grandpaul said:
I'm a regular Emgo-holic for my own bikes, and I recommend specific Emgo stuff (including brake and clutch parts) regulary for my clients.
Having just recently been an Emgo user, I've been happy with the quality - pattern parts have come a long way in the 25 years I've been running Brit Iron.
Am I the only one who has removed an old part only to find that it's still better than its 'new' replacement?
Anyway, back to the plot...
The next job was to pull the engine and check everything out:
The PO had clearly come from the School of the Long Screwdriver...note the lovingly prised barrel flange
And further evidence of previous harm. When I was an apprentice people like this were called 'Dewhursts', in tribute to the local firm of Master Butchers...
I expect that he was the sort of guy who would be down at the pub slagging British bikes off when he wasn't 'working' on them :roll:
The bores themselves were in very good shape with very little wear, but I'd need to do something about those barrel fins!
Once the barrels were off it was apparent that my engine was suffering from a typical case of chocolate cam syndrome
After a little deliberation about what to do with the cam, I posted a question on the Forum regarding what profile to use, and the overwhelming response was to stick with standard, so I sent it off to RGM to have it re-stellited.
They bettered their stated turnaround time, and it was significantly cheaper than a new cam (my fault the grease got covered in dust...must be more careful :roll: )
Once the cases were apart the rods were removed and the crank checked out with no issues whatsoever
Even the shells were good enough to re-use, but they were replaced along with the big-end bolts.
Based on the condition of the internals, I decided against pulling the crank apart to clear the sludge trap - I just didn't believe it was justified in this case.
I did notice this, however...I'm sure Ive seen this elsewhere, too (Grandpaul!).
Here are all the main components ready to reassemble
The original mains were retained, as they showed no evidence of wear, and the cases cleaned up very easily - no oil varnish to deal with, just oily residue.
One place I did get carried away was the sump-strainer, as the old one looked pretty grim from the outside (for the all-important 'cranked' over' photo in future
).
After seeing what one of Grandpaul's motors had done with a loose strainer washer, I was VERY careful to ensure the circlip was in right- it needed pushing into place to get fully seated
This is my preferred 'squeeze' for rebuilds;
The cases went together with no dramas. New isolastics of the original compound were fitted to the re-sprayed engine mounts, and Mick Hemmings vernier adjusters were used.
I bolted everything together to get an idea of how it would look on installation. At the same time I fitted new swinging arm bearings, oil seal holders etc.
I have to say that at this point I was really enjoying the experience! I'm using stainless fasteners throughout (from RGM, of course!), and everything has gone together remarkably well.
More later!
