So while its been quiet here for pretty much a year, a fair bits been going on behind the scenes.
I've left uni...... twice, acquired a couple of new bikes and started digging into the work that was due on my dads old T120R Bonneville.
With uni finally out of the way, it leaves me with a fair bit more time for bikes, if less funds for them.I'll do some blogs on the new bikes in the future when something interesting happens to them, but for now tales of an old Triumph.
While I initially got the bike running in early June, after having been stood for three years and off the road for about nine it was late August by the time I had the funds to work on it properly.
First off stopping power was sorted by rebuilding the original front lockheed caliper with new stainless pistons and a one piece, braided brake line and modern Triumph master cylinder. This was chosen with a matching clutch master cylinder that will be fitted in due time to go with a hydraulic clutch conversion ( Its bloody heavy!) Both front and rear brakes were treated to new pads and fresh fluids.
At the same time the forks were pulled apart for new seals and fresh fluid, although I'm still not sure all is correct as the forks don't return fully. While battling with the front end I also discovered some old crash damage that was letting the forks hit the tiny 1 1/2 gallon tank. This was fixed with some neat welding from Darren and a bit of persuasion to the steering stops with a hammer and a Dremel
After all this and the Bonnie was rolling on some new Continental Classic Attacks the engine was tackled. The tank was drained of rank smelling three year old fuel and the carbs ultrasonically cleaned to remove a thick yellow gunge to help make actually starting the high-compression motor easier via the kicker. Next the clutch was stripped off and inspected to check out the engine sprocket, a huge 21- tooth, hinting at the high tune of the engine. This was seen to be good so was put back together with new chain and rear sprocket. Upon reassembly I figured why clutch action was so heavy and my father had complained of it slipping at 120 MPH + (where the speedo runs out). Warped clutch plates and knackered springs. However budget had run out so all was put back in there, along with the Haywood belt drive and adjusted up.
That's pretty much where the story ends for now, due to the clutch being a nightmare to put back in neutral when the bikes running thanks to the knackered clutch and no more money to chuck at the host of small other issues stopping her being back on the road, including the discovery of cracks both sides of the rear loop.........
Anyway enough of me rambling of what I was upto a few months ago, here's some pics of it all
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