I just don't find this marque attractive enough to repair everything which the manufacturer should have made correctly in the first place.
Back in the 60's I doubt anyone would have thought these bikes were not made correctly, just as we look at new production bikes and say the same now, give it forty years and we may all be able to pick fault in those too.
What ever the marque these bikes can all be worked upon and improved or kept as stock and enjoyed for what they have to offer as standard. Building them to what suits the owner is part of the interest, well for me it is anyway.
RE triples, I'd like to own one myself ( id like to own a lot of things) get to know it better and mess around with it like I have my A65. The race bike triples I've seen going around Cadwell and Anglesey circuit sure are nothing like what you see on the road.
And first is too damn high on the A65 box, only worse with the CR box.
Originally Posted By NickL
I also spent a lot of money on timing gears and crank pinions to get a quiet set.
The result of cost cutting at Triumph or assembling the timing gears from various engines into one. These gears used to be installed as matched sets. I never noticed the sound on any of my Triumphs.
Originally Posted By NickL
As it is a late one it had an iron pump which is good although I raced with zinc/crap ones for years and had no problems with oil pressure, likewise with the timing side bush.
One wonders why BSA switched from the iron pump on the A10 to the same crap metal from which they made carburetors, then switched back at the end of their existence. One also wonders why the company which BSA owned could improve its oiling system design without the parent company following suit.
Everything was made by hand back then. Presumably the timing gears, like pistons and cylinders, were graded and put into matching sets. Probably the same reason US manufacturers went to plastic on a lot of engine parts. Iron is more costly to machine than aluminum/zinc alloy. No idea why they switched back except possibly warranty costs exceeded the material/machining cost of iron. Triumph's always had a plunger pump, yes? It was only after BSA went belly up that they added the extra ball valves to reduce the failure rate. I got these back from the shop yesterday. 50 PSI Banjo type for fitting a gauge or remote switch, 75 PSI type for A75/T150.
Still need to test for relief pressure. Viton O-ring seals the piston stop to reduce leakage. O-ring seal to the case instead of a gasket.
The way I heard it they had workers sitting at a jig with three spindles. Grab one gear from each box, find three which spun well together and put aside for each engine. This sort of thing stopped once money got tight.
Looks like a nice piece, what's your projected price? Also, would I plug my stock OP light hole?