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Great job by Damico Engines Ltd

5/27/2016

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LITTLE WILLIE IS UP AND RUNNING AGAIN!

In the end it was only necessary to hone the barrel to ensure the oversize piston fitted correctly.  After collecting it from Damico Engines Ltd, at Roudham Industrial Estate near East Harling, Norfolk, I removed the old barrel from the D7 and fitted the newly-serviced replacement,  That was yesterday.

This afternoon I completed the rebuild.  Before filling the tank with petroil, I removed the tap - as it had been leaking - and dismantling it, dropped the cork plunger into boiling water for 20 minutes.  After that time the cork had swelled and was a nice tight fit in the tap barrel.

After flooding the carburettor, I gave it a kick - yes, only one! - and the engine 'popped' into life.  It was the first time I'd heard it sound like that, and it was so much quieter too, so I guess back in 1991 when I bought the Bantam it needed a rebore even then!

As it needed a new throttle cable (it broke on the way to the MoT station on 3 May, but I don't think I've told you that!) I've just ordered one from Rex Caunt Racing.  More later, as it happens!

Have a great Bank Holiday weekend, all you Bantamites.
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Rebore under way!

5/17/2016

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Just a brief update; I've decided to have the barrel rebored to take a new oversize piston I've bought from Rex Caunt Racing.

This morning, I took the barrel and piston, plus rings, to DAMICO Engines Ltd, at Unit 18, Roudham Park Industrial Estate,, East Harling, Snetterton, Norfolk NR16 2SN. Website: http://www.damico-engines.co.uk/

DAMICO Engines have a very good reputation and are specialist in race-tuned engines etc, so should find the Bantam rebore a doddle!  More of this later.
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It could have been worse, I suppose!

5/9/2016

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On the third of May I said I was taking Little Willie for its annual MoT today, didn't I?  Well, things didn't quite go as planned...

With our appointment at the testing station at midday, we prepared to set off in good time with Little Willie starting first kick!  After a bit of rough running, burning off excess oil, she settled down and puttered along beautifully.

About a half mile from home, we negotiated the roundabout outside the Norfolk Police HQ and headed for town.
One the straight, and a few hundred yards later (I'm still pounds, shillings and pence, me; so forget about meters!), I went to open the throttle only for it to go extremely limp (the throttle, not me, I'm limp most of the time!).  After coasting to a halt, I looked down to see the throttle cable coming out of the carburettor – it had broken at the nipple end!
I quickly realised, nothing more could be done and the MoT test was off for today!

Turning the throttle stop screw to obtain a really fast tick-over, I engaged first, then second, and finally third, and struggled back home at a steady thirty miles per hour.  A bit like having 'cruise control' I laughed.

Later, I removed the carb in an attempt to find the 'lost' nipple, but it wasn't there.  Hoping to avoid a complete strip down, I removed the head and there was the nipple – nicely flattened – on the edge of the combustion chamber.
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There's a slight mark on the piston head, but nothing to worry about, so, after a clean up it should be OK to reassemble everything again.

The test, today, wasn't meant to be, I guess.  But, was the air blue?  Actually... no, which surprised me somewhat.  I must be mellowing in my old age.

Out of courtesy, I went to see Chris at the MoT station (actually arriving on time) on one of my other bikes....  a Honda (say it quickly!), but it is 34 years old of course!
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Some time ago I mentioned a rebore...

5/7/2016

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Some time ago, I mentioned the D7 engine needed work; after I'd had the bottom end reconditioned I fully intended to have the barrel rebored and a new piston fitted but never got round to it.

Yesterday I decided it was time to go ahead with my original plans and, as I had a spare barrel which had already been bored out to +060" I ordered a suitable piston from Rex Caunt Racing (service second to none!), which I received this morning complete with rings, gudgeon pin and circlips.  (Thanks to Debb, Rex and Steff)
In the coming week, I shall take the barrel and piston to a local engineering works who are performance engine specialists and get them to check the piston to bore fit and hone the bore as necessary.

The piston seems quite a snug fit (there should be .0077" - .0078" clearance at the top of the skirt and .0038" - .0039" at the bottom of the skirt), so it will need measuring accurately.
Or remove my original barrel (+020" oversize) and have it rebored to take the new piston.

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Either way, it's bound to make a great difference to the performance, which I can only describe as 'very woolly, sluggish, and accompanied by metallic tinkling as the existing piston, as worn as it is, rattles in the bore.
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Little Willie is about to take to the road again (hopefully)...

5/3/2016

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...AND IT'S ABOUT TIME TOO!

This morning I booked Little Willie in for her MoT inspection next Monday, 9 May, at 12 noon.  That gives me plenty of time to check her over!

I shall be the D7 to Wymondham Recovery (What? Is she ill?) and hoping all goes well.  Then, if a 'pass' is permitted, I'll need to un-SORN her, or whatever you do, as she's still insured on my Rider Policy.

I can't wait to hear that putt-putt-putta-putt and smell the aroma of two-stroke!
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Here's a question for you...

5/2/2016

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BORING, IT IS NOT! (OR IS IT?)

In a previous blog – well, over 18 months ago to be precise – I mentioned a rebore of Little Willie's cylinder was overdue.  Later on, I decided to complete the reassembly and see how it went.  It went flattish-like and tinkled like mad, and it sounded as if the piston was hitting the bottom of the cylinder on the down-stroke.

Looking through my extensive collection of spares I located a spare cylinder.  There was no visible degree of wear, no ridge at the top and no scratches, so it seemed a likely candidate to replace that already in place on my D7.  Now the question arises, what size is it as it's bigger than the original and must've been bored out at some time.
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As I don't have a digital micrometer, I resorted to measuring it with a vernier gauge, or whatever you call them, then taking a reading as accurately (!) as possible, double-checking the distance between the two pointers with a steel ruler.  The result I got seemed to show the internal bore to be 63mm.  So, what's that in Bantam terms?  040" or 060" oversize?

Anyone have any ideas?
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Has it really been THAT long?

5/2/2016

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A TIMELY REMINDER

The other day I received an email from Dave Clough, area rep for the Cambridgeshire section of the BSA Bantam Club, in which he reminded me I had not updated this blog for some time...


After taking a look at a my website I was shocked to see how long it had been since the last time I uploaded any material – way back in November 2014 no less!

Then, checking the comments left on the website, there was one from 'Piquet' asking if I was OK...
MY SINCERE APOLOGIES AND BEST WISHES TO YOU ALL

I can only say how sorry I am in not updating this website sooner, but it's been a case of having taken on too much other work as well as dealing with the emotional after-effects of a failed relationship.  OK, perhaps the latter is a feeble excuse as it ended in May 2013, but the bitter memories of an ex-partner suffering from acute mental illness had such a lasting effect upon me that I felt unable to move on.
LITTLE WILLIE PREPARES TO SHRUG OFF THE SORN!

This week, hopefully, Little Willie will be relieved to leave my workshop, where she's been incarcerated since late 2014, and journey the short distance to the MoT station. Everything works the way it should, so we're hoping for a PASS again, but more of that as it happens. 

One thing I should add is, after about 18 months off the road, with a fresh tank of petroil, Little Willie started second kick.  I reckon she's raring to go, don't you?

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A GREAT DAY ON SUNDAY , 1 MAY, 2016

Yesterday saw a wonderful collection of Classic Bikes congregating in Wymondham Market Place, as riders from all over the region booked in as part of the 2016 Founder's Day, VMCC Relay Rally.

From further details and a host of photos, please visit www.norfolkman.weebly.com
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Further news on the Bantam(s)!

11/26/2014

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Starting with my 1965 D7; as you can see from the photo the engine's out and stripped!  But why?  Wasn't it only the piston and barrel that needed attention, i.e. reboring and replacement bung?  Errr, no!

Upon closer inspection I had noticed there was slight up and down play on the big end and quite a lot diagonal sideways play.  I said in my last post it sounded expensive – and it may well be as the big end (and little end) both need replacing.

I've entrusted the work to local engineer, Trevor Hedge who used to be a Norwich Speedway star and has a good reputation for his work on motorcycle engines etc. 

He now has my D7 crankshaft assembly and will be servicing it when he can fit it in with all his other work.  Later on, he will be reboring the barrel for me too!

Well, that's the D7 taken care of, now for my 1951 D1.

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I have to confess that my little rooster, that I'd lavished so much loving care and attention on (and money too!) will soon be flying off into the sunset to a new home in deepest Wales.

It ran perfectly, attracted admiring glances and comments wherever she went, but, sadly, I never really felt confident riding her.  I think it was because some motorists used to get too close to take a good look at her, and this made me feel nervous.

I decided it was time for someone else to enjoy her, as she is meant to be ridden not shackled to my workshop floor!

So, it will soon be time to say "Goodbye, my ow bewty!"

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Oh dear! What a mess!

10/30/2014

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My D7 Bantam had been getting noisier and noisier.  I have realised for some time things were not well but, because the weather has been good, kept using the bike.  Performance began to get less and less.  Performance, from a Bantam, I hear you say?  Well, you know what I mean.

Anyhow, I decided an engine rebuild might be necessary, as I suspected the oil seals were getting worn.  When I removed the cylinder and piston this is what I saw!  Even though I had fitted new rings - quite some time back now - the piston was badly discoloured.  As far as I can judge, though, the piston fits quite snuggly in the barrel and the rings show no sign of wear.

This morning I took the barrel and piston for my friend Hughie to take a look.  He runs a garage on the edge of town and not only is an excellent mechanic but also a Bantam owner himself.  That's when he's not helping Alan, his father, on the local farm!

Hughie took one look at the discolouration and said it was quite serious.  After checking the piston rings - which he realised had lost much of their tension - he measured the end gaps.  At .032" top and bottom, they are worn out and because of scoring in the bores and a ridge at the top the barrel must be rebored!  The present piston has .020" on the crown, so the D7 had been bored out before I bought it in 1991.  I guess it's done quite well.

I've also noticed the needle-roller little end is buggered (technical term!) and there's too much side play on the con-rod.  All in all, sound a bit expensive.  Never mind, you can't take it with you.

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Problems with gear changing

9/7/2014

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Recently, Clive Cottrell (who has a '64 D7 Super) contacted me to say:

...  gear selection is a nightmare! I'm going to do an engine rebuild this winter and I've been very impressed with your step by step guide, which will be my bible.

Well, Clive, I seem to recall having a similar problem quite a few years ago. So let's take a look at what I discovered and how I put it right.
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We must bear in mind that a far amount of wear will have occurred over the years (mine's a '65 D7 so that makes it 47 years of wear!).

Taking a look at the ratchet plate assembly (90:1365) I found it was very sloppy on the bracket (90:56) pivot point.  It's kept in tension by a spring (90:59) and a cup (90:60), held by a peg (90:61).


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I added an extra spring cup (90:60) which improved gear selection greatly, so this may well work for Clive as well when he does his rebuild.

However, to improve things further I drifted out the spring cup (90:47), which is in the lower half of the crankcase (see a previous blog), as the slot has very worn and stepped.

Now, my gear change is as good as I can expect from a piece of 'ancient' machinery.  But, no, it'll never be a slick and positive as a modern bike. But, what the heck, it has far more charisma about it!


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    Boy Albie

    I've been the proud owner of a 1965 BSA Bantam D7 since 1991, affectionately known as Little Willie (Wilhelmina) and love to take her out for a ride so that others can see her.


    I get all sorts of comments, such as: "I used to have one of those," to "I didn't know they were blue - weren't they always green?"


    But what I do notice is the big smiles on people's faces when they see - and hear - us coming!

    Long may it continue!

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