Britbike forum Forums British Motorcycle specific Brands Bsa bulletin board horsepower from a A65

Adam: the cranck is locked on the driveside by the plate inside the superbland bearing. you can see it on the picture I posted before. On the timingside its a bigger , wider needle bearing than SRM uses, because ther is no need for a trustbearing/ballbearing on the end. As you know SRM are using a combined ball and needlebearing. that makes the needlebearing shorter and therefore has a bit lower radial bearingload.

machining of the cases for new bearings

rockerarms and improved tappets

Timing side

3 grooves in collars and valve stem tops

removing material for the new big bore cylinder from SRM

strips in different colors are useful to keep track of the oilchannels

In the bottom Digital speedometer with top speed registration, oilpressure meeter, digital voltage meeter between the tacho and speedo, and a special light bulb(placed to the right of the oilpressure meeter) indication voltagelevels by changing colors from green, orange, red, and flashin red for voltagelevels.

Hi.
How much did you pay Rainer Traupel for these modifications done to your engine?

Regards

Interesting...what is the "improvement" to the tappets? The swivel foot? Are they just supposed to stay in adjustment longer? Is that the idea?

Norman Hyde sell them for the Triumphs,which have the same threads as the a65.The one pictured is from a Mercedes car engine which Rainer Traupel have found has practically the same threads as the a65 rockers.
The idea is they don`t make the valve end pitted..I have found the mushroom adjusters to be just as good in that respect and also a little bit lighter.
Anyway,I am also trying these in my 800cc A65.

Regards
Arnstein

That looks like the Porsche 911 adjuster that I use on my triples. The M-B are similar but have a Phillips drive. The thread is 8 x 1mm which is fractionally larger and 1.4 threads more over an inch compared to the 5/16"-24 stock adjuster. You have to be careful of aftermarket adjusters some of which have less swivel range. Porsche uses a half height hardened nut.
Mushroom adjusters may be lighter but you also need a hardened lash cap on the valve to keep it from being dented which negates the weight savings.
Oleandreas, the caged needle has more RPM capacity but less radial capacity compared to the full compliment needle. You should harden your idler wheel shaft. It is not hard enough to be used as a needle bearing inner race.

Arnstein: I find you question about how much I paid to Rainer Traupel for machining the parts quite hash and strange. I think I already told you. What is your point ?

BSA1968: I agree that a needle bearing camshaft would be good IMprovement. Might be another time. I have got my own lathe recently so I have more possibilities to experiment at home.

Alex: the swivelfoot is supposed to stay in adjustment longer, less wear. they are from a MB 190. the threads are slightly bigger (wider) than A65 so the rockerarms are bored out and new threads are made inside. I have also aluminium nuts that are lighter than stock nuts. Tappets are shortened down a bit and as the philips head are removed, its made new for a flat screwdriver by a slot cutted in th etop of the adjusteres manually.

difference in height between stock cylinders and the SRM big bore, around 8,2 mm. makes it hard to assemble my engine wich has longer stroke (89mm stroke). I finally decided to order conrods 156 mm, Norton conrods are around 159mm, A65 around 162mm

DMadigan:
["the caged needle has more RPM capacity but less radial capacity compared to the full compliment needle.
You should harden your idler wheel shaft. It is not hard enough to be used as a needle bearing inner race."]

The shaft is inductionhardened, so its taken care of.
What do yo mean by full compliment needle ?

Andreas

A full complement needle bearing does not have a cage separating the needles, they run against each other so more can be crammed in. This increases the load capacity (more needles) but decreases the max speed (the needles rub against each other).

I had a swivel foot break in a VW once so I've never looked at them again but OTOH, I've never had a problem with the valves going out of adjustment. I understand you're trying to make a beefy street motor with an eye toward maintenance and I guess those adjusters should, in theory, make it more durable.

DM, I believe the adjuster threads are BSF, so 5/16-26, which is very close to M8-1 with 25.4 mm pitch. This often comes in handy with clapped-out BSF, CEI or BA threads since 1mm pitch is so close to 26 tpi.

Good stuff oleandras, you're really making a lot of interesting mods and they seem well thought through. I'm anxious to see how this turns out.

I checked the A65 adjuster and it is 5/16"-26. The triples are 5/16"-24. I use the 911 adjusters on my triple racer which I have run well over the 9000 RPM red line without problems.
Alternatively, you could weld up the rockers to a line contact shoe on the valve and put the adjuster on the pushrod.
Andreas, The full compliment needle (no cage between needles) has a dynamic load capacity of 3000 lb and speed rating of 5700 RPM, The caged needle capacity is 2160 lb and 20,000 RPM.

Ole Andreas.The asking for how much you paid for all the modifications done by Rainer Traupel might be of common interest if others wanting to have the same done.
By the way..to make the swivel foot adj.from the Mercedes fit the a65 rockers the only thing needed is to thread a m8-1 tap through the rocker and it will cut a very little amount of metal.So this can easely be done if anyone wants these adjusters.
Anyway,as I said earlier,they can also be bought from Norman Hyde (made for Triumphs) and then with the right 5/16 threads.

Regards

DMadigan: thanks for informing me about the different bearing spesifications. As far as I know, needlebearings on the A65 are caged on the layshaft, the only loose rollers (full compliment rollers ?) should be on the clutchbasket center.

For the idlewheel, I can not see any load problems and it rotates with half speed of the crank, so no problems with speed eigther. 5700 rpm would be reached at a enginespeed of 11400 rpm, not likely to occur

The full compliment needle is good for 5700, the caged needle that you have is rated at 20,000 RPM (in the Timkin catalog). Obviously, not much chance of running a twin at 11,400 RPM so the full compliment is sufficient and has better load capacity.
The gearbox layshaft needles are both full compliment. The needles are mechanically retained by small nibs on the end of each roller, unlike the clutch hub rollers that are also full compliment and not retained.

Dmadigan:
Thanks for your explanation about caged and non caged, retained and non retained bearings got the differences now.
I always like to learn more.

What about the BSA stock plain bearings for eksample the timing side cranck, and both ends of the camshaft.... how are the characterestics of them ? If I understand right they dont handle higher rpm so well, has something to do limitations for bearingspeed ?