I am still around with both hands full!

I don't have time to go into a full update today as there is far too much to report!   

The MGTF has been in my garage since last spring and is progressing nicely, I have many, many, many photos to upload and share, along with some good stories.  The BSA has been sold to a fellow who wanted it much more than I did.  I used the funds to buy my final (yes, final)  project bike, a 1950 Sunbeam S8.  

I have spent some hours, looking back at all of my posts since 2013.  In some moments I have been moved, others caused me to cringe and some brought genuine laughter and joy.  I realize that the this chequered journey has been a tremendous gift and I am grateful to still be on it.  My goal is to keep the TF and the Sunbeam as two final works to complete and to enjoy them both.  They will keep good company alongside each other, having come from the same golden era.

My poor, dear Katie has had a rather rough year.  She was running rough and in turn I took apart the carbs and cleaned them out, replacing the rubber parts.  This was a huge job, however I am glad that it was done.  That made the difference for a short while, until the battery began draining and she was unable to start.  I upgraded the rectifier which again, solved the problem for a while.  A local shop synchronized the carbs and checked the valves to see if they were in need of adjustment (they were not).  Once again, smooth sailing for a few weeks until she had a terrible day, losing power on an on-ramp to the highway.  We escaped unscathed and I decided that I would change the ignition coils, battery and starter solenoid.  Now on the course to success, I had hoped this would be the end solution, however I was mistaken.  A new stator is on the way, fingers crossed it will work!

Until Next time! 

Covid 19 project update and learning from my mistakes...

I am happy to report that things are moving along quite well with the BSA;

I had a couple of minor hiccups that have now been cured, mostly in the fork department.  I don't have photos, however the originals were in horrendous condition.  I could not get the cups off by any method available and had to do minor angle grinder surgery!  Getting the fork tubes out was managed on one of the lowers, however I gave up on the second one.  Luckily I found an appropriate set of lowers advertised as 'BSA Chopper forks' and won them for $30.00 USD on Ebay.

They arrived on Friday and I was able to clean them up and paint them by Sunday.  I used some JB Weld epoxy to fill in some gouges and rough sections on the chrome.

I  also decided to clean up the C11 mudguards with a wire wheel and cut off the bad/bent metal.  By definition, this makes the bike a 'bob job' or 'bobber'.   Being a seriously low budget build, I have to use what I have and buy as little as possible.   Fortunately for me these C11 parts can be very nicely adapted to do the job!

The cut down front mudguard.  I kept the remaining piece (just in case)

a P/O made some indentations for the forks (they were awful)

Front and Rear (rear is a 2-piece part)

The big parts pile did come with a rear hub with an extremely worn down sprocket.  These are not the bolt on variety and are riveted to the hub.  The only way to rectify this problem is to have the hub machined and a new sprocket welded on.  This tip was courtesy of the aforementioned Elder Statesman during my last visit.  Down the road for sure, but big dollars I simply don't have right now.   Cruising the CVMG classifieds, I saw a number of  Triumph Trophy 250 parts for sale/free from a member in Toronto.  I asked if he had a rear wheel , he did (sans brake plate and shoes) and was kind enough to send measurements.  I brought my rear frame and it was a lovely fit.  As it turns out, the wheel is actually from a BSA C15 or B40.  It has a giant 4.0 x 19 Dunlop trials tire (Made in England) that has probably been on it for 50 years.  He let me have it for the princely sum of $20.00 so I was extremely happy.  We chatted and he showed me his lovely Trophy that was having some teething problems, sadly I had little to offer in the way of help.  Thank you again Bruce for the lovely visit and the wheel!

I began looking for a brake plate and bought an incorrectly advertised one on Ebay.  Fortunately it was only $19.00 and arrived in a few days.  I was able to use a couple parts from it, so I decided to keep  it.  Another Britbike forum member came through with a nice plate for $15.00 plus shipping.

Needless to say this has been merciful to my budget thus far.  Not having access to my US mailbox, I had forgotten how brutal shipping costs to Canada are.  Hopefully things will return to normal soon.

Back to the wheel.

I mentioned the rather huge tire on the back.  A while ago I was given a NOS Pirelli MT53 tire that can be used on front or rear.  This tire is 3.5 x 19 and should work out a lot better.  That being said, that rear wheel does look rather good and  it was made for serious business!  It is just too big for this bike.

This BSA has been an excellent exercise so far and has allowed me to hone my new approach to building.  I am now organized and fit everything on before I start spending serious money.  I clean up and paint some parts such as the frame, but that would have had to be done anyway.  The Cub wheel incident was the last straw and a turning point in how I do things.  I keep the garage as clean as possible now and put tools back when they are no longer in use.  Sweeping at the end of the work day is now routine behavior.

If I can make what I have 'in stock' work, the time to find out is now, rather than assume it will work later.  That has caused me expense and heartache in the past and often left me buying parts I will likely never use.   When I bought the Matchless, I should have taken what I had and fitted it together from the start.  Instead, I started sending things out for blasting and powder coating before really knowing what the plan was.  As I look back on seven years worth of blog posts, I can see my pattern of failure.  Buy a project, get completely entrenched in it, spend money, get overwhelmed, lose interest and sell for a slight loss or break even sum.  While I have certainly made money here and there, that was never my goal. 

Seeing is truly believing and hindsight is what it is.  I can't change the past, but I can certainly change the future.

Until next Time.....

Starting Point....

Here are some pictures of what I am starting with for the Covid build;

The poor little C11 suffered a major engine malfunction at some point; I was shocked to see the broken connecting rod!  That being said, it is loaded with useful spares.  Headlight shell, fork components, mudguards, nuts and bolts, etc.  All of these are to be used on the build.  The frame and gearbox along with what is left will be sold off later in the year (Once swap meet season resumes).  

That is today's brief update, much more to come! 

Until next time.....

Battery Box/Tool Tray build

I confess that I didn't get a lot done over the Christmas break, however I did manage to accomplish several small jobs.

One of these items was the construction of a battery box for the G9 project.  The 1955 frame is a unique one in a few different regards, one being the off-set side mounted battery placement.

Rather than look for an original, I decided to make my own with some scrap lying around.  The box is a little oversize in order to accommodate (small) tools and mountings for my exhaust (more on that next post).  This will also give me more leeway when I eventually buy another battery.

It is always a pleasure to make my own parts, no matter how primitive they may be.  This is the freedom that comes with building a (mild) custom bike rather than a concours restoration.

I wasn't able to take pictures during the welding/cutting/grinding phase, but you get the idea.

The box has since been coated in black chassis paint, the strap came from a discarded Bell & Howell Filmo camera.

Until next time.......

Matchless G3 assessment and a rather large surprise!

After playing with the new matchless single for a month, an update and initial assessment is quite overdue!

Let's start with the good.

Unlike almost everything else I have ever bought this bike is 95% complete.  This is a huge help as I want it back together within a few months rather than a few years.  The engine has excellent compression and turns over freely.  This, combined with the other pieces I have accumulated will make this a much less expensive project.

Now the Bad.

When I say 'bad' it really should be taken with a grain of salt.  If I didn't have the aforementioned parts at hand these line items would certainly be a pain.

-The rear wheel.  I am not sure what has been done to the rear wheel,  it turns freely (decent bearings) however the spindle cannot be removed due to rusted on components.  In addition, the wheel is coated in some sort of silver paint (complete with grit) that paint stripper won't remove.  I'll get tough with it later.  For now, I have a spare wheel ready to go.

-Front forks.  The lowers have hairline horizontal fractures.  Looks like someone landed quite hard!
Enter spare set of forks.

-Front Wheel.  Has a bent rim but very good for spares.

-The Frame.  The swing arm was junk, with an agricultural repair.  The bushings were incorrect, forcing me to carefully cut through said bushing to remove it.  I picked up the swing arm from the other '58 frame we acquired and switched it out.

The left side of the frame also had some extensive damage.  I was able to do a primitive but clean enough repair.

The first step was to bend the piece straight with heat and leverage.

The 'open wound' was beyond straightening.  I cut off the excess fold and
found some material to replace it.  I also sandwiched some steel in between to
 strengthen up the piece.  

After the first weld and grind.

Shot from the side.

Shot from the top.

I then cleaned up the frame and brush pained with Chassis black paint, which I had used previously on the VW.  I should have bought semi gloss, but so it goes. 

The painted frame as it sits now. 

I did some massaging to the hind quarter of the frame which was also a bit bent.  I had a set of girlings from the GMH (Great Matchless Haul) of 2016 which were the right size.  The incorrect items were put in the spares pile.  

In my excitement, I went and ordered an exhaust pipe from Walridge.  To my shock, the pipe was far too small.  The little G3 was hiding a big secret.  It had been converted to a 500! 

As far as surprises go, this was a pleasant one.  Fortunately the too small pipe found a home on the AJS and I ordered another.   The other arrived and was about 1/32" too small.  The P/O had done some sort of modification that removed too much surface from the exhaust port.  What to do?  I thought of getting/making and adapter or filling some surface with JB Weld.  Fortunately, I took the head and pipe to a local muffler shop.  Initially reluctant as he thought the pipe would crack, the manager agreed to flare out the end to fit.  After a few attempts it was near a perfect fit.  I could see some stress marks and decided not to push my luck further.  With a good exhaust sealant, all should be fine.   Best of all, I was not charged for the work. 

Eagle-eyed readers may have noticed something else unusual about the engine.  1958 models were originally equipped with a combination of  coil and points ignition and alternator to charge the battery.  The P/O modified the engine to run off of a Magneto while retaining the alternator.  Not the worst idea in the world as one can still run the engine with a flat battery.  

I can either convert to stock with side covers I found on Ebay or use an old Fairbanks Morse magneto to provide spark.  We shall see.  

Coming soon; Wheels, tank, seat and mudguards.

Until Next time! 

It's starting to look like a bike......Finally!

It's been a while since I have updated the blog, however I have been very busy behind the scenes!

The biggest development happened this past weekend when I assembled the front end and frame of the Matchless project.  For the first time, it looks like a proper motorcycle.  As each piece gets bolted on, I find myself filled with satisfaction and pride.  I was especially pleased with the way the steering damper came together with existing parts and a cut down spring from the hardware store.  It works very well (on the bench at least) and I look forward to testing it on the road, along with everything else of course.

Without further ado (as Paul and Craig would say) here is how she currently sits.

The seat pan is a recent acquisition, picked up for $20.00 plus shipping from Ebay.  I had built my own as I couldn't find a pre-'55 pan or a used seat anywhere.  I am happy that I did the fabrication, it was a great exercise and the end product fit the frame perfectly.  That being said, it is heavier and as an original is at hand, I will use it.  The later headlight was also bought for very little but required new captive nuts to be welded inside and some paint.

When I assembled the frame, I realized very quickly that I was dealing with a hardware deficit!  Fortunately for me,  Mr. Partridge has most of the required bits and a package is en route.

The engine is on the bench to the left, just on the other side of the headlight.  That should be assembled sometime this month and placed into the rolling frame.

This brings me to a quick note about the wheels.  When I got the bike it came with a full width '55 only rear hub laced to an 18" rim that turned out to be bent.  The front was of the single sided, early variety that I really like the look of.   I sourced an early rear hub and had both early wheels rebuilt with fresh spokes and rims by a local shop.  I attempted to get it done myself, but to no avail.  I am happy that I at least dove in and gave it my best.   Seeing that a professional found these to be a challenge I don't feel too badly!

I have mounted Duro tires to the front and rear as my budget (now tantamount to pocket change) couldn't accommodate the price of new Avon Speedmasters.  Hopefully I can upgrade them in a couple of years.  I have to say, Duro does make a nice looking tire that looks the part on a vintage bike.  I am sure that they are reusing old molds, though I am not sure who from.  I am told that Shinko reuses Yokohama Molds from the early 70's.

In other news, the 1973 Triumph has been sold and is out of the garage.  I bought the bike as a project in 2007, shortly after my sister passed away.  I never 'bonded' with the bike and I would work on it periodically over the years and spent quite a bit of money on the way.  A loss for me but a gain for the new owner who is retired and has lots of time on his hands.  I am very happy it found a new home where it will be appreciated.  As much as I love Triumphs, the OIF bikes just don't do it for me.

Last but not least,  I decided to treat Katie to a fresh chain and sprockets.  I could have held out, as the stock sprockets still looked good, but the chain had seen better days.  I had been taught that it was false economy to not change sprockets with new chain, so I bought a kit from Volar.

I was disappointed that the master link was of the rivet variety, not a clip as I am accustomed to.  My attempt to put on said rivet master link was a failure and my chain gently rolled off the bike two miles from home!   I  ordered two (one for back up) links with the clip, size 525 in order to remedy the issue.  To my surprise, I discovered that Volar pins are thinner than the standard size by .005 mm.  I called the company and placed an order for the correct parts which I expect to have tomorrow.  The young lady I spoke to was very friendly and helpful and shipped for free (to my US address) very quickly.  Hopefully I will be able to ride by Friday.


Until next time.....

Matchless Mock ups!

This post is long overdue.

Back when I acquired the Matchless parts lot (Feb of 2016)  I had a steep learning curve to figure out just what I had and what could be done with it.   Part of a G12, part of a G9/Model 20 and lots of miscellanea that I am still sorting through.

Since then I have picked up a plethora of new and used parts to fill in the gaps.

Did I also mention the seized 1949 AJS model 18 bottom end that I picked up at Christmas?

I saw the sad little 500cc single motor under a table at the Paris Rally last summer.  Unfortunately I had to leave and didn't get to talk to Mike Partridge about it.  I never forgot the engine and always wondered what happened to it.  Turns out it has been collecting dust since and he was more than happy to part with it.  I also acquired a lovely sleeved barrel and an iron head.  I had no idea what I was going to do with it of course, but I always admired and wanted a British single.  Even if it was just part of one.   Sometimes I just get that feeling when I see something I like.

I am getting a little ahead of myself.


Here is a sneak peek of the Matchless G9, that will be wrapped in the '55 AJS frame.  The motor, which is in very good shape is on the bench being rebuilt.  New sludge trap screws, Conrod and main bearings have been used in the bottom end.  The top end has been treated to a full rebuild.  New valves, vale guides and springs.   It was my first top end rebuild and I found it to be very rewarding!

My top tip is to have an extendable magnetic wand at hand to help place the collets when the springs are under load.  This also helps you retrieve a collet if you drop one.

The seat frame is homebuilt, based on the plans from Christian's Archive.  I used my spare tank for most of the mock ups (in case it fell).   I really like the look with these bars ($5.00 swap meet find) and this tail light (I have a post coming with the genesis of that home made special).  I will be using the 18" QD rear wheel seen on the truing stand.  That wheel came with the parts lot,  but the rim was badly bent.  I sourced a NOS Hap Jones WM2 18 on Ebay for $20.00 and laced it up.  The chrome mudguard is intended for a Royal Enfield Bullet and fits in perfectly.

With the G9 more or less sorted, I wanted to figure out what to do with the rest.   I brought the G12 stuff from the rafters and assembled it loosely.  I looked over the components and realized that re-building the 650cc engine up would be quite expensive.

The solution?

I decided to pair the '49 motor with the 1960 frame and fittings.  I have to say, it looks very correct, very right.

I foresee something like this, but in AJS trim and colours;  Making it a 'Southerner' apparently.

That is a project that will have to wait a while, but I do love it when a plan comes together.

Until next Time!

CVMG Paris meet 2018

I should open with a confession;  I arrived at the show on Saturday when the gates opened and was only able to stay until 9:30 due to a prior commitment.   Any comments or critiques are based on what I saw during this time, not the whole day/weekend. 

While there was quite a bit to see, the field seemed sparse compared to years past.  Could this be a sign that there is a downturn in the hobby?  

The dominant presence took form in older Japanese bikes a trend that seems to be carrying forward from past years.  Bikes that were usually front and center in years past were curiously absent;  The Broughs, the early Indian built in Toronto to name a few.  Not a single Matchless in sight either.  

Interestingly, there were at least 4 Triumph TRW army bikes for sale, all complete and running and all under $5,000.   I have always wanted one, but I more than have my hands full!  Here is a great article about them should you be curious;  http://sump-publishing.co.uk/triumph-trw.htm

I have heard stories of crated examples being available through Army Surplus stores into the early 1990's!   

I spent a total of $28.00.  I bought some old handlebars, a brake rod (possibly Norton) and a very interesting battery box which looked Prewar.  

I was told that these were Czech made (Jawa/CZ) and sold through Eaton's department stores.

Until Next time....