembled, check oil return...OK.
Strange clicking while kicking-over with plugs out.
Long forum debate...turned out to be exhaust pinion loose, I could undo it with my fingers.
The only reason I found that was because some of the members here suggested the timing marks were wrong.
I should remove the nuts and check the keys/keyways.
The inlet pinion was moved to align with the long dash on the intermediate pinion.

All buttoned up and she fired-up. Grrrreat and no smoke.
On another thread, "T120V bites back" is a description of how my brother was almost launched, and suffered leg injuries.
I have retarded the ignition timing.
Next installment...gearbox!
I`m only doing this now because I`m waiting for spare parts.

Caulky · 08-31-2009, 07:48 AM

The main problems were, only 1st gear if I was lucky...it didn`t really like selecting any gear, indecision.
As far as I could remember when riding, all gears were available with difficulty, plus neutrals between each gear.
The kickstarter spring had broken sometime in the distant past.
The new spring was thicker and didn`t fit onto the anchor.
I got a blacksmith to open up the hole.
It twanged and clicked in use.
Both of the `bent` gearchange quadrant springs were broken and the plungers were scored.
The guide plate was worn, as was the O-ring.

The faces of the plungers were dressed with an oil-stone.
All springs renewed, including the ratchet spring.
The k/s oil seal and housing was removed.
After stripping all components from the outer case, Im bunged it in the oven on gas-mark 1/2.
Knocked the old k/s bush out with a 14mm socket. Then pressed a new bush in, and fitted new oil seal.
The k/s spring anchor was screwed-in by a PO.
Larger diameter, which explained why the spring wouldn`t fit.
The old bush not only had a worn bore, the inner face was short, making excessive end-play.
Everything cleaned or renewed and lubricated.
Now it was ready.

The plunger housing underneath the gearbox, had been screwed in so hard that the washer had crinkled.
I was advised not to try removing it.
In the end I decided not to remove the inner cover, for various reasons (1: it meant I`d have drain the oil tank, cos the pipes were obstructing removal).
So, there it is...still trying to get the rings bedded-in.