I have made a break through with the wiring but only once I got a pen, a roll of masking tape, the colour wiring diagram and the ubiquitous mug of tea and sat down to identify the loose ends of wiring. Cable by cable and relay by relay the ends were checked off against the diagram and labelled. I now have only to work out a few of the finer points before securing the wiring loom to the frame. This will trigger me to hook up the available relays, switches and earth points. After that it is a question of a battery and a series of tests to ensure the major components work.
Pay day has come round again so I can have some more goodies. Fuel line this time and possibly a battery.
I have resolved to run the bike without a fairing so I have to work out how to modify the wiring from the RT version. I think it just a case of shorting the wires to bring the relays back inside the headlight shell. We shall see.
Thursday, 27 March 2008
Wednesday, 19 March 2008
Head Scratching
During last weekend I fitted the bits I got from Motorworks which was nice. The next job was not so nice. I offered up the wiring loom to the frame. I seem to have a lot of spare wires and connectors with no obvious place to connect. I scratched my head for a while and decided not to struggle. I went on the interweb instead and found a wiring diagram in colour. When I have printed it of I shall have a good look at it and see I can understand the wiring loom.
I fitted a few of the cable to the bike. The clutch and speedo cables were fitted and routed to the head stock area. Then the earth strap. The earth strap uses the same bolt as the speedo cable retaining bolt. I fitted the main live cable to the starter motor and ran it back to the battery box. No battery as yet but the carrier is ready.
I need to test the starter motor and sort out the wiring from the rectifier and then I can fit the engine top cover. I have to buy some fuel hose so the I can fit the air filter box. The fuel line has a balancing tube that run through the air filter. Then I can mess about with the carbs and wiring which are the big jobs.
I fitted a few of the cable to the bike. The clutch and speedo cables were fitted and routed to the head stock area. Then the earth strap. The earth strap uses the same bolt as the speedo cable retaining bolt. I fitted the main live cable to the starter motor and ran it back to the battery box. No battery as yet but the carrier is ready.
I need to test the starter motor and sort out the wiring from the rectifier and then I can fit the engine top cover. I have to buy some fuel hose so the I can fit the air filter box. The fuel line has a balancing tube that run through the air filter. Then I can mess about with the carbs and wiring which are the big jobs.
Saturday, 15 March 2008
What Service
Having fettled the bike a little I have discovered that some parts are missing or need replacing. I scribbled down a list that were required immediately. The key thing at the moment is to get the universal joint bolted to the gear box output shaft. Once that is done the rolling chassis is connected to the engine and gear box. Also this area is right in the middle of the bike so once it is done I know I do not have to disturb it again. The UJ is fiddly job when the clutch arm and battery box are in place.
Thursday lunch time I rang up Motorworks in Huddersfield to price up the parts on the list. I had to order them as these little items will hold up the rebuild. The chap was very helpful and got me the right mix to new and second hand parts. I assumed the bits would arrive after the weekend. To my absolute delight a box of bits arrived on my desk just after lunch on Friday. The very next day! Needless to say a number of the items are now on the bike. I will report later. I am off out with friends tonight for a drink at The Chequers and supper afterwards.
So for fantastic service in BMW parts ring Motorworks. Look for the link to their website in the adjacent column.
Thursday lunch time I rang up Motorworks in Huddersfield to price up the parts on the list. I had to order them as these little items will hold up the rebuild. The chap was very helpful and got me the right mix to new and second hand parts. I assumed the bits would arrive after the weekend. To my absolute delight a box of bits arrived on my desk just after lunch on Friday. The very next day! Needless to say a number of the items are now on the bike. I will report later. I am off out with friends tonight for a drink at The Chequers and supper afterwards.
So for fantastic service in BMW parts ring Motorworks. Look for the link to their website in the adjacent column.
Wednesday, 12 March 2008
It's a rolling chassis
This evening was the first opportunity to really do some work on the bike. I resolved to get the bike to a rolling chassis stage. In fact I managed a bit more than that in the two hours of fettling.
First I winched the bike into the air from brackets I have fitted in the garage rafters for just such an occasion. Once the front was off the ground at about the attitude of the bike if it had wheels, I was able to kick down the main stand. Given that swing arm and rear wheel were fitted, the bike just sat there resting on the back wheel. The sling was removed. Next I offered up the stanchions. It was going to be a tight fit through the lower yolk. I sprung the yolk for each leg in turn. This made slipping the stanchion through very easy. As soon as the yolk was allowed back to its natural position it gripped the stanchion sufficiently to prevent it moving. Next on was the front wheel. Without springs in the stanchion it is easy to move the stanchions to the right position to offer the wheel pin through the bottom of the stanchion and through the wheel hub. As usual the spacer meant you really need a third hand so that you push the pin, hold the spacers and position the other stanchion. With a bit of faffing about I managed it. Then I dropped in the shorter set of springs in the stanchions and did up the top caps. That was the front mocked up.
The next job was to fit the rear sub-frame and suspension. Whilst rummaging for the sub-frame bolts I found the clutch actuating pin. More about that later. I fitted the sub-frame with the bolts provided and than tried the suspension units. I could not find the right bolts for the top or bottom mounts. I settled for some that were a little too long. I will have to get the correct once before it goes on the road but it will do for now. Having the chassis rolling means I can move it about easily and it means I have less things lying about the garage.
In my hurry to fit the swing arm I over looked that the clutch actuating pin was not fitted. The swing arm covers the back of the gearbox where the clutch is operated. The clutch pin goes right through the gear box so is about eight inches long. To fit it the swing arm has to be removed. It is not a big job once the suspension is fitted. I just whipped off the back wheel and took out the swing arm pivots and eased the swing arm and bevel box backwards. The suspension legs supported the weight and limited the amount of movement. Once that was done it was a five second job to position the pin. Whilst is was there I fitted the associated thrust bearings and actuator arm. I adjusted the slack out and squeezed the actuator arm. It moved freely and I could feel the clutch springs responding. I fitted the universal joint boot whilst he swing arm was out and tightened up the battery carrier mounts. The swing arm was refitted as was the rear wheel. In refitting the rear wheel I noticed some movement round the axle. Close inspection showed the bearings were damaged or worn out. Something else for the parts list.
Now the bike looks like this:
This will be the biggest leap forward. From now on it will small steps as missing parts are sourced. I had another rummage and tidy up of the contents of the boxes that came with the bike. I am still trying to assess what is missing. I found home round the garage for the bits and pieces that will not be fitted for a while. I even had a look at the wiring loom. It is a monster and I can not find the ignition switch. I have the key!?
First I winched the bike into the air from brackets I have fitted in the garage rafters for just such an occasion. Once the front was off the ground at about the attitude of the bike if it had wheels, I was able to kick down the main stand. Given that swing arm and rear wheel were fitted, the bike just sat there resting on the back wheel. The sling was removed. Next I offered up the stanchions. It was going to be a tight fit through the lower yolk. I sprung the yolk for each leg in turn. This made slipping the stanchion through very easy. As soon as the yolk was allowed back to its natural position it gripped the stanchion sufficiently to prevent it moving. Next on was the front wheel. Without springs in the stanchion it is easy to move the stanchions to the right position to offer the wheel pin through the bottom of the stanchion and through the wheel hub. As usual the spacer meant you really need a third hand so that you push the pin, hold the spacers and position the other stanchion. With a bit of faffing about I managed it. Then I dropped in the shorter set of springs in the stanchions and did up the top caps. That was the front mocked up.
The next job was to fit the rear sub-frame and suspension. Whilst rummaging for the sub-frame bolts I found the clutch actuating pin. More about that later. I fitted the sub-frame with the bolts provided and than tried the suspension units. I could not find the right bolts for the top or bottom mounts. I settled for some that were a little too long. I will have to get the correct once before it goes on the road but it will do for now. Having the chassis rolling means I can move it about easily and it means I have less things lying about the garage.
In my hurry to fit the swing arm I over looked that the clutch actuating pin was not fitted. The swing arm covers the back of the gearbox where the clutch is operated. The clutch pin goes right through the gear box so is about eight inches long. To fit it the swing arm has to be removed. It is not a big job once the suspension is fitted. I just whipped off the back wheel and took out the swing arm pivots and eased the swing arm and bevel box backwards. The suspension legs supported the weight and limited the amount of movement. Once that was done it was a five second job to position the pin. Whilst is was there I fitted the associated thrust bearings and actuator arm. I adjusted the slack out and squeezed the actuator arm. It moved freely and I could feel the clutch springs responding. I fitted the universal joint boot whilst he swing arm was out and tightened up the battery carrier mounts. The swing arm was refitted as was the rear wheel. In refitting the rear wheel I noticed some movement round the axle. Close inspection showed the bearings were damaged or worn out. Something else for the parts list.
Now the bike looks like this:
This will be the biggest leap forward. From now on it will small steps as missing parts are sourced. I had another rummage and tidy up of the contents of the boxes that came with the bike. I am still trying to assess what is missing. I found home round the garage for the bits and pieces that will not be fitted for a while. I even had a look at the wiring loom. It is a monster and I can not find the ignition switch. I have the key!?
Monday, 10 March 2008
Today we begin
Today seemed to drag by. I was up very early with the weather. It was blowing a full gale all night. Very noisy. 5.30pm finally arrived. I got tea from the chippy for me and Ken. It was the least I could do since he was going to drive his van and help me collect the bike. All the small bits and pieces where collected up into assorted boxes and bundled in the van along with all the bits that are too large for boxes. The last lump into the van was the engine and gear box mounted in the frame. It was not too difficult a job especially since I enlisted the help of a fencing buddy Nic [Thanks Nic], who lives in the same town as the bike, for some extra manpower. All safely loaded and strapped down we set off home. No dramas on the way. We unloaded the van and managed to find homes for all the bits both big and small. And then a brew.
This what I have to work with.
This what I have to work with.
Sunday, 9 March 2008
A quick review to set the scene for the blog
Here is a quick review to set the scene for this blog. I have been riding motorbikes since 1976. I grew up through the 50mph 50cc FSIE's & AP50 era. Then we had 100mph 250cc bikes. Yamaha RD250, Suzuki x7 and Suzuki Gt250. It was a time when Japan managed to find a way to give us young lads fast bikes with OK handling, candy paint jobs and plenty of chrome. The UK motorcycle licensing laws allowed 16 year olds to ride 50cc engine capacity bikes. When you were seventeen you could ride 250cc capacity bike on "L [Learner] plates. As a learner you could ride by yourself but not carry passengers unless they had a full licence. Once you had passed the bike driving test you could ride bikes of any engine capacity.
In the mid 70's there were precious few small capacity British marques. Most were the same as the pre-war models and mainly four strokes. However with Japan twenty years on from the end of the WWII Japan were creating exciting two stroke bikes. Japanese engineering was in the ascendancy as the UK bike industry was in decline. Triumph and Norton were about the last UK mass manufacturers. The Triumph's Bonneville & Norton's Commando were their respective iconic swan songs. Lack of investment in design and marketing since the end of WWII put paid to their development. Japan's development post war created fast and lightweight two strokes. Being Japanese they rung every ounce of performance out of the engines, created funky designs with high specification [for the day] such as electric start, electronic ignition, reed induction, separate two stroke oil tanks, disc brakes. Every year brought more exotica and with a price tag that was within reach of us ordinary plebs.
I went started with a Yamaha 70cc step-through automatic, then a Honda 250cc Dream later I had a Yamaha RD250. The Honda was in the shed "healing" from a dropped valve whilst I was whizzing about on the Yam. The RD was sexy.
After meeting Hazel, who would later become my wife, I set out to pass my test. At the second attempt I am passed, on the RD. Unlimited cc here I come. My Geography teacher rode a BMW and he influenced my choice of "big bike". The Japanese bikes were sexy but not bullet proof. BMW had and air of invincibility born out of German engineering prowess. The first BMW we bought was a second hand 1979 R80/7. We had fun on it and it was "quite" reliable. It had it faults but the repairs were manageable with my mechanical skills. The R80/7 is a 800cc twin cylinder engine. BMW's were made for covering long distances. We joined the owners club, went touring and made friends we have to this day.
Later in the blog I may let you in some of my motorcycling history and the adventures along the way. The reason for this blog is that I have come into possession of an R80/7. H and I have been looking for an 80/7 for about a year. The circumstances that made the bike available are quite sad but I am not going to dwell on the events. Let us just call it an unfinished project. I collect it on Monday 10.03.08. I can not wait.
In the mid 70's there were precious few small capacity British marques. Most were the same as the pre-war models and mainly four strokes. However with Japan twenty years on from the end of the WWII Japan were creating exciting two stroke bikes. Japanese engineering was in the ascendancy as the UK bike industry was in decline. Triumph and Norton were about the last UK mass manufacturers. The Triumph's Bonneville & Norton's Commando were their respective iconic swan songs. Lack of investment in design and marketing since the end of WWII put paid to their development. Japan's development post war created fast and lightweight two strokes. Being Japanese they rung every ounce of performance out of the engines, created funky designs with high specification [for the day] such as electric start, electronic ignition, reed induction, separate two stroke oil tanks, disc brakes. Every year brought more exotica and with a price tag that was within reach of us ordinary plebs.
I went started with a Yamaha 70cc step-through automatic, then a Honda 250cc Dream later I had a Yamaha RD250. The Honda was in the shed "healing" from a dropped valve whilst I was whizzing about on the Yam. The RD was sexy.
After meeting Hazel, who would later become my wife, I set out to pass my test. At the second attempt I am passed, on the RD. Unlimited cc here I come. My Geography teacher rode a BMW and he influenced my choice of "big bike". The Japanese bikes were sexy but not bullet proof. BMW had and air of invincibility born out of German engineering prowess. The first BMW we bought was a second hand 1979 R80/7. We had fun on it and it was "quite" reliable. It had it faults but the repairs were manageable with my mechanical skills. The R80/7 is a 800cc twin cylinder engine. BMW's were made for covering long distances. We joined the owners club, went touring and made friends we have to this day.
Later in the blog I may let you in some of my motorcycling history and the adventures along the way. The reason for this blog is that I have come into possession of an R80/7. H and I have been looking for an 80/7 for about a year. The circumstances that made the bike available are quite sad but I am not going to dwell on the events. Let us just call it an unfinished project. I collect it on Monday 10.03.08. I can not wait.