Author Topic: Speaking of vibration  (Read 13756 times)

Online bsa-bill

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Re: Speaking of vibration
« Reply #60 on: 26.11. 2010 10:46 »
Hi Hubie
Muskrat put it down as it should be, but I know sometimes if you haven't done something before it's hard to follow.
Shims have to go between surfaces that do not move in relation to each other, in this case between the drive side crank web and the drive side bearing.
 assemble the crank with the driveside bearing on it, fit it into the crankcases and bolt them up with at least four of the studs so its pulled up tight and square.
Set up a dial gauge at the driveside end of the crank.
Push the crank through the cases  towards the timing side.
Adjust the dial gauge onto the driveside end of the crank.
now push the crank through to the driveside and record the reading on the dial gauge

If you have no dial gauge you will need to use a vernier, possible fixed sonmehow

whatever you use repeat the exercise a number of times and record the reading each time, if the readings vary (which they might but not by much) work out an average or take the most consistent which ever your happiest with.

Now you have the end float, when shimmed and assembled you need to aim to have a max of 3 thou so take 1 or two thou off your measured end float and fit this thickness of shimming between the bearing and the crank web (fewer thicker shims are better than many thin ones).

Can be a bit of a bind as you don't want to be removing the bearing more than necessary, so take time measuring.

I've done this twice once with a vernier and the last time with a dial gauge (much easier) managed to get 1.5 and 1 thou respectively

Good luck
All the best - Bill
1961 Flash - stock, reliable, steady, fantastic for shopping
1959 Rocket Gold Flash - blinged and tarted up  would have seizure if taken to  Tesco

Offline A10Boy

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Re: Speaking of vibration
« Reply #61 on: 26.11. 2010 12:18 »
An easy way to do this without risking damaging a new bearing is to machine/ hone/ grind a few thou from the internal bore of the old bearing so it slides on/off the crank easily and use that as a dummy when you do your measuring. Of course you need to compare the thickness of the new and old bearings and compensate to be accurate. They normally are identical though.

The shims between your cush sleeve and spacer are there to align the primary chain.

Regards

Andy

1960 A10 - Black Golden Flash
Plus
1974 Kawasaki Z1a
Yam XJR 1300

Offline chaterlea25

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Re: Speaking of vibration
« Reply #62 on: 26.11. 2010 16:11 »
Hi Hubie,
The shims you found on the outside of the crankcases between sleeve and cush drive adaptor are to align the primary drive sprockets *ex* *ex*
Amen! to the other replies

HTH
John O R
1961 Super Rocket
1963 RGS (ongoing)

Offline Hubie

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Re: Speaking of vibration
« Reply #63 on: 27.11. 2010 02:27 »
Well I am pulling my hair out already.  when I picked up the crank, the custom made timing side bush was sitting on the journal.  I heated the case and fitted the bearing into it and now the crank will not go into the bush.  Now what the hell do I do???   ???? ???? ????
1959 BSA Golden Flash
1956 Royal Enfield Super Meteor
1955 Royal Enfield 350 Bullet
2007 Harley Davidson Sportster 1200 Custom

The early bird gets the worm, but the second mouse get's the cheese!

Online Brian

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Re: Speaking of vibration
« Reply #64 on: 27.11. 2010 02:40 »
Thats what is meant to happen Hubie. You now have to find a engineering joint to line bore the bush to the opposing side, get them to give it .001" to .0015" clearance.

Online muskrat

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Re: Speaking of vibration
« Reply #65 on: 27.11. 2010 06:41 »
 *smile* Welcome to BSA rebuilding.
 You must have read about line boring ? Yep, been there. The bush has now to be reamed or line bored to match the drive side true and square,
Same as getting married, lots of things they don't tell you. *eek*
Cheers
'51 A7 plunger, '57 A7SS now A10CR, '76 XT500, '77 AG175 '83 CB1100F, '81 CB900F project.
Australia
Muskys Plunger A7

Offline Hubie

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Re: Speaking of vibration
« Reply #66 on: 27.11. 2010 06:59 »
It has been delivered to an appropriate workshop for just that purpose.  Hopefully, that will be the last of the difficult things to do, the rest I should be able to do in the mancave  *smile*
1959 BSA Golden Flash
1956 Royal Enfield Super Meteor
1955 Royal Enfield 350 Bullet
2007 Harley Davidson Sportster 1200 Custom

The early bird gets the worm, but the second mouse get's the cheese!

Offline Hubie

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Re: Speaking of vibration
« Reply #67 on: 30.11. 2010 21:57 »
Hi all,

Picked up the engine this morning.  Everything is starting to look nice and peachy now.  I have ordered a shim pack (need 25 thou) and then it will be assembly time.

Cheers,
Dave.
1959 BSA Golden Flash
1956 Royal Enfield Super Meteor
1955 Royal Enfield 350 Bullet
2007 Harley Davidson Sportster 1200 Custom

The early bird gets the worm, but the second mouse get's the cheese!

Online muskrat

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Re: Speaking of vibration
« Reply #68 on: 01.12. 2010 08:08 »
Good one Dave, not long now.
Crickey 25 sounds a lot, most I've had is 12. Monday cases, Friday crank I suppose. *smile*
Cheers
'51 A7 plunger, '57 A7SS now A10CR, '76 XT500, '77 AG175 '83 CB1100F, '81 CB900F project.
Australia
Muskys Plunger A7

Offline A10Boy

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Re: Speaking of vibration
« Reply #69 on: 01.12. 2010 08:19 »
Dont forget that when the crank is in and the crankcases bolted up, give it a turn and check the end float before you go any further.
Regards

Andy

1960 A10 - Black Golden Flash
Plus
1974 Kawasaki Z1a
Yam XJR 1300

Offline Hubie

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Re: Speaking of vibration
« Reply #70 on: 01.12. 2010 08:23 »
My plan is to fit the shim/s, bolt the cases together and re check the end float, aiming for about 2 thou clearance (book says 5 max) before applying the jointing compound to the faces and getting in the re assembly in ernest.

Cheers,

Dave.
1959 BSA Golden Flash
1956 Royal Enfield Super Meteor
1955 Royal Enfield 350 Bullet
2007 Harley Davidson Sportster 1200 Custom

The early bird gets the worm, but the second mouse get's the cheese!

Offline Hubie

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Re: Speaking of vibration
« Reply #71 on: 01.12. 2010 09:22 »
I've re measured (4 times) the end float of the crank and found it to be 19 thou.  So the shim size I am looking for is 17.5-18 thou.  Dropping into a mates tomorrow to collect a flying flea and might find shims to suit, otherwise I have some on the way.

Cheers,
Dave.
1959 BSA Golden Flash
1956 Royal Enfield Super Meteor
1955 Royal Enfield 350 Bullet
2007 Harley Davidson Sportster 1200 Custom

The early bird gets the worm, but the second mouse get's the cheese!

Offline LJ.

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Re: Speaking of vibration
« Reply #72 on: 01.12. 2010 10:03 »
Dave... Don't forget to add another couple of thou to compensate for the jointing compound! Good Luck mate your nearly there!
Ride Safely Lads! LJ.
**********************
1940 BSA M20 500cc Girder/Rigid- (SOLD)
1947 BSA M21 600cc Girder/Rigid-Green
1949 BSA A7   500cc Girder/Plunger Star Twin-(SOLD)
1953 BSA B33  500cc Teles/Plunger-Maroon
1961 BSA A10  650cc Golden Flash-Blue
1961 BSA A10  650cc Golden Flash-Red

Online bsa-bill

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Re: Speaking of vibration
« Reply #73 on: 01.12. 2010 10:25 »
HI Dave - my book says 3 thou max
All the best - Bill
1961 Flash - stock, reliable, steady, fantastic for shopping
1959 Rocket Gold Flash - blinged and tarted up  would have seizure if taken to  Tesco

Offline trevinoz

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Re: Speaking of vibration
« Reply #74 on: 01.12. 2010 20:15 »
Dave,
            What the hell are you going to do with a Flying Flea?
I have got one in my shed which I have had since about 1967. It cost all of $6 when I got it!
I rode it to work for a while but it was too slow so I bought my first Flash which is the one I am currently riding.
Trev.