Maney crank cases

Fast Eddie · Sep 20, 2016

Gents,

Are Maney cases a straight forward change job, or do they require additional fiddling, fettling or machining in order for all parts to fit into them and for them to mount in a stock frame etc?

cjandme · Sep 20, 2016

Atta boy nigel! Go for it my man. :mrgreen: I think the hardest part about making them fit in your frame is coming up with the bread

but seriously I thought that Steve would machine the drive side to suit your application.

Fast Eddie · Sep 20, 2016

cjandme said:
Atta boy nigel! Go for it my man. :mrgreen: I think the hardest part about making them fit in your frame is coming up with the bread but seriously I thought that Steve would machine the drive side to suit your application.

Don't get too excited yet CJ, I'm just 'bouncing ideas around'... as I do quite often...!

Yes he does machine the drive side to take a stock chaincase, I'm just wondering if those with experience of using them can tell me if there any other areas that need fiddling / fettling etc before they fit fully and properly.

No big deal if they do... it would just be nice to know before one had got too far !

Kvinnhering · Sep 20, 2016

It's a straight forward job if you let Steve Maney do the macining on drive side. But then the cases are not for racing. He takes a lot of thikness off drive side. I did this on my cases.
Afterwards it was said in this forum it's also possible to customize the primary cover to fit the cases. In my opinion you should consider this.

Matchless · Sep 21, 2016

Hi Nigel,
The cases are a straight swap for standard ones. The best idea is to machine the inner primary case to fit the DS crankcase, not the other way round which weakens it considerably, as this extra thickness is most of the reason for using Maney cases.
The alternator mounting section of the PCC needs milling away. This is easily done on a rotary table & with a bit of careful measuring should fit perfectly. The only other work is to make three alternator mounting pillars & drill and tap the crankcase to suit.
When Steve was making my cases I had him(paid him) omit all the vent holes in the timing side. I then drilled the oil drain hole as per Mr Comstock. I also machined the DS case for a Comstock type reed valve. Both of these are very worthwhile mods.

Simples.

Martyn.

Fast Eddie · Sep 21, 2016

Matchless said:
Hi Nigel,
The cases are a straight swap for standard ones. The best idea is to machine the inner primary case to fit the DS crankcase, not the other way round which weakens it considerably, as this extra thickness is most of the reason for using Maney cases.
The alternator mounting section of the PCC needs milling away. This is easily done on a rotary table & with a bit of careful measuring should fit perfectly. The only other work is to make three alternator mounting pillars & drill and tap the crankcase to suit.
When Steve was making my cases I had him(paid him) omit all the vent holes in the timing side. I then drilled the oil drain hole as per Mr Comstock. I also machined the DS case for a Comstock type reed valve. Both of these are very worthwhile mods.

Simples.

Martyn.

Thanks Martyn, I'm away from the bike at present, any chance you could post pics of the primary case related work you did? I can't see in my minds eye how you mounted the primary case.

I also thought of asking Steve to omit the holes in the timing cover, but kinda guessed this would not be an option as he makes them in batches, did you have to wait long and pay much for the privilege?

And, did you use Steve's crank? If so, did it require any shimming?

NOTHING like this is ever 'simples' ...!

freefly103 · Sep 21, 2016

I have two set of his cases - one in my Seeley with the engine built by Kenny Cummings and the other in my 750 Roadster.

The only issue that I came across when installing the engine in my 750 is that the Norvil belt front pulley would not seat home correctly on the drive side of the crankshaft.

Steve's cases are machined to accept a seal used in 850 cases that the 750's didn't have (or was different to the 850). I could have simply altered the front pulley by machining a groove, in the end, I went for a Maney belt drive system.

Otherwise, no issues at all with everything fitting as it should - this includes a FA head on the Seeley and a standard cylinder head on the 750.

Hope that is useful.

regards,

JS

Dances with Shrapnel · Sep 21, 2016

You may encounter some crankcase to engine plate(s) clearance issues due to the thicker nature of the cases. Nothing a little grinding on the engine plates will not fix.

Brooking 850 · Sep 21, 2016

Hi Nigel, I found that one half of the cases conflicted with the front iso tube , as Dances said, nothing a bit of grinding wont fix!
My set is for the race motor, so no modifying to suit a inner primary cover.
Just make sure you check the cam bush alignment , mine was very tight on initial assembly.
I just plugged the oil holes in the timing side and drilled under the oil pumps as per Comstock.
I aslo capped the breather hole in the back of the timing chest , where the breather would normally go as I run a CC breather.
Im running a standard crank in mine, so no issues there with fit up or alignment.
PM me re pipes please
Regards Mike

Fast Eddie · Sep 22, 2016

So I had a chat with Steve who assured me his cases are plenty strong enough even when machined for the stock primary chain case.

Then I mentioned that I would not want any breather holes from crank chamber into timing chest chamber... and no holes in the back of the timing chest to outside... and no machining for a rev counter drive as I use electronic...

And he says "you're lucky, I'm just about to start a new batch of cases, I can do all of that".

So, long story short, I shall soon have a fancy set of Maney cases on the bench with my fancy Maney crank inside them !

Just gotta decide what to do with it then...

Fullauto · Sep 23, 2016

Fast Eddie said:
So I had a chat with Steve who assured me his cases are plenty strong enough even when machined for the stock primary chain case.

Then I mentioned that I would not want any breather holes from crank chamber into timing chest chamber... and no holes in the back of the timing chest to outside... and no machining for a rev counter drive as I use electronic...

And he says "you're lucky, I'm just about to start a new batch of cases, I can do all of that".

So, long story short, I shall soon have a fancy set of Maney cases on the bench with my fancy Maney crank inside them !

Just gotta decide what to do with it then...

I found him a most agreeable bloke to talk to and deal with.

gortnipper · Sep 23, 2016

Steve is great - I am in the UK this week, and late last week ordered some hi copm +1mm pistons that needed to be turned down. He is away this week but got them turned down in a day and shipped to my work address here. Got them in the post yesterday. Mmmmm

cjandme · Sep 23, 2016

Fast Eddie said:
So I had a chat with Steve....long story short, I shall soon have a fancy set of Maney cases....Just gotta decide what to do with it then....

...... :mrgreen: Sell me your old engine and build a 920 or 1007 for your bike.....just kidding Nigel, I'd need to win the lottery first.

Fast Eddie · Sep 23, 2016

cjandme said:
Fast Eddie said:

So I had a chat with Steve....long story short, I shall soon have a fancy set of Maney cases....Just gotta decide what to do with it then....

Click to expand...

...... :mrgreen: Sell me your old engine and build a 920 or 1007 for your bike.....just kidding Nigel, I'd need to win the lottery first.

Indeed, without a lottery win I won't be building a total motor either!

1007 seems like a bridge too far to me. Vibration?, starting issues?, complexity of build issues?, lots of questions put me off.

My current thinking is to keep the character of my current motor (ie head, carbs, cam, etc) but with a lighter crank and some more cc's all in some stronger cases. Simple concept really.

That way, I can transplant a lot of my current motor into the 920 'base'.

Like I said... that's my 'current' thinking...!

NKN · Sep 23, 2016

Fast Eddie said:
My current thinking is to keep the character of my current motor (ie head, carbs, cam, etc) but with a lighter crank and some more cc's all in some stronger cases. Simple concept really.

Do you mean, that going with a lighter crank, your are ready to lose some torque? Norton's engine soul?!?

Fast Eddie · Sep 23, 2016

NKN said:
Fast Eddie said:

My current thinking is to keep the character of my current motor (ie head, carbs, cam, etc) but with a lighter crank and some more cc's all in some stronger cases. Simple concept really.

Click to expand...

Do you mean, that going with a lighter crank, your are ready to lose some torque? Norton's engine soul?!?

I think the 920cc, cam, carbs, headwork, etc, should compensate adequately.

Fast Eddie · Sep 23, 2016

Awaiting its new home...

NKN · Sep 23, 2016

Fast Eddie said:
NKN said:

Do you mean, that going with a lighter crank, your are ready to lose some torque? Norton's engine soul?!?

Click to expand...

I think the 920cc, cam, carbs, headwork, etc, should compensate adequately.

OK, good luck :wink:

Fast Eddie · Sep 23, 2016

NKN said:
Fast Eddie said:

NKN said:

Do you mean, that going with a lighter crank, your are ready to lose some torque? Norton's engine soul?!?

Click to expand...

I think the 920cc, cam, carbs, headwork, etc, should compensate adequately.

Click to expand...

OK, good luck :wink:

Thank you. I'll need it !

Onder · Sep 23, 2016

Once you go down that road, where are you going to get to use this new found power?
What with today's legal enforcement and traffic conditions all I do is lope along with barely
a cracked throttle.
Don't build an unrideable street bike.

Maney crank cases

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