Issue 17 Contact:- [email protected] Website:- offbeatbikesmagazine.co.uk Facebook:- Offbeat Bikes Magazine Instagram:- jr.offbeatbikes

Welcome to the 17th issue of the magazine. Hasn’t life changed in the three months since the last issue. I hope none of you have been too badly affected by Covid-19. What the immediate future also holds for us all is still a little uncertain, although you should be pretty safe self-isolating in the garage / shed. So here’s what I recommend: Stay In (the garage) Shop Online (for parts) Protect The NHS (use the angle grinder carefully) Only go out to work (if you need cash for spare parts) Only make essential journeys (by motorcycle) Keep building bikes

Finding stuff to put in this issue was a difficult under the circumstances, especially with no bikes shows or meets happening. So, I’d like to thank those of you who answered my pleas for words and pictures about their bikes (including my mum!). Next issue will be available online at the end of August. I wonder what the next three months will bring us. THE

FACTOR

The CBX after 20 years parked in the garage.

The CBX550 was not dealer rates to have your pads a big seller, it’s main changed etc., maintaining them competition at the time being was a pricey undertaking. the Gpz550 which was These brakes also featured on (according to road tests at the some of Honda’s other bikes time) the better machine. of the time, early models of Perhaps people were also put the VT250 / 500 and the off by the inboard ventilated VF400 used the same system - disc brakes. If you weren’t and they weren’t popular adept at home servicing and models either. consequently had to the pay Lack of public acclaim does have it’s good points, though. trackers, scramblers and cafe If you’re prepared to look past racers, Colin decided that he the brakes, the rest of the bike wanted to have a go himself. is sound and by the mid 90s Keen to use what was to hand, you could pick up secondhand rather than just throw money examples for very reasonable at the project, the CBX was money. That’s exactly what dragged from the garage to Colin (this bike’s owner) did, become the donor bike. With using this bike as his daily some ideas in his head about transport before circumstances what style he wanted to saw it relegated to a life stuck achieve and a wish list of the in the back of the garage. bits he’d like, he then headed Fast forward almost 20 years to one of his favourite haunts - and, inspired by the new Kempton Park Bike Jumble - custom scene of brats, in search of some bargains.

Some early CAD (cardboard aided design) work, to try out some ideas. A successful haul of goodies from the Kempton Park bike jumble.

Regular visits to the bike In short order, the 80s jumble eventually sourced bodywork was stripped off to most of the major components; reveal the blank canvas of Honda 400/4 petrol tank and frame and mechanicals, and cap, alloy front and rear the subframe which was about mudguard, tail light, speedo as to be sacrificed to make way well as sundry other gaskets for a slightly angled seat hoop. and seals. Ebay provided most Colin then made his own seat of the rest. base out of 2mm aluminium Having been started and run sheet and (not wanting to periodically during its sacrifice the CBX’s original extended stay in the garage, seat, which was in good order) mechanically it needed little purchased another grotty seat more than a standard service. from ebay which donated its Cosmetically, though, a strip foam to the new project. The and refurb was on the cards. foam was shaped using an Though mechanically sound, the bike needed some cosmetic cleaning and refurbishment. electric carving knife and 60 using Colin’s drawing as a grit paper. With a top layer of template. The seat cover and yoga mat foam added, the seat the new tyres - MEFO was then sent to the Explorer Sport - were the two upholsterer to work his magic, most expensive parts of the

Seat ready for a trip to the trimmer’s project. master cylinders were another The bike already wore a non- matter. The rear was replaced original Motad Neta. It was in with a cheaper alternative good condition, and as the which worked OK, but did stubby design fitted nicely require Colin to fabricate a with Colin’s vision, it was custom adapter bracket to suit. cleaned, repainted (BBQ For the front, the original was paint) and wrapped ready for initially cleaned up, but after a reuse. fruitless time trying to bleed Those inboard brakes were the system, it was discovered the next items to be tarted up. that it needed new seals. With The calipers and discs a seal kit only marginally themselves responded to a cheaper than a pattern master good clean and repaint cylinder from David Silver (Halfords Wheel Steel). The spares, the choice was easy

Exhaust system painted and wrapped.

and so a new master cylinder custom 1971 VW Beetle). now graces the handlebars. Both alloy mudguards are On to the bodywork, starting Kempton Jumble purchases, with the tank. The 400/4 tank modified to suit, and held in was sound but needed a little place using a bespoke mount work, some primer and 2 to 3 fabricated for the front and coats of Ford Rio Brown (to tabs welded to the subframe match the bike’s stablemate, a for the rear. The rear light is a

LEFT: New rear master cylinder sits nicely with the aid of adapter bracket. RIGHT: Original front master cylinder was beyond repair. BELOW: Brakes themselves came good with a coat of paint. TOP: Test fitting the guards BOTTOM: Mudguards finished - trimmed to length as required and mounts fabricated. universal scrambler type, with near side, the satchel flexi number plate. remaining on the offside. Colin Side panels have evolved over decided to keep the stock air time, with saddle bags box, rather than follow the (satchels) on both sides fashion for pod filters, and that eventually being replaced with choice, together with retaining an oval number board on the a sensible exhaust system, has ‘Side panel’ (to hide air box) was originally a satchel. Also note the drilled chain guard. Satchel has now made way for number board. meant that Colin hasn’t had to This required a custom bracket suffer the (often frustrating) which was also used to house process of trying to set up the the LED idiot lights. carbs to suit, or to just live The final job was to wire it all with less than perfect fuelling. up. Here, Colin (not being a Making sure he knew just how fan of electricky and wiring) fast he was travelling meant enlisted the help of his son. junking the standard Without too much trouble, instruments for a single junior soon had it all buttoned centrally mounted speedo. up and running.

Centrally mounted speedo complete with custom bracket and LED idiot lights. Can’t understand why Colin wasn’t keen to dive into the wiring. The entire project took Colin Luckily his son 18 months (including fitting in came to the time to rebuild the Beetle rescue. engine) and he is really pleased with how it all turned out, with no adverse handling effects reported from the knobbly tyres. Using an unusual donor bike often brings perplexed looks from onlookers at cafes and bike meets, much to Colin’s amusement, as they try to work out it’s parentage. Nice bike Colin, now get on and finish the next one! No wonder it confuses people, you’d have to really know your bikes to identify this as CBX550.

Colin’s CBX pictured alongside his son’s 400/4

BOXER TRICKS

You may well have seen these inside every fat bike, there’s a bikes before, they’ve been thin bike trying to get out? It featured in magazines, have certainly seems to be the case won a plethora of trophies and with this BMW. a place on display at the UK’s The people responsible for biggest and most popular the transformations are custom bike shows. But I make Stephen Blacker and his no apology for showing them stepdad Malcolm. Despite the again here, because there are huge visual changes from still many people that haven’t original donor bike to finished yet seen them, they deserve to bobber and cafe racer, what’s be seen and I personally never most surprising is jut how tire of looking at them! much of the original bike Both bikes are based on the remains, albeit modified or BMW R75/7, just like the one repurposed. pictured below. Is it true that

Both bikes started life as BMW R75/7s Bobber was the first to be built and retained twin-shock rear end, although in modified format.

Standard rear subframe makes way for custom unit supporting single seat, tail light and indicators Cafe racer is the latest project. This time the twin- shocks have been replaced with a bespoke mono- shock system.

Once again the standard subframe has made way for a custom unit designed to support cafe racer style seat. Swingarm and frame modified to accept mono-shock system. Although the final bikes have relying on a short trumpet and very different styles and rear mesh screen to stop your suspension setups, the builds trouser legs from being still have a lot in common. ingested) has been used to Front suspension is from the house the coils and ignition. donor bike, lowered 3 inches Carbs themselves have been and rebuilt, repainted, rebuilt as have the engines, polished as required. Both still receiving new parts as required use standard wheels front and and polishing / painting as rear. These have been stripped, applicable. polished, rebuilt using Both bikes also use modified stainless spokes and then Lucas MCH65 headlamps, finally shod with Firestone custom engraved fuel caps and Champion Deluxe tyres. pinstriped BMW silver The airbox (no longer needed paintwork, with decals hand as the bikes run without filters, painted over the clear coat.

Yamaha FS1E tank is used for both builds. Part of one is also used as the basis for the seat hump. The other item common to tail light and indicators to both bikes is the fuel tank. support, a larger version for These originally graced a much the cafe racer to support a seat humbler machines, Yamaha hump (formed partly from a FS1Es. Exhausts are again cut down FS1E tank) with similar, stainless downpipes integral tail light and frenched and Norton style mufflers, in indicators. Bobber features albeit angled slightly ‘upright’ handlebars from a differently. 1970 R90, trimmed to a Enough of the similarities, suitable width. Cafe racer has here are the differences. the adjustable ‘Jota’ style bars With the original BMW orientated for a more racer subframe removed, each bike riding position, but without required a custom subframe; a going too extreme. Foot small one in the case of the controls are standard on the bobber - with just a single seat, bobber, the cafe racer has

Seat hump designed to incorporate rear light and indicators. Mock-up time. Tank and seat unit added. Time to stand back and check that everything looks ‘right’.

Air box is redundant and now hides some of the electrical components. Cafe racer uses a set of beautifully made custom rearsets. Speedo and indicator lights neatly incorporated into headlight shell

Both bikes were rewired and feature custom made and engraved fuel caps.

Helmet to match paintwork. Logos / decals hand painted on top of clear coat. Stephen readily admits that either bike by saying he likes the bikes were built for show the looks of the cafe racer, but and short cruises, rather than the ride of the bobber. Either for racking up the miles, but way, they’re both very nice both do get ridden. When bike and a credit to their pushed for an answer to the owner and everyone else who ‘Which do you like best?’ was involved in their build. question, he avoided offending Stephen has in mind another bike that he’d like to build, but first he needs to raise some funds. To that end, if anyone is interested in purchasing one of his current creations, you can contact him on: Mobile 07971487759 Email [email protected]

Fancy sharing your life with a little Italian? This is another one of Stephen’s bikes, bought as a box of bits, the bike’s now fully reassembled. It’s a 1966 Motobi Imperiale 125cc. The spec sheets reads like a who’s who of Italian spares manufacturers; Silentium silencer, Tommaselli twist-grip, Giuliari seat etc. It’s another bike that Stephen is willing to part with to help finance further project builds. If you are interested and want further details, contact him by phone on: Mobile 07971487759 or Email: [email protected]

A RUMI WITH A VIEW I’m pleased to introduce the Jaguar and I thought my first (if my memory serves me freedom had arrived! correct) female contributor to (Grandad had all kinds of the magazine other than interesting vehicles, a Willys myself. Still keeping it in the Jeep, the Jaguars etc., but all family though as it’s my mum. before his grandchildren She has, over the years, came along. The first one I regaled us with the stories of can actually remember was a her years. I’ve heard Hilman Hunter!) But the car them many, many times, so was not always available, was it’s only fair that you lot expensive to run and I should suffer too. So here couldn’t afford to buy my goes… own. Following extensive After a few traumatic outings family ‘discussions’ I was with my father in his 1939 allowed to start looking for Jaguar, I progressed to driving something with two-wheels, lessons in a Ford Anglia and motorised of course. (Funnily passed my test in June 1961. enough there were more By then, Dad had upgraded his ‘discussions’ many years later when my sister wanted to venture on to two-wheels. Mum wanted her to get a moped, my sister wanted a proper motorcycle, hence the oft No pictures exist of the actual , but heard cry during it looked something like this. Moto Rumi are one of the least known Italian motorcycle and scooter companies, probably because they weren’t around for very long. Pre WW2 they manufactured cast aluminium components for the textile industry. During the war, their expertise was put to use in the manufacture of submarines and torpedoes. Post war, in the early 1950s, they tried their hand at motorcycle production. Although they made a few ‘proper’ , most of the models that made it to the UK were scooters, using aluminium castings to produce a monocoque chassis that housed a two stroke twin horizontal engine. By the 1960s it was all over and the company went into liquidation,

Bol d’Or model was one of the last produced and celebrated their achievements on the race track. these discussions of ‘I’m not this are rather vague. The having a step-through!’ She examiner outlined the route to didn’t, eventually ending up take and at various points he with a YB100 as a first bike. would appear, he’d also at Thankfully her winning the some stage wave his clipboard argument meant that my own for an emergency stop. As I progress on to two-wheels attempted to kickstart the bike, was much easier. the lever sprang back and When a for sale advert grazed my ankle (I had no appeared in the local press for fancy riding boots). This was a 125 Rumi scooter, I was rather painful and not the best soon on the trail. After a test way to start a test, but despite ride on a local disused airfield the blood dripping down my I was hooked. This was only ankle, I passed the test and so marred by realising that (much to the amusement of the sometime during the test ride younger members of the that I’d lost my wallet. family) still have full However, after a return trip to motorcycle entitlement on my the airfield, retracing my route, driving licence. the wallet was found. There followed many months Once home, the quest for of happy riding, mostly riding gear began. An open without incident, but there face helmet and a fetching were a few more ‘entertaining’ jacket and trousers outfit, moments along the way. I had made from simulated leather a 14 mile journey to work, the (vinyl) fitted the bill. Not first part of which was through being the slimmest of teenagers some narrow country lanes. (that’s not changed with the Imagine my mother’s horror passage of time) I looked a when within half an hour of little like the Michelin leaving one morning, I was (Wo)Man. back, clambering out of the After a few months of riding, I cab of a lorry mounted crane, booked a test. My memories of with my bike suspended from the jib at the front. I met the restricted to an attache case crane on a blind corner, pulled strapped to the rear carrier. off onto a soft, muddy verge My lunch successfully made and ended up on the floor. the trip to work many times in Apart from slightly bent this way, except for when I handlebars and being covered decided to take a flask of in mud, both the bike and I tomato soup - the vibration of escaped relatively unharmed. the Rumi managed to shatter The rest of the journey was on the flask and spread the the A45 (now A14) where my contents liberally over chief delight was to catch up everything else in the case. with, and then overtake, a That’s not the only time food work colleague. He only had a has suffered on the carrier of Lambretta, no match for the the Rumi. (Food often suffers mighty parallel twin, 125cc in Mum’s hands - she has Moto Rumi. actually managed to boil Luggage carrying was soup dry!) On another

I’m not sure of exactly what make of crane the scooter ended up being suspended from, but I’ve always imagined that it looked like Lofty. occasion, I had a tin down behind the front wheel containing a cake for a charity and thus in the firing line of stall strapped to the carrier. any spray) often caused Imagine my surprise, when on problems, but I soon got used a steep downhill descent, the to sorting them out. tin (complete with cake) The worst weather to ride in overtook me. was snow, but when the One Sunday, I ventured back weather was good, nothing to my home county of Essex to came close to the sense of visit some relatives. All went freedom that a scooter had well until the return journey, given to a teenager. when a policeman was I passed the bike on to my stopping traffic at the bottom brother-in-law and that was of the hill in Bocking. I pulled the end of my two-wheeled in the clutch, but the nipple exploits. The bike was came off the cable, leaving me eventually scrapped, such a still approaching the copper at shame as similar models are speed. Thankfully, I managed worth between £5000 to to slither to an ungainly halt £6000 pounds now. before I hit the bobby. And he, Despite having got rid of the after listening to my Rumi before either of her explanation of why I’d nearly children arrived something run him over, was kind enough must has travelled in the to direct me back up the hill to genes as both her daughters a garage who might be able to had and still have help repair the cable. He motorcycles. She complains didn’t offer to help me push it that we won’t let her ride up the hill, though. them. This is not strictly true, Then, as of now, the weather every year I offer her the often has an influence on how opportunity of riding my much you’re enjoying the ride. bikes to their MOT tests (I During wet weather, the never like that journey) but Rumi’s plugs (situated low she always declines.

On first glance this bike looks only specifications were; hard- like it has Harley Davidson tail bobber, japanese engine. heritage, but the Davidis Other than that, Oz had free Victorson has sports bike reign. genes, in the form of a bright Having settled on the Suzuki yellow Suzuki TL1000. Dave as a donor, Dave and Oz (the bike’s owner) wanted to stripped the bike to its build a bike to commemorate component parts in short the 10th anniversary of his order. While Dave had the task dad’s death - in whose honour of overhauling the ancillary the bike is named. Not having components - forks, brakes etc. all of the required skills, he - Oz started work on the enlisted the help of long term frame. The engine was hoisted bike building friend, Oz. (Oz onto the fabrication table and honed his skills working at with rear axle and headstock Desperate Dans, before positions fixed, the frame branching off on his own.) The design began to evolve.

The donor bike Suzuki TL1000R Once headstock and rear axle points are fixed, frame is designed around the engine. Time to stand back, look and take stock - and work out handlebar design and position.

After two years of late nights the only ones that have given and long days, the bike was him trouble have been finally finished. It was Suzukis. It seems that that jinx everything Dave wanted. He was still active as on the very loved the sound. It handled next ride the clutch started to well and for a hard-tail it was feel a little odd. Removing the fairly comfy. It’s first proper clutch cover on his return trip was a 50 mile round trip home revealed that a bolt had for an MOT test. It duly made a bid for freedom and in passed and Dave was set to the process had also created enjoy the fruits of his labours lots of metal swarf. This was with some chilled out rides repaired as required, but by around the countryside. now, the riding season was Except, the Suzuki engine had over so the bike was tucked other ideas… away and left to hibernate Dave’s had many bikes, but until spring arrived. Wiring often strikes fear into the heart of many a bike builder, but Oz and Dave got this successfully sorted.

All painted and final build well underway. Clutch issues sidelined the bike shortly after it first hit the road…

Fast forward to February, Dave’s completing his pre-flight checks for the first rides of the year, when he notices that the Suzuki is swallowing more coolant than he’d expect to need for a simple

…but that was soon rectified. top-up after a winter of laying idle. It started and ran OK, but Dave then noticed the colour of the oil in the sight glass. The Suzuki curse had returned again. This time the culprit was the core plugs. At this point, I think some rude words were said. Replacing the core plugs meant

Core plug failure over winter lead to this coolant/oil mix and precipitated an engine rebuild, complete with capacity hike. that the engine needed to come out of the frame. Dave removed it and then entrusted it to TL1000 guru, Sam Matthewman. Sam was instructed to fully check the engine to ward off any further trouble. Sam just happened to mention that he also did big bore kits for the TL, was Dave interested? The engine is now rebuilt and back in the frame, and with the addition of some extra cubic centimetres is now ready to make even longer black lines! I think Oz and Dave have created a very special bike, a fitting tribute to Dave’s late father.

Product Reviews Gammatronix of battery / voltage monitors (as well as basic Battery Monitor electronic ignition systems). Their J model was chosen, not just because it was the cheapest, but because it would also operate on a range of different voltage systems, and had six different operational After experiencing some modes ranging from a minimal electrical problems with the current drain voltage monitor (often abused and neglected) to full blown charging system GS500, it was decided that indicator, which increased its some kind of battery monitor versatility. The only downside would be useful to provide a - as supplied, it isn’t visual indication of any waterproof. (Gammatronix potential charging issues. A also sell a similar, fully quick ebay scan produced the waterproof version, but it usual choice of cheap products doesn’t have all the features of from China, any of which the J model.) would probably have done the The state of charge /voltage is job. But, for not much more indicated by the colour of the money, you could buy a led (its a tri-colour led, British built product, and keen capable of showing red, to support a small company yellow and green, steady or that is actually making its own flashing to further increase the products, one was purchased. resolution of the unit). It is Gammotronix, make a range intended that fitment is permanent, and as such, it will being pretty good at also give a visual indication of remembering to periodically the state of your battery during connect up the charger to keep storage, great over winter, or the batteries topped up, I was during a Coronavirus more interested in using it as a pandemic - just keep an eye on charging system monitor when the led indicator and plug in actually riding the bike and I the battery charger when can only ride one of them at a required. Useful if you have time. The plan was to make a more than one bike, but only housing (using the 3D printer) one battery to protect the unit from the charger/conditioner. rain that would also allow it to However, being far too tight be swapped between bikes. I to stump up for one for each say was, because to be honest bike, this unit would have to it isn’t finished yet, other stuff be portable between the has got in the way, but here’s various bikes currently the progress so far… inhabiting the garage. Anyway,

First off some fused leads were made up that could stay permanently connected to the bike’s battery. Ring connectors on the battery end, the connector on the other end chosen to fit both my battery charger and the battery monitor. The cover on the end (to keep the crud out when not being used) was made from heatshrink tubing - not pretty, but it does the job. ABOVE: Trial fitting of the unit in the printed housing, U shaped cover clips over the top to keep the rain out. BELOW: Cover in place, sleeving added to protect the connecting wires and connector to match permanently attached battery lead added. The whole assembly is then tested by connecting it to a 12V power supply - and it works! RIGHT: Although the led could clearly be seen through the plastic of the housing indoors, outside in the sunlight it wasn’t. It needs a clear insert to make it more visible.

BELOW: Section on bicycle inner tube holds cover securely in place, and that’s as far as this little project has got. I need to work on designing mounts for the different bikes it’s got to fit. But then I need to do lots of other stuff as well… BOOK REVIEWS

Ring Of Fire - The Inside now, ‘Ring of Fire’ in 2009 Story of Valentino Rossi and and ‘That Near-Death Thing’ MotoGP in 2012, so they’re not Rick Broadbent current, but a good many of ISBN 978-0-593-06263-0 the racers featured are still That Near-Death Thing going and those that aren’t Rick Broadbent will still be familiar names to ISBN 978-1-4091-3897-6 most people interested in the sport. Rick Broadbent is a well Ring of Fire concentrates respected sports writer, writing mostly on the 2007 - 2008 for ‘The Times’, as well as years and is an interesting look penning books on a wide range into life in the MotoGP of sporting topics. paddock. It goes behind the These particular books were sanitised scenes portrayed on published a few years ago TV and reveals more about the riders of different decades, and characters of the main this is interesting, but, for me, protagonists. Those brief after it is also the most annoying race interviews, which, with all thing about Rick’s writing racers being heavily schooled style. The chapters are on PR nowadays, often don’t constantly jumping between tell you very much - apart different riders, different races, from how great their sponsors different decades etc. and that are. And a rider’s own often leaves me a little autobiography will only tell frustrated. It’s like he’s part you what they want you to way through telling a story and know. It’ll still be the version you’re interested in hearing of themselves that they want to what happens, but instead of portray, rather than the true finishing it, the next chapter person. Rick has obviously disappears off to another time spent enough time in the and place. It means that by the paddock to get a feel for the time the book gets around to general vibe that exists around finishing a story, I’ve forgotten the main characters and so can start of it. That’s my only temper what they say with gripe, though. Apart from that, how their words are the book is good, well interpreted by, and effect, the researched and if you like people around them. And if reading about bike racing, you you think that all of the racers won’t be disappointed. lock themselves away in their That Near-Death Thing motorhomes once racing has essentially does the same for finished (well some do) you’ll the Isle of Man TT, this time also find that paddock high concentrating on the 2010 / jinks are still high on the 2011 races. The book follows agenda. a handful of well known racers Rick also make comparisons (Guy Martin, John McGuiness, between the racing and star Conor Cummins, Michael Dunlop, Jenny Tinmouth etc.) kindle format. ‘That Near- and chronicles their ups and Death Thing’ is £3.00 in downs, successes and failures, paperback, £3.99 kindle. crashes and recoveries. ‘Ring of Fire’ is £9.99 for the The book also picks up on the paperback, kindle £4.99. vibe of the paddock and the Those are new prices. racers themselves. Secondhand editions are Unsurprisingly, it’s a very cheaper, especially for ‘Ring different world to motoGP. of Fire’. For all of their commonalities (riding motorcycles quickly) the two arenas require totally different mentalities and skill sets. I doubt a TT racer would ever feel comfortable in the motoGP paddock and vice- versa. Once again, as you would expect, the writing style is similar, with chapters jumping in time and space. It makes it hard for me (a person of very little brain) to keep track of the narrative. The layout doesn’t work for me, but you Automotive Machining - A can’t really argue with the guide to decking, honing and content. It is a well researched more. book, the author has taken Mike Mavrigian great care to get a true feel for ISBN: 978-1-61325-283-3 what makes the TT racers tick. I came across this book by Both books are available via accident while idly browsing Amazon, in paperback or Amazon. Their price was a bit book that you’re supposed to steep at £26, but one of the read from cover to cover. You third party sellers had it for a could do that with this book, smidgen under £15 - a much but it is illustrated with lots of more attractive price. I wasn’t pictures of engines undergoing sure how interesting it would various processes, with be since it was obvious from descriptive captions, which the description that it was also makes it a book that you aimed more at describing the can flick through, stopping to equipment that a fully tooled read a bit more in depth when automotive shop would use a picture piques your interest. rather than your average shed For someone who has some builder. I also thought that it general machining knowledge, might be a bit light on either through work or hobby, information - just pretty but wants to know more about pictures with descriptions no specific automotive processes, more in depth than this is a this would be a good start and boring machine, this is a I could see some of the more honing machine etc. The other inventive ones working out negative point was that it’s how they could adapt the American, which means processes for use in a more everything’s in inches. basic machine shop Anyway I decided to invest environment. £15 and find out - and I was I enjoyed it, as you can pleasantly surprised. Yes, it probably tell, and I think it does only describe the was well worth £15, but at the automotive machining full price, I’m not so sure. processes used by professional engine rebuilders, but the information it contains is almost to text book level. But it’s better than a dry old text A brief round up of our latest projects

Progress has slowed on the dirt bike, mostly due to the arrival of the Moto Morini Corsarino, which has been a distraction, but also because making the fibreglass moulds and moldings is time consuming. However, the air box is now made and the air boot is also now made - although not without cock-ups! Next for this project will be making the inlet manifold. Currently it’s a 3D printed mock-up. I need to make an aluminium version. I have the choice of trying to machine one from solid, fabricating one (but I have no aluminium welding facilities) or casting one - something I’ve never tried Air box mould - top picture - before. I’m still thinking produces an air box that this through… (thankfully) fits the gap. Follow these projects in the weekly updates posted on the Facebook page & Instagram, or for more detail, visit the Website.

ABOVE: 3D CAD drawing of the inlet manifold that I need to make - somehow… RIGHT AND BELOW: Air boot mould and moulding. I messed up here, forgot to add catalyst to gel-coat! It all started with the simple act of removing the front wheel to see why the brake action was so poor. Removing the wheel, it became apparent that there was a lot of play in the front forks. These forks are a simple design, just springs and bronze bushes, there’s no oil or seals to worry about. The two parts of the fork leg are held together by the spring, which is just used like a large screw. Taking them apart it was apparent that not only were the bushes worn, but the springs were past their best and the upper legs were bent. The upper legs are just 1 inch diameter ERW tube. It wouldn’t need much force from an impact to bend them. Legs were duly made straighter with the aid of a hydraulic press and new bushes turned. With the addition of new springs, everything should now just bolt together - right? Wrong! It wasn’t just the forks that were a bit kinky, turns out that the yokes had had a tweak as well. Inspection revealed that

New tyres, new tubes, new fork springs - this bike is thoroughly spoilt! these already had a non- factory weld, so someone had been here before me. Unfortunately, it seems they welded it to compensate for the bent forks, now with Handlebars straight, straight(er) forks, the unfortunately the wheel’s wheel pointed off to the pointing off to the right. right and no amount of loosening bolts and tweaking could get it anywhere near straight. The only solution was to cut through their weld repair and have a go myself. Eventually the wheel and handlebars were made to point in the same direction and I could look at the brakes. Operating the brakes

With the bottom yoke / fork shrouds re- welded, wheel and handlebars point in the same direction and straightedge shows that wheels are in line. by hand and watching the Brake cam shoes move, it was obvious that has seen one was moving further than better days! the other. The culprit must then be the actuating cam. Flicking the shoes off to access the cam revealed another ‘repair’. I thought about building this up with weld and then attempting to machine it back to size, but instead, decided that it would be easier to start from scratch and machine a new one. Along with fork bushes, machining a brake cam was not something Roughing out new that I’d tried before, the brake cam on the Corsarino is certainly lathe. providing some challenges, but there’s nothing to lose. At the very worst I’ll make something that doesn’t work, but I’m sure to have learnt something along the way. Luckily, this seems to fit Ok. So, the front end is now back together, complete with new Finished tyre and inner tube. Now let’s cam, fits see what challenges the rear but needs end of the bike throws up… road test. A big thank you to everyone who has taken the time to provide content. It is (as always) very much appreciated.

Well, that’s it. The end of the seventeenth issue. If you’d like your business (motorcycle related) to be featured in the magazine, get in touch - there’s no charge! Email: [email protected] Content for next issue by August 24th please.