Theres one corner at Achnacloich,

This works
Geolocation: A85, Taynuilt PA35 1JZ, United Kingdom
Latitude: 56.423434 | Longitude: -5.23351


its a blind left hand entry to a big long right hander with a changing radius that tightens to the end about 4 K maybe more, I am now running wide and missing the line by a foot or so with the same inputs. Years of muscle memory down the drain. This is one of the best corners in the world, sea on th right , tarmac then raised beach and flagrant hawhorns in flower art the mo.
Flipside, I havent nearly run up the back of anyone for ages and the braking on entry is loads more controlled. HMMMM. "!!

Sometimes, Gavin, life is a compromise-----

Yeah, I suppose, ,
maybe slightly wider bars would compensate. ?

"Your real-world MPG average is 59.89, covering 139 miles using 2.32 gallons of fuel"
Top riding weather at the mo, Hawthorn and Bluebell scent in the air, not too many campervans in the lull between easter and summer.

If it's gyroscopic forces working against you, perhaps a couple of things you could try are getting the discs drilled and lightened and maybe using a lower profile front tyre?

I can see the discs are already drilled but perhaps there is more scope for further drilling. Don't know what size front tyre you have and assume its 18", looking on the Avon website the 90/90-18 Roadrider is 24.37" in diameter compared to the 100/90-18 which is 25.27", that's nearly an inch difference in diameter which could make a big difference to the handling.

All twins have 19” front apart from early star model A65, which had 18” front and rear.

It is a 19 on the front, its staying that way, if I lower it any more ( forks are shortened) the side stand wont work.
It might be that one disc will do, two is maybe overkill, I will give it another thousand miles or so.There are conversions for a larger floating disc that is much more perforated, but they are spendy and involve a caliper shift. Norman Hyde does these.

One disc and one caliper would be plenty. Unless you plan to do the TT on it. 2 up.

Personally I find the standard one disc front brake as fitted to 73 on twins and triples is pretty good at stopping --- even on the heavier triple.
People complain of lack of feel but personally when I am going I don't use the brake and when I need to stop I need to stop.
You cant expect 2019 sophistication on a bike 45 years old.
Part of the fun is to compensate for its shortcomings--that is part of the character of Brit bikes.
Just my two cents of course.

"One disc and one caliper would be plenty. Unless you plan to do the TT on it. 2 up."

"Personally I find the standard one disc front brake as fitted to 73 on twins and triples is pretty good at stopping --- even on the heavier triple."

Good points gents.

For the time being its staying twin disc,its prime riding weather at the mo and I am enjoying the bike as is, in the meantime I will look for a single disc appropriate master Cylinder.

maintenance speeds are slowly rising, ( miles traveled per hour worked), easily over 500 mph at the mo, should get it up to a 1000 .An oil / chain change is due soon, will time it.

The BSA/Triumph Lockheed brakes are derived from cars, Mini Cooper IIRC, they are heavy.
Beside the gyroscopic effect, the bug lumps of iron attached to the sliders won't do the handling any favours.
Modern brake rotors have an alloy centre with a steel or cast iron pad track attached. Lockheed racing calipers are dimensionally identical but made from aluminium

I have the ally calipers fitted.

Fluids changed. Points oil seal is weeping. Not a show stopper.
"Your real-world MPG average is 60.12, covering 139 miles using 2.31 gallons of fuel."

Even with a new seal I find those oil seals weep. I always drill out the drain hole so that it aligns well with the bush when done, slightly oversize too, I then increase the resevoir size hole on the feed side too to try and improve the constant flow. Seems to work well and not had any issues or signs of heat on the idler gear once doing this.

Had a great run today, Kilmore, Ardfearn, Craignish , Loch Sween, Tayvallich, The Moine Mhor, Kilmartin, epic run with nae traffic worth mentioning.
Ended up looking at some carved stones from about 1500 , folks that liked a big sword apparently. the last two pics are at the end of a very long road. Now acclimatised to the front feel, got the brakes working hard on the most roller coaster section of West LochAwe side. Wonderful.
Pic1 is blurry, sorry ,posing in the Hawthorns at Craignish Kirk ruins. Others are Paps of Jura looking west and Loch Sween looking North. A magic 100 miles.
"Your real-world MPG average is 61.12, covering 154 miles using 2.52 gallons of fuel."

what a beautiful place.

the sea is way off and distant from here, but we do have an immense navigble river

Cant get more than 7 miles from the sea in Argyll, it has loads of in and outy bits.
Argyll in May is just sublime.

Tappet checking weather, DS exh a bit loose 2 thou maybe , rest all good.
Plugs RHS pic 2 LHS ( still the same diesel fouled plugs from the LBS bin 11 K miles ago, NGK B8s). LHS needed closing up a wee bit. more ruins, and RHS fuel system.
Your real-world MPG average is 58.86, covering 162 miles using 2.75 gallons of fuel.

Your real-world MPG average is 54.99, covering 144.4 miles using 2.63 gallons of fuel.

Did some research into jets for the OKO, PWK 32 mm rip off flat slide carbs.
using Allens performance web site i was able to identify the jet types.
For the record.
mains are keihin Style 99-101-393, M5 x 0.8 thread
Pilots are keihin style N424 -21, M6 thread 28 mm long.
have ordered 130 -150 MJs in 3 steps.
and a similar range of pilots.
The numbers do not translate from AMAL to keihin, Max K size MJ was 190.

looked at a Honda 4st 350 cc single details that used a keihin , it had 135 Mains, so thought I would start there.
if any one has a better idea I am all ears.

Still need 55 mm ID rubber hose and plastic air box lids to hack up, its getting filtered air.

otherwise bike going V well, no issues.

Brakes....I like vintage vintage machines and I like modern sport bike brakes..It's not always about stopping power it's also about control and feel...I fitted a Ducati 320MM front disc and 4 piston Brembo caliper along with a 16mm master cylinder to my 79 Triumph T140D...The improvement in feel and control compared to the stock dechromed disc and caliper with Ferodo street pads is very noticeable..And 5 pounds less weight and I feel it looks better...

Thanks Hillbilly, will keep that in mind. I like the current braking power, but lighter is always better.
Braking distances are now much shorter when hauling down from speed, tons of feel from the MV 5/8 master cylinder, discs have no chrome and rust overnight, no chrome to worry about.. V Happy, now I have got used to the extra input required its all good. I have a spare 4 pot brembo in stock, so this may happen one day.

Its mow pishin down. No riding,

Following on from Hillbilly.

320mm disc with adaptor to fit Norton front hub.

Adaptor bolted to hub and second adaptor below for another bike.



Disc in position but not bolted on, plus adaptor.



Will be using the same Brembo Goldline P3034 caliper but only one not 2 and so a 13mm master cylinder will be used.

Disc has an anodised alloy centre, only the rim is stainless steel and that is only 5mm thick so weight is not boat anchor like .

Thanks Kommando, that looks the biz.

Commando, that looks like a Guzzi style disc.......The 6 bolt 320mm Ducati Brembo disc bolted directly to the Morris wheel on my T140D...I had to make a distance spacer for location and a simple bracket to mount the Brembo Goldline caliper to the 41mm Showa forks I fit to the Triumph...

Ahhh

Ducati
Hypermotard
Brembo
305 mm

So not 320.

The Galfer catalogue gives all the info on dimensions so you can find an exact match or one where there is enough difference so the holes do not interfere.

This is some of the data, I just picked the ones I was interested in, lots more possibilities in the catalogue. Looks a lot better in Excel.

Galfer ref Type OD ID Thickness Offset Holes OEM models
41 CW 310 62 5,0 21,5 6 OE HONDA CBR 900 RR 900 98-99 DF041 DF013
61 CW 296 58 5,0 23,25 6 OE HONDA 599 (USA) 600 00-06 DF061 DF013
51 CW 310 62 4,5 20,0 6 OE HONDA CRF 1000 L AFRICA TWIN 1000 15- DF051 DF052
65 CW 296 58 4,5 18,0 6 OE HONDA VTR 250 250 98-08 DF065 DF013
67 CW 310 62 5,0 18,5 6 OE HONDA CB 1100 X 11 ELEVEN 1100 00- DF067 DF028
167 CW 300 61 5,0 13,5 5 OE KAWASAKI ZR 250 BALIUS II 250 02- DF167
168 CW 320 61 5,0 13,5 5 OE KAWASAKI ZX 7 RR (ZX750P1) 750 96- DF168 DF155
178 CW 296 61 5,0 13,5 5 OE KAWASAKI ZX-6R 600 98-99 DF178 DF193
512 CW 267 58 4,0 4 OE YAMAHA CRYPTON-X T 135 135 08-14 DF512
631 CW 305 118 5,0 0,0 6 OE BMW R 850 R ROADSTER 850 95-00 DF631 DF701
671 FLW 260 60 4,0 5 OE APRILIA SCARABEO 125 4T 125 98-04 DF671 DF609
676 CW 296 62 5,0 17,0 6 OE HONDA CBR 600 F4 600 99-00 DF676 DF013
680 W 292 56 5,0 5 OE HARLEY DAVIDSON FXD SUPER GLIDE 1340 00- DF680 DF681
681 W 292 56 5,0 5 OE HARLEY DAVIDSON FXD SUPER GLIDE 1340 00- DF680 DF681
691 FLW 254 50,5 5,0 5 OE HARLEY DAVIDSON XR 1200 STORZ 1200 10- DF680 DF691
692 CW 310 58 5,0 17,0 6 OE HONDA CB 1000 BIG ONE 1000 93- DF692 DF040
724 FLW 260 56 6,0 5 OE HARLEY DAVIDSON XL ROADSTER 883 10- DF680 DF724
773 CW 305 72 4,5 9,75 5 OE DUCATI HYPERMOTARD 796 10- DF773 DF769
787 CWI 320 52 5,0 5 OE KTM 690 DUKE 690 12- DF787 DF798
800 CW 300 60 5,0 6 OE > BMW G 310 GS 310 17- DF800
835 W 300 56 5,0 5 OE HARLEY DAVIDSON CVO BREAKOUT 1801 13- DF835 DF836
836 FLW 300 56 5,0 5 OE HARLEY DAVIDSON CVO BREAKOUT 1801 13- DF835 DF836
845 CW 320 60 5,0 6 OE KTM 390 DUKE ABS 390 17- DF845 DF790
882 CW 340 60,5 5,0 11,0 5 OE BUELL M2 CYCLONE 1200 00- DF882 DF884

This is a admin test post, no need to comment please. i'll remove it later.

"Your real-world MPG average is 59.51, covering 141 miles using 2.37 gallons of fuel."

The bike continues to improve with mileage.
Replaced a cracked inter banjo fuel line and cleaned the banjo filters while I was in there, quite a bit of paint flakes and rust.
Adjusted the primary chain, the tells for this are subtle, increased vibration, noise and a stiff gearchange,.
I find this adjustment the trickiest of them all, its nearly impossible to judge the correct chain slack, previously when i have over tensioned the primary chain, too too much and it whines, too much and it is like a bow string when hot. Now I am happy for it to be a little slack so long as the gearchange is crisp.
The primary chain adjuster is one of the A65s worst features, nearly impossible to get the 3/8 BSF spanner on, and almost impossible to keep oil tight. I have pondered changing the rigid adjuster for a spring, maybe one day?

made some small steps towards fitting the flat slide Keihin knock off carbs, found some jets that fit and have numbers. Got some silicone rubber hose to fit carbs to airbox. enlarged the air box hose entries on some scabby plastic t140 side panels, need some 1/4 fuel line elbows , Ts and hose clips for the final assembly.
The current concs( bodies) are about 20 k miles old, slides ( chromed brass)are maybe 10 K miles old. All working fine at the mo, cant have that, new untuneable carbs will correct this. Dimensionally the new carbs are lighter and shorter , woo hoo. Same dims front to back.
The back light lens fell off the other day, luckily I had a couple of spares in stock, new repops are 8£, 1st thing to fall off in 12 K miles if you dont count the badly fitted gear lever ( which I foundon the road).
Next oil change going over to that v twin semi synth stuff, might stretch the change intervals from ~ 1000 miles to ~ 2000 miles. Morris Golden film has been trouble free up till now.

recently purchased a Winter 87 Classic racer mag, with Tony Prices beautiful Norton BSA racer. will scan this and put it up on the comp board. I wore out my original copy. Some bike , 11 firsts out of 13 starts in 1986, other two finished 2nd. 750 barrels ,end fed billet 360 crank, CR 11:1 , 32 mm concs, race cam, Boyer EI , 4 speed Box CR 1st and 2nd,Stock clutch and primary drive, Red line 7.5K. geared for 140 mph at Snetterton ( no fairings). Inspirational.