British Motorcycle Restoration

Chronicle # 2 November 2009

2009-11-12T03:01:00.001-08:00

There has been a good response to the idea of the Britbike website and Chronicles. It seems to be evolving in its own way and we will keep you informed. It is hoped to provide a link and communication between most of the clubs and we have now been in touch with some of the clubs in Zim and Zambia. It’s interesting to hear that they are pretty active up there. Bike racing in Lusaka is alive and well and the bunch up there are fundraising to improve the race track. Well done.

My Triumph I have just started re-building a 1960 Triumph Trophy – at present the frame has been stripped and undercoated, the engine has been bored, sleeved, bearings done, valves done but all lying in a million bits on a special bench made from an old door on trestles in my garage, to keep everything together.
Our friend Vic Sawyer, who does the most incredible machine work on his lathe, has made new stainless fork legs and stainless fittings. Cost of that was R1800 but money well-spent. I will keep you informed of progress as a matter of interest.

For those who require the old type of hard rubber Exide battery cases to complete a renovation, I have had a batch made in black polyeurathane. They are available at R350. They can be viewed on the website at www.britbikerenovation.com There is also an article which explains how you can fit Cyclon cells which are sealed lead-acid batteries into these battery cases. I will be using one for my Vincent Comet which has the exposed battery.

I have recently bought four shelves of old bike spare and once sorted and identified, they will be offered to you to hopefully assist with a restoration. Lots of heads, barrels, casings, tanks, wheels, etc etc. from Ariel, BSA, Triumph and other British makes.

If anyone needs any hard-to-find spares, please let me know and I can circulate this to the mailing list. There are currently about 90 on the mailing list (including Steve Wilson from UK – welcome Steve!) I would be happy to put people together to help their restorations. This is of course a free service and mainly for South Africa but of course, you never know…..

I went to the press launch of the Toy Run which takes place in Cape Town on Sunday 29th November. It was held at, and hosted by Castle Breweries (naturally). Seeing all the old reprobates there took me right back to the sixties when I was young and reckless. Go to their website here: http://www.toyrun.co.za/ to check for your area. It’s a most worthy cause and nothing beats the site of macho guys on their Harleys, Fireblades and Ducatis clutching teddy bears and dollies and riding en mass through the streets of Cape Town. Well-done to the organisers.

Lets finish with some silly uses for tools in your workshop

Common Tools and Their Uses Part 1
DRILL PRESS:
A tall upright machine useful for suddenly snatching flat metal bar stock out of your hands so that it smacks you in the chest and flings your beer across the room, denting the freshly-painted vertical stabilser which you had carefully set in the corner where nothing could get to it.
WIRE WHEEL:
Cleans paint off bolts and then throws them somewhere under the workbench with the speed of light. Also removes fingerprints and hard-earned callouses from fingers in about the time it takes you to say, "Oh shi$#%..."
ELECTRIC HAND DRILL:
Normally used for spinning pop rivets in their holes until you die of old age.
SKILL SAW:
A portable cutting tool used to make studs too short.
PLIERS:
Used to round off bolt heads. Sometimes used in the creation of blood-blisters.
BELT SANDER:
An electric sanding tool commonly used to convert minor touch-up jobs into major refinishing jobs.
HACKSAW:
One of a family of cutting tools built on the Ouija board principle. It transforms human energy into a crooked, unpredictable motion, and the more you attempt to influence its course, the more dismal your future becomes.

Be safe!
Eddie

First Chronicle

2009-10-07T05:38:00.001-07:00

THE RESTORATION OF BRITISH MOTORCYCLES
BRITBIKE CHRONICLES No 1 October 2009

My name is Eddie Kirkwood and I have a passion for old British Motorcycles - this in spite of oil leaks, Miller and Lucas electrics, temperamental starting and a dearth of spare parts. I live in Cape Town and own 6 British bikes and a 1974 Ducati 750. I belong to the Cape Vintage Motorcycle Club, the Triumph Owners Club and the Cape Classic Bike Club. Enough about me!

This newsletter will serve to share our problems, hopefully solve some of them, introduce some really interesting bike characters, let you know what’s going on with regard to runs, outings and shows and provide some tips and tricks on bike restoration. I have a special request – will you please either confirm HERE that you wish to receive these newsletters or kindly request that I remove your name.
If you have friends who might like to be included, please pass this on for their benefit. They can contact me to add their names if desired.

Please have a look at our website http://www.britbikerenovation.com
This and future newsletter will also be placed on our Blog http://britbike.blogspot.com/
At this time, the website and blog are in the process of development so please be patient. It will evolve over a period of time and no doubt improve, thanks to your input and suggestions.

The first of our Britbike Chronicles is unashamedly plagiarized from Jerry Day, the current president of the TOC who provides the most important article on the first stage of a restoration project as follows.

I recall when Steve Mendel was rebuilding one of his magnificent restorations and I found him cursing a project during one of my many visits to his garage. Steve always stripped everything, sent the components off for machining, repairing and re-spraying, then would commence with the final assembly. In this particular instance he was putting a motor in the frame and found that the engine bracket holes and those on the frame did not line up.
Unlike all his previous restorations, this was his first “basket case” rebuild, which like all the previous projects, seemed straightforward.
It transpires that the all important “dry build” had not been done, and the frame was obviously bent out of true.
Steve was the first to admit his error, waving his arm around over his other machines saying that they all just “fell into place.” Obviously they were single lumps when he acquired them and so came apart and went together with ease.
Steve was now confronted with a dry build with refurbished parts to establish the integrity of the entire machine. This task is not easy if your desire is to keep the parts in perfect condition. So when other problematic areas showed up in the dry build, he seriously considered getting rid of the machine. Long after this incident he told me that he viewed that particular rebuild as his most frustrating, and thereafter only considered rebuilding machines that were complete to start with. I’m sure he ignored many good machines largely because he wasn’t prepared to go through another helping of frustration. I must say that a good deal of my rebuild knowledge was acquired in his large garage in Sea Point, especially the discipline of sticking to the common sense plan of lists, lists and more lists, as well as the essential dry build (I’m currently on my second dry build of the ’61 Bonnie). Although I have a fairly wide knowledge of many machines of the same period, my specialty is 50’s and 60’s pre-unit Triumph 650’s, and no matter how much I know, I’m still learning, and am always willing to share my knowledge.
I believe this knowledge gives one an advantage when confronted with a pre-unit Triumph 650, because within 15 minutes I can tell what needs doing, what’s non-standard and what’s missing. Example: If you can’t turn the engine over, check the chaincase, then the plugholes... some unscrupulous sellers have intentionally jammed the gearbox to mask the fact that the clutch, alternator, crank, rods and pistons were missing! This actually happened recently.
I’m always willing to give an opinion on whether fellow enthusiasts should buy this or that basket case, assuming that my general experience in matters motorcycling will either condone or condemn what they intend buying, irrespective of what logic I fill their ears with. I’m sometimes amused when folks ask for my opinion, because often they’ve made up their minds, all they want is someone else’s PERMISSION! So I suppose it comes as a disappointment when I discreetly suggest that they “give this one a wide berth.” Quite often, when the said toxic purchase is in progress of rebuilding, I hear the refrain “I should have listened to your advice,” which confirms all the nasties that I advised were evident when I first clapped eyes on the “project.” I believe it’s inappropriate to quote verse and chapter to fellow enthusiasts, because every now and again a basket case turns out beautifully. This is not common though.
I know I’ve mentioned these points before, but there’s no harm in enlightening those whose rebuild knowledge is sparse, yet are willing to have a go and get involved with a rebuild.
Let’s look at the realities: Many years ago it was easy to get cheap parts for a fifty’s 650 Triumph, and those parts were always plentiful. However, nowadays you will find the following becoming more difficult to find as time marches on: chainguards, correct nacelle tinware, battery box cover, mudguards, engine plate covers, generator end covers, manual magneto advance/retard castings, sliprings, centre stands, handlebar controls and a host of other smaller items. The fact of the matter is that all these parts are available at a price, but sometimes the pattern parts are not up to standard and will need tweaking. Most disturbing of all is poor fitting exhaust pipes, expensive to import, and to fix is almost prohibitive. Even if your rebuild is straightforward, there will be times of frustration, and my advice here is to back off, calm down and only return when you’re in a more enthusiastic mood.
I firmly believe that if you are looking for a rebuild project, first prize is a bike that is rideable, or at least in one lump, and is being offered at a price which allows you to spend money on revamping and freshening up without losing your boots. Leave the basket cases for the most experienced spanner men, or those looking to complete a similar machine.
If you are prepared to be patient, ideal machines do come up every now and again and even if it’s not precisely the one you’re looking for, go along for the experience in assessing value, condition and repair budgets. By doing this you will be arming yourself with experience in identifying value when the machine of choice does come up, and instead of having to think about it you will make a decision there and then. Never be shy to ask a well meaning fellow enthusiast to accompany you, they will enjoy the excitement of chasing a find as much as you do, and will be pleased for you when you manage to finally acquire that perfect project.
Thanks Jerry!
Our next Chronicle will be in November. Until then, be safe.
Eddie

First post

2009-06-01T06:36:00.000-07:00

Hi to all the old bikers - especially those reprobates from the 60's!

Old British bikes are my passion (in spite of the oil leaks) and hence this post. I have six in varying degrees of restoration. I belong to the Cape Vintage Motorcycle Club and the Triumph Owners Club in Cape Town.

I am constructing a website - not yet published - covering the restoration of British motorcycles.
It will include details of all the vintage and classic bike clubs, publications, tips and tricks, articles on restoration, rallies, runs and outings, where to get stuff repaired or where to obtain those elusive bits. Each Blog will also have a regular article on some aspect of restoration - e.g. the black art of wheel re-spoking, sealing old petrol tanks, spraying, etc. etc.

I am approaching all the clubs to invite their members who have email (some of the oldies don't have this new-fangled stuff!) to add their names to a mailing list. They will receive a monthly newsletter covering current stuff not necessarily appearing on the website. The newsletter will also appear on this Blog.

I am ever hopeful that it will create communication between the clubs and will be useful for exchanging or obtaining those rare bits required for out hobby. I am hopeful that we can publish each club's newsletter if they will allow this - which is always interesting reading.

I need some feedback and hopefully some encouragement for this rather time-consuming project so please send me an e-mail to ekirkwood@netactive.co.za and let me have your comments of what you would like to see on the website or what info you would prefer on this Blog.

Ride safe.
Eddie