Lansdowne dampers
- Thread starter FastFred
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I bought a set well over a year ago and was getting ready to install them last night, I sent JRB an email with a question and his response was "those are my Mark 1's, the newer ones are much better, I'll send you some of those".
How amazingly incredible is that for service?, I have a few other JRB products that might be a secret so I'll not describe them here but I am anticipating the best set of Roadholders ever.
Vince
How amazingly incredible is that for service?, I have a few other JRB products that might be a secret so I'll not describe them here but I am anticipating the best set of Roadholders ever.
Vince
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- Sep 26, 2009
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Just had a email from Peter Crewe,I made him some lansdowne units for his Honda 125 racer,,, first time out....won all four races...he must be a good rider, :lol:
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With correct adjustment they will feel just right.
Coco said:
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I was at an historic road race meeting a while back, and there was a kid with a big mouth there. He shouted to his father who had a manx 'Dad, is this the bike with the RS125 cartridges'. I'm probably a bit funny about Manx Nortons and G50s, however I believe you ride them for the experience of what real racing used to be like. If you want to get serious buy an R1, or a Fireblade. Would you paint a moustache on the Mona Lisa to make it better ?
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Historicly : Through out the racing years machines where improved to produce status for the manufacturer, if a improvement was made that won race's others would copy/improve on that...it was not about the most original machine comming last, but the quickest comming first! ^60's" manx 47-48 BHP ,Bob Mac tried to improve engine output to 50 plus,but couldnt. Todays Manx are 60 bhp,
Duncan Fitchetts Manx with plain bigend, Nic Bore, and special tuned inlet/exhaust kicks out 60 bhp, but all that was not good enough to produce winning results, the handling needed up-grades to match.
Pat Green's GB access team wanted to win race's not just enter, If some one produced a special item that give another 5 bhp, everyone would want it, or a differant damper that enabled higher corner speed..RS 125 or what ever?
Many years ago i fitted Bultaco dampers inside norton forks, we had to hide the extra length with gaiters, the guy won the british tele-ridgid trials
I agree there as to be a limit,and there is. But surly as BHP increase's the chassis as to match? otherwise the machine can become unsafe?
.
Duncan Fitchetts Manx with plain bigend, Nic Bore, and special tuned inlet/exhaust kicks out 60 bhp, but all that was not good enough to produce winning results, the handling needed up-grades to match.
Pat Green's GB access team wanted to win race's not just enter, If some one produced a special item that give another 5 bhp, everyone would want it, or a differant damper that enabled higher corner speed..RS 125 or what ever?
Many years ago i fitted Bultaco dampers inside norton forks, we had to hide the extra length with gaiters, the guy won the british tele-ridgid trials
I agree there as to be a limit,and there is. But surly as BHP increase's the chassis as to match? otherwise the machine can become unsafe?
.
acotrel said:
Chris
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Hi John / Acotrel
Cant really see your point here Acotrel.
When I first raced my Jim Lee 686 Rickman 8 valve Bonnie with drum forks brazed up caliper bracket & cast iron car disc, I was out in the 501 unlimited class out with triples & BMW's with triple discs ie as they were built. I had the very first mastercylinder & caliper that AP made. Obviously it was no match into the first corner but was a good stopper with plenty of feel, & fine for a lightweight bike. (not like the "wooden" feel so often described by people when talking about early Lockheed brakes)
The thing is when my set up was made it was cutting edge ie better than the drums & done because you could not go out & buy a complete set up.
Now I had issues with the forks, they worked just, the held a line yet you could watch them walk. I had the pinch bolt welded a few times I actually replaced the springs & measured things. The stancions were shorter than a Manx. I played with oil. It didn't change much & the bike performed fine. One evening I walked the paddock & spoke to people. I found most had Maxton conversions a few damper alterations. The diy guys had line bored there fork legs (back from oval) made longer bushes that fitted. Used springs of the right weight. Others ran dampers conversions & Italian legs. A really good Norton engineer did a conversion using RD yam forks (no names)
So no change there then? Nothing stays still in racing, until its so outclassed, original becomes the key word.
Chris
Cant really see your point here Acotrel.
When I first raced my Jim Lee 686 Rickman 8 valve Bonnie with drum forks brazed up caliper bracket & cast iron car disc, I was out in the 501 unlimited class out with triples & BMW's with triple discs ie as they were built. I had the very first mastercylinder & caliper that AP made. Obviously it was no match into the first corner but was a good stopper with plenty of feel, & fine for a lightweight bike. (not like the "wooden" feel so often described by people when talking about early Lockheed brakes)
The thing is when my set up was made it was cutting edge ie better than the drums & done because you could not go out & buy a complete set up.
Now I had issues with the forks, they worked just, the held a line yet you could watch them walk. I had the pinch bolt welded a few times I actually replaced the springs & measured things. The stancions were shorter than a Manx. I played with oil. It didn't change much & the bike performed fine. One evening I walked the paddock & spoke to people. I found most had Maxton conversions a few damper alterations. The diy guys had line bored there fork legs (back from oval) made longer bushes that fitted. Used springs of the right weight. Others ran dampers conversions & Italian legs. A really good Norton engineer did a conversion using RD yam forks (no names)
So no change there then? Nothing stays still in racing, until its so outclassed, original becomes the key word.
Chris
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