Used lifters on uied 2S cam issues??

Trixie Combat 2S cam seems better than some reinstalled fine, JIm C's photo eyeball agreed. I'm putting in resurfaced litters, so wondering about a break in protocol and what can go wrong to avoid now. My buddy Wes just stuck different used parts back on his seizure '71 rebuild last year and has a sweet smooth eager runner, so why can't I too, expect maybe my karma?

You see a lot of paired parts being bought and sold with out any markings or reference as to which mates actually match. Main bearings, cam and lifters and rocker arms and spindles all need to remain mated to the parts they've been broken in with to ensure the longest life out of the parts or they should be resurfaced or replaced. The way I look at it using mismatched parts won't be catastrophic but will inevitably shorten the parts life and require more frequent adjustments as the parts reseat to each other.

+1 RennieK

Megacycle will resurface your lifters either flat or with a radius. I prefer the radius for quietness; it will cost you a lick of performance, but is amazing at how well it quites valve operation. And I know how much you lean on performance, so go with a flat grind and be assured that the surface will be 90 degrees to the center of the cam. Just about all the cam makers like a 20 minute run at moderate RPM to break in their cams and resurfaced lifters. I use the CNW break-in proceedure and have had no ill effects with my cam(s)--All Web Cams products. I tend to favor reliability with a bit of throttle response, and when I want to reallky rock I ride my Hypermotard Duc, which even Ms Peel would be lucky to see the tail light of in any contest of testosterone poisoning, not that I am up to that level of crazyness, at my age.

The issue that you need to follow up on is valve train geometry. If you shorten the lifter you need to shorten up something else so that the rocker arm adjusters come across the valve stems, in the center and, ideally, across the middle 2/3s of the stem. Usually during a quality rebuild you shave the barrel and shave the head a tad. During reasembly you would mock everything up and measure your critical points. You can make up lost barrel/head height with base gaskets, or with shortened push rods (the better route). I highly reccomend the "mushroom" headed/threaded valve adjusters as a way to diminish the side loads the rockers can put on the valve/stem/guide system; it will never be as good as shims and buckets under/over overhead cams, but then a 35+ year old Norton will impress to a much higher degree than a machine carrying modern overhead cams...Dominator push rods are available in stock and -.040 lengths (possibly other lengths).

Good luck with your project and your horsepower quest; do attack a windmill for me when you get this latest Norton ready for sallying forth.

RS

Hey Bill, Comstock Engineering also grinds lifters , flat or radius up to 5 inches. And I ride a Norton. Jim

Hello Jim. It's hard to believe that you have the time to do such plebian work between bouts with fuel injection and complex gear trains, or given all that you do that you have time to sleep

But, count on me beating a path to your door for my next project!

RS

Well Bill, that plebeian work is what butters my bread and makes the rest of the fun projects possible. Jim

Off to work in the damp cold - perfect conditions for me and past Ms Peel.

My question only concerns factory Trixie Combat not ever intended to fully press her Combat ways, just sane thrills and legal-ish riding joys.

Ms Peel on the other hands see's Hypermotard as corner crippled wheelie prone hazards as just flashy bait fish to snap up then have my real fun all alone as usual.
I'm depressed Pike Peal may get paved over before Peel gets going. hobot

Hot rod shops should carry assembly lubricants designed for cams with solid lifters. As we've read in the "Oil" posts here, a high zinc content is the recommended lub for the engine. Ludwig always recommends pouring some down the push rod tunnels prior to start up. All good advice as the 1st 30 minutes is the most crucial for break-in on a new cam.

"do attack a windmill for me when you get this latest Norton ready for sallying forth."
offered in kindness I'm sure however, not lost on me.
I do like the long legs the Norton has the better of all the rpms of the others.
It's a good tugger, not a buzzy bugger.
I see from another thread you can ride legal like. Congrats.

Rennieck, I loved the jousting at willmill remark, which could be taken two ways
but I'm sure you only meant one of them : )
Its as dead on, though- get to do it for real with big animals. Almost got me a big black bull last pm slowing for brown cows but the bull was on other side and suddenly popped out the brush to join his harem, a couple miles before while thinking how I'd be swooshing along on Ms Peel in a drzzle and cool breeze in glee a damn big doe leaps onto narrow road fast, then almost stopped and did a weird tippy toe ballet, fast but very tiny high lift steps while I was hard on brakes and just saved grill by a foot or so, then it leaped away as fast as had appeared. I have firm plans for exactly this all too common event, usually more than one cluttering the way unsure which way to go or even to go. 160 rounds per second 400 ft per sec paintballs triggered with the video and Cougar screams. That's with 4 markers but may put one on fender and another on helmet with very powerful spot light.

As too the Hypermotard and your eagerness to use it I'm all ears and begging to hear what its like. Really that is exactly the sort of sport I want Ms Peel to excel in above all else, EXCEPT her disappearing act into a flying carpet w/o even any fringe in the wind annoyance/distraction from the quantum level patch reaction getting though clearly. BTW what is its torque per mass ratio? Do you use brake on power to scratch the rear around turns better?

I really do feel a bit like its me and Peel vs the World. Not in a mean way just wondering why no one else is talking about the same things I run into on severe antics in such security till the dang ground effects becomes dominant and the small but scary surprise handling window d/t fuel slosh jerking leaned lifted front out of lane when ~4 gallon left for mass and room enough to matter. Fuller not enough room, emptier not enough mass to bother.

Ms Peels favorite type turns are the sharp decreasing radius kind she can fast accelerate into and through. Alas there aren't that many of those so next best is to turn every turn into a fast accelerating decreasing radii, one after another.
Traction control would go bonkers in those states, only throttle control for predicable instant scalable delivery. Just need more of it so the straight line sprinters can't rub their hp in my face in the big wide opens.

Trixie will lead a sheltered life but for the big animals that strike.

Hey the windmill remark wasn't mine although I must admit it got me chuckling all night last night.

My bikes haven't run in over 20 years ...maybe next summer though. I'll never have the stories you tell because I just don't drive like you do. honest! anyway I'm content just reading about your antics. By the way that is some hairy looking front wheel you have there.

Hobot,

The Hypermotard is what I imagine a Norton would feel like if it had evolved, rather than been re-invented. A twin cylinder air-cooled hooligan bike aimed, primarily, at individuals that want a spirited day ride with best in class suspension and brakes. I openly admit that the Ducati Hypermotard is a candidate for the worlds ugliest motorcycle, but it performs its magic just like my mistress does when we retire the lights.



The Hyper, with the Termignoni exhaust, upgraded cams and ECU makes about 92 RWHP with a tad over 70 lb of torque and weighs about 410 pounds. It is hard to keep the front wheel down under 50 mph if you use a lot of throttle, but the acceleration wants to rip your arms off. The brakes are so powerful I use one finger. When I ride it I think of Norton, back in the day Norton was known for torque and acceleration; was the machine that inspired the term "superbike".

I get a real kick out of reading your ride reports and hope that I will be able to live through similar adventures when I am old enough.

Send your tappets to Jim...

RS

RIp, I didn't start out as a hooligan on purpose, it was forced on me back in the '70's because only m/c I could afford was a discarded drag race P!! that was dropped near 150 mph to end fella racing it after proving his point that Nortons were not just a hog like crusier, taking best in National events with 10.49 1/4 mile best ever time. No clearance to lean enough to turn a city 4 lane intersection so developed a point and squirt full up right turn method and bad habit to shoot into hi way speed traffic if just two car lengths space open then snick 2nd and pass lines of cars in a flash. I had to be real real careful not to twitch throttle when 'leaned' if I wanted forward leap instead of low side snatch down. 2 smoke triples were only thing I could tempt into contests to piss em off walking away from them screaming chain saws. But teeth would shake out to run hi way speed or above. Taught me that the rear tire rules the roost for aim when real power/torque on instant tap.

Then quit cycles in dangerous Houston for 25 yr, then quit the city and found a Combat instead of a riding mower spending last of move money with no work place figured out yet. Completely living by faith in scared confidence.
Crashed on each trip on THE Gravel first 5 days, taking off peripherals each time.
So nothing much hurt but my R knee shattered on 7th day a few .001th's after avatar photo snapped. Combat was worn so found Brit Iron and NOC list for hand holding. In 5 yr interum got a SV650 spiffed up and took a corner school they kicked me out of - but not before I learned to ride in loose as THE Gravel.
Combat repair led to welded cases and light steel flywheel and small port head that woke it the hell up with a 2-1 Dunstall empty megaphone + 34 mm carb.
I learned only way to cross THE Gravel was creeping or surfing it, in between let stones snatch it down or not able to use rear to steer. SPLAT some more till above sunk in by broken bones and parts. When got triple linked I found I could not upset the handling on pavement or raw wild trials flings. Then over rev event took the power out of Peel and Ducati came out with 1098's so decided to win the power war too with boosted big block. Few more months engine will be done.

Trixie hairy rim was 70 mph combined speed headlight/helmet deer strike that took me a while figure out hair in tyre bead all the way around. Deer turned bike completely sideways out from under so front wheel took hair off its belly then broke my neck breaking deer pelvis. I almost died with deer, no breathing or heart beat, just ball of cramp or fast twitching like any other spine shot/broke road kill.

I got factory '72 Trixie to keep in touch with real Commandos, as Peel was in another orbit beyond even supermotards such as seen below. I learned the canyon wall riding antic in my driveway when a tractor with hay spikes came around the bend so I only had bluff face to escape impaling/crushing. A bike on hitting an almost vertical wall slams suspension and pilot to full bottoming.
It is not like the Wall of Death barrel riding as they gradually speed up to climb up, pashaw. Now I know what to expect I try it at times buts still surprises me how hard it can slam bike/rider. For idea of joys on Ms Peel see who's having the most fun in video - then picture him with more sprint power than the other wheelie prone plastic angery looking insects and easy 130 mph reach. BTW I'll never forget the screams I heard from farmer and my self as our heads pasted a few feet apart, his vertical mine horizontal and in such heightened time slowed state I noticed his new tires as some cast nibbins still on and tracks still square profile. I've caught as much air as the video hopping stone wall but was off road goffer hold strikes or wall leaps with unseen ditch at top I landed in nose first
but stayed on for the 2nd landing.

[video]http://www.youtube.com/watch?v=t9aPtNC-rIs&feature=related[/video]

Next new Ms Peel will be 2" taller but with air muscles to suck down either end about an inch lower than factory. That should tame the wheelie proneness and surprise Hyabursa's to who knows how fast. Even if they out run my tire ratting in the end, so what they know they got beat where is matters most. Turning is not even an contest with fat tire bikes. Peel should come in under 330 lb with over 100 lb ft at crank before mid range. Rear tire and rump rod rules Ms Peel's roost.
If your Commando don't simply invite ya into these games and excel at it, all's I can say is ya don't know what ya missing out on before ya die.

Frost is gone so off to try to not ruin Trixie's sliders getting seal rings off to solve the striction keeping bottomed forks bottomed, ugh.

Found this in british car supply Moss Motors

http://www.mossmotors.com/?gclid=CIWPq7 ... 7QodY2jnJg
http://www.mossmotors.com/graphics/prod ... 20-806.pdf



ZPaste™ Camshaft & Lifter Assembly Lube is specifically intended for the special break-in requirements of flat-lifter engines. ZPaste™ is a proprietary formulation of Zinc Dialkyl DithioPhosphate (ZDDP) types with a Molybdenum DiSulfide (MoS2) additive in a new formulation Calcium Sulfonate base. It’s extreme adhesion allows it to remain in place on critical engine parts for long periods of time. ZPaste™ is designed to be used along with ZDDPlus™ for initial engine break-in. Single use packets are enough paste for a single camshaft install, paste is designed for use on cam lobes and tappets only.