Author Topic: Rebuild...  (Read 3722 times)

Miti

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Rebuild...
« on: March 14, 2015, 10:20:18 PM »
This started off as a new chain and sprockets... "Just a bit of winter maintenance.."

As was discussed elsewhere, the V1000 engine has to be lowered to permit access to the sprocket nut and sprocket...  I decided to lift mine out and up:



The bike was stripped over a two-day period and the main chassis parts sent to be bead-blasted and powder coated (ESP Coatings, Glasgow - Ask for Trevor).

Prior to taking the frame over, I made sure every thread in the frame was either covered or had a bolt inserted.  The frame parts came back like this:



I spent another happy day removing the bolts and cleaning the threads with an airline (to blow any stray beads out) and a set of Metric taps...  The frame has four main thread sizes:  M5, M6, M8 and M10.  The swing-arm axles are 25mm with a 1.25 "fine" pitch and I blocked these with bolts/washers prior to blasting and used a toothbrush and the airline to clean all grit out before ensuring the axles screwed in correctly...

More, later...

Jeff
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #1 on: March 14, 2015, 11:33:10 PM »
Bearings...

The V1000 frame has a total of six taper-roller bearings:

There are four L44643 bearings in the swing-arm pivot.

Edit:  12/08/2015 - Whilst the L44643 bearing will fit, it doesn't always come with an integral seal.  To ensure you get bearings with the seal (all four require this) order under number "L44600LA"  .  This is still widely available as a 'trailer bearing' but beware kits which mix/match the bearing types - two with a seal, two without, or even those with four bearings without seals... NOT good.  Jeff



and two L44645 bearings in the steering head.



All six bearings run in identical taper cups:  L44610, so they all have the same outer diameter, but the bore sizes differ.  The L44643s are "trailer bearings" having a 1" (25.40mm) bore, but the L44645s have a slightly larger bore at 1.0231" (25.95mm).

I could witter on about the negligable size differences between the two bearings, the fact that the horrendously expensive steering head bearings aren't available with integral seals, whilst the "cheap as chips" swing-arm bearings are... But I won't...


The swing-arm bearing races fit back to back in the bearing housings on the swing arm.  I use Castrol LM Grease on this type of bearing and it's served me well over the years...  I pack the bearing, coat the race and wipe off any excess grease after assembly.

The combination of grease and seals holds the bearings into the housings very nicely for assembly... I found that the best method of assembly was to apply copper-grease to the two axles, pass them through the bearings (from inside to outside) and then add the 1"steel spacer, leaving the end of each axle flush with the spacers...  The large (36mm) head on each axle can then be turned to start the axle threads screwing into the frame...

36mm Head on Axle:



M25 thread on Axle:



Axle Nut Tabwasher:



Tightening, or "setting" taper roller bearings is described in many places and you'll probably have your own favourite... I started out with Ford Escort wheel bearings and so that method has stuck:

Tighten the axle (36mm head) until the up/down movement of the swingarm starts to "feel tight." At this point, the bearings are over-tightened.  Now loosen the axle, undoing it between 1/6 and 1/4 of a turn (60o to 90o)..

Note:  Repeat for the other axle before adding the tabwashers and axle locknuts.

The axle locknuts are of the 4-peg variety and require a special tool to tighten correctly.  The axle should be held in correct adjustment with a 36mm socket whilst the locknut is tightened  (NOT an impact socket, they are too large in diameter to fit inside the swingarm bearing housing).  I tightened the nuts to approx 30ft/lbs, then continued to turn the nut until I was able to set the tab-washer.



More, later...

Jeff
« Last Edit: August 12, 2015, 12:27:22 PM by Miti »
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #2 on: March 15, 2015, 10:25:50 PM »
Sprocket:

Which is why all this started in the first place...

To remove the gearbox sprocket, the sprocket and shaft must be locked to prevent it simply spinning with the nut...  Dave H (Snr) suggested locking the clutch basket/primary gear, but I'm reluctant to take the primary casing off (again!) ::)

I came up with this arrangement:



Please Note:  The sprocket nut is a 27mm AF - LEFT-HAND thread.  The picture above shows the arrangement to TIGHTEN the nut, not loosen it...

I've arranged a length of old chain around the sprocket, such that it binds against itself and the crankcase when the sprocket rotates.  I've also placed a heavy-duty tyre lever in-between the chain and casing to spread the load...

Here's the output shaft, cleaned and ready for the new sprocket:



Here's the new sprocket.  Loctite sealant applied to the splines, Castrol Grease applied to the sealing face:



Here's the sprocket fitted.  The original tab-washer is in place (but useless) so a healthy dose of Locite thread-locker was applied, prior to torquing the nut up to 50 ft/lbs.



Which means that the engine is ready to go back into the frame...  ;D

More, later...

Jeff
« Last Edit: March 16, 2015, 09:24:33 PM by Miti »
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #3 on: March 15, 2015, 10:42:39 PM »
Togetherness:

I persuaded the current Mrs M and a a friend to lend a hand with the rebuild today...  ;D

There are a couple of bits and bobs that are a bit tricky to reinstall with the engine in, so I fitted them prior to reistalling the engine:

Starter solenoid - fits onto 2 x M5 studs under the battery tray.  The nuts are behind the solenoid when fitted, so fiddly with the engine in...

Ignition/Rectifier Assy:  This is quite a long part when kept in one piece, so it's tricky to manouvre it into the V of the engine and get it into place between the fame tubes.  Without the engine in it's an absolute doddle...



The swing-arm will drop down and chip the coating off either itself, or the lower engine mounts, if left insecured.  I used an elastic bungee:  Wrapped around the frame seat rails, the hooks fit neatly into the lower shock mounts and hold the swingarm up out of the way...

It's always easier to fit the frame onto the engine with a V1000, so that's what we did.  Myself and a pal (Chris) at either end of the frame and Mrs M sliding the studs into place.  It took a matter of moments to fit the two together:



The three engine studs were well coated with Copaslip before fitting, so went in nice and easy.  I'll be fitting some new stainless nyloc nuts and washers to make sure it all stays together properly...

More, later...

Jeff
« Last Edit: March 16, 2015, 09:25:46 PM by Miti »
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #4 on: April 18, 2015, 08:23:43 AM »
So, it's been a month since I last posted up my witterings about this rebuild... Much has happenend - including a trip to visit family in murky Merseyside, #1 daughter reaching 16 years old, the entirety of series 1 of "Daredevil" on Netflix (I know...) my XS1100 is BOTR and I've even managed to tinker with the V1000 a little...

In the last gripping episode, our hero (and significant others) had managed to bring both engine and frame back together (a joyous reunion, with much celebration by all involved).  But that alone won't get the old girl back gallumphing down the Scottish country lanes... We need something to hang the wheels from...

Front end first:



With new bearings races fitted to the steering head and matching bearings on the stem, the forks went back in quite easily... Something to note, however, is that the bearing adjuster lock-ring MUST be replaced with the recess facing down.  This is because the unthreaded section of the steering stem protrudes above the bearing shield and the bearings cannot be correctly tightened with the recess facing upwards (DAMHIKT..!!)
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #5 on: April 18, 2015, 08:52:45 AM »
Meanwhile...

I've been collecting V1000 bodywork for a few years... Why..?  Well, because I do like to have a few "spares" knocking about... Just in case, as it were...  And I've always planned to change the colour of the bike.  Yes, I know the red is nice, but everyone has got a red one (well nearly) and I do like to stand out from the crowd a bit ( and not just around the waist..!)

So, this little lot has been washed, waxed and put into safe storage for future use...



And a fresh set of panels will be going on...

I bought a fuel tank at the Stafford show a couple of years ago... Bargain price, but I should have held out for a better one... It's an aluminium number and it's a really good job that I didn't fancy polishing it up for the "cafe racer" look... When the old (red) paint came off, the tank was covered in filler - everywhere... It's never been crashed, but the standard of manufacture is so poor that every weld had to be covered over and every separate part filled... The filler neck is offset in its recess and the mounting bracket similarly bodged on... The size discrepancies between this and the original meant that a trial fit was essential before we moved to final paint...



Doesn't look too bad in the primer, but there is a LOT of work to get it as good as this... It's a VERY tight fit on the frame rubbers, but seems to actually fit OK... Pity quantity of filler required has albeit negated any weight saving the alloy construction should have brought...

And...

Underskirt panels:

What a pain in the proverbial..!!  I've learned to hate these things...  I noted that the Broom Engineering "Vulcan" and the Hesketh Motorcycles "Kingswood" models have these much modified, or not fitted at all, and I'm right up for that...  So:



Metal frame inserts - composite construction - thin gauge steel with alloy mesh inserts (not the cardboard seen in the picture).  These will be satin black when finished and secured to the frame with two p-clips (also seen) and a custom bracket mounted between the oil-cooler cover and the front edge of each insert.  This will:

  • Stop the tank underskirt panels chafing away to nothing under the front edge of the fuel tank
  • Promote increased airflow through the tank tunnel
  • Prevent hot air rising from the front cyl from simply being channelled back to the rear cyl
  • Permit access to the front carb cable adjustments without a near complete strip-down of the bike
  • Just plain look better..!
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #6 on: April 18, 2015, 09:10:03 AM »
And so to the other end...

I rather like the look of the Vampire, Vulcan and Kingswood V1000s rear ends... The guard is significantly re-shaped and about 4" shorter...

I had a NOS guard (black with gold pinstripes originally) so I set about it with some masking tape, schoolboy geometry skills and a jigsaw...  Some time, some paint, a great deal of skill (not mine) and some spanners later:



For those who have never removed and or refitted a V1000 rear guard, a word of caution - don't bother... It's an absolute bugger..!!

The guard comes in two sections.  The forward section can't be fitted with both shock absorbers in place and it has to be ftted to the frame whilst trying to ensure that the rear brake master cylinder, brake hoses and brake switch mounting are are correctly in place... This is the 2nd I've fitted and BOTH had to be trimmed to prevent edges chafing the brake hose from the master cyl...

With that loosely in place, simply fit the rear section... Ha..!!  This new one is wider than the old one and wouldn't go into the frame... Some rearrangement of the associated spacers, washers and bolts got it sorted though...

A note of caution for V1000 owners - Check the wiring for your rear indicators.
When removing the indicators from the old (red) guard, I found that they had been seriously abraded by the back tyre...  I re-sleeved the wiring and have secured the lot well up into the guard, so it shouldn't happen again.  I suspect the damage occurred on last year's trip to Holland - first long trip with luggage fitted...

And yes, this is satin black... I've always thought that painting these sections in the bike's body colour really dates the machine (not in a good way).  So I'm going with this to see if the overall look improves (to my eye anyway).

More... as it happens (ish)

Jeff
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #7 on: April 30, 2015, 10:03:20 PM »
Paintwork...

In a garage, not very far, far away...

One of my pals from the XS1100UK Owners Club (Gus) has been toiling away on the updated paintwork for my Hesketh rebuild...

I planned to change the colour after seeing the "H24 lookalike" at Hesketh Motorcycles a last year (2014 AGM).  I didn't really want to totally plagiarise the design, so I had a go at my own version:

 

I wanted the look of the H24 lookalike, but also wanted to maintain more than a passing reference to the original V1000.  That meant using these classic images:

     

I also wanted to make a big splash with this across the tank...


The alloy tank I sourced at Stafford appeared to be in good condition, but took a LOT of work to get to here:


The Union Jack flag turned out to be a very expensive option and local opinion and my tightwadnessosity conspired to ditch that idea... Plan B was always to go with the Hesketh 308 scheme used on the H24, so that's what happened.  The red/blue were picked to compare with the red/blue in the other decals...



 

Here's a near complete set of bodywork just waiting for lacquer now... 

Next installment will be after they're on the bike...

Jeff
« Last Edit: April 30, 2015, 11:48:02 PM by Miti »
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Will F

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Re: Rebuild...
« Reply #8 on: May 01, 2015, 02:49:53 PM »
Love the stuff you put on the site,had my v1000 for 3/4 years now and still love it and she still haven't missed a beat

Miti

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Re: Rebuild...
« Reply #9 on: May 01, 2015, 07:19:53 PM »
Love the stuff you put on the site...

Thanks Will.

...had my v1000 for 3/4 years now and still love it and she still haven't missed a beat

I bought mine in 2011, so four years ago... The bike had been carelessly restored by a fekless wonder, so I've had a few bits and pieces to sort... She seems to be pretty reliable now - I've covered over 5K miles in that four years and she ran faultlessly at last years Annual Rally in Holland...  ;D

This work truly started as a result of having to drop the engine to change the gearbox sprocket... Just thought other folk would like to see what I'm up to... :)

Jeff
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #10 on: May 10, 2015, 10:39:19 AM »
Managed a wee spurt of progress this weekend...



That's Big H back on her wheels and the task of changing the sprockets has a tick against it (at long last.

She's sitting on a paddock stand because I'm playing about with the sidestand arrangements in attempt to improve security and confidence (more on that elsewhere).

One of the things that's crossed my mind during this rebuild is just how many times I've been working on the rear wheel...



Admittedly, I'm incapable of leaving anything alone, but during my ownership I've done all of these maintenance/improvement tasks to the rear wheel alone:

  • New Rear Tyre (twice)
  • New Wheel Bearings
  • Paint/polish & grease the rear brake mount (twice)
  • Clean & Paint the rear brake rotor mount
  • New bearing dust seals
  • Nut & Bolt Mod to Spoke Roots
  • New Rear Sprocket (Steel - 530 x 48T)
  • Clean/dress rear axle (esp around index key slots)

And after all this, I'm still considering getting rid of the Astralites... ::)

I'm pretty confident that my wheels are safe to use with the bolt mod implemented, so it's not safety that's making me consider this... The first is looks - I think the spoked wheel V1000s just look beautiful, and the second is weight... The assembly pictured weighs 22kg (That's 31/2 stone in old money) and that's just incredibly heavy for a rear wheel assembly.

It's actually heavier than the shaft drive wheel of my XS1100 (same size wheel/tyre) WITH the bevel box attached..!!  After playing about with the assembly in various states of assembly, I know it's NOT the wheel... It's the ancilliaries bolted to it - particularly the cush-drive and sprocket carrier...  I'll be playing about with a pair of Triumph Tiger wheels ('97 955i model) at a later date (again, for another thread and time...)

So...  Back on her wheels at last...

Jeff
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #11 on: May 10, 2015, 11:04:50 AM »
One of the things I'm addressing in this rebuild is the carb control cables...

When I bought the bike, I set about checking the regular maintenence items, with a view to putting the bike into regular service...  I soon discovered that both lower throttle cables were bent through acute angles as they entered the carb-top adjuster and that the rear choke cable was missing completely..!

I ordered a new throttle cable from Mick B and was pleased to find that the new rear lower cable had a properly bent tubular guide:



But disappointed to note that the front lower cable was just a straight one... The front carb sits higher than the rear and the problem of cable bending is actually worse...



I decided to "suck it and see" and fitted the cables as supplied...  The bike has covered just over 5K miles with them fitted now and the front lower has started to split, with the outer conduit coils noticeably separated...  Not good... :(

Even less good is the problems I've experienced in adjusting the cables to balance the carbs - WHAT a PITA..!!  >:(

So, I'm throwing caution to the wind and getting some new cables made...  I've test-fitted the "good" rear cable to the front carb and there is definitely an improvement in the cable routing/positioning:



As I was also experincing problems with the rear choke cable - I made this up as a "quick fix" from another cable I had lying about and it kept coming out of the adjuster on the carb - I've made up a set of drawings for all four lower cables and am waiting for Johnsons Cables to get back to me about them... The required bends in the tubular parts are quite acute and they need to see if they can make these up without causing problems to the inner...  More as that progresses...

Jeff
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Miti

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Re: Rebuild...
« Reply #12 on: May 17, 2015, 12:28:10 PM »
Well, it's been a two-steps forward, one step back kind of week...  I've had a few hours to tinker with the rebuild - I really need to get retired, as all that work stuff really gets in the way of important things..!!

First disappointment was discovering that Johnson's cables can't make up what's needed for the throttle and choke arrangements...  Pity, as I think the new cables would have made adjustment much MUCH easier...  I'll see what Venhill can offer and maybe even have a go myself...

Second disappointment has been the waterslide graphics for the tank... It's got to be redone due to inclusions in the lacquer, but it turns out that the decals have faded over time - looks like there was some real metal content in the gold ink used and it's oxidised to green on some...  So, I'm having some new vinyl decals printed/cut... Should be ready on Wedneday, so there's still a chance she'll be BOTR in time for the Ayr Classic Show (13th June, Ayr Racecourse).

Moving forward; the new chain is on, so the job that started all of this is now complete... I've fitted 16T front sprocket, 46T rear and a 96-link, heavy-duty, X-Ring chain (DID 530VMZ).

Additionally, I've sorted the correct grommets for the oil-cooler mount, so that's on.  The horn uses the same mount, so that's on too...

Third disappointment was the sidestand... The VN800 stand I had hoped to use isn't suitable to use with the original V1000 mounting bracket...  Ah well... At least the original stand fits a treat with my new exhausts...

Speaking of which... They're on..!!

I've used a pair of stainless headers from the last batch produced by Rob Bennett/Motad and a pair of "Megaton" style silencers... I wanted to give the engine more "breathing" and also needed to provide clear access for the use of a paddock stand... The original silencers don't do either of these things... The 19" megatons do...

here's a couple of pics with them all nice and shiney, before they get all that heat pumped down them...





Next up is to knuckle down and finish the switchgear, so the electrics can go back together and the headlamp and cowl can be refitted...  I'm going to need a very steady hand... :P

Jeff

Jeff
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)

Scott

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Re: Rebuild...
« Reply #13 on: May 20, 2015, 03:49:56 PM »
Jeff,

picking up from the paddock stand thread... the work you've done here is fantastic.

The use of the pics will assist many in the future.  As stated in my other comments, your bike is really coming on a treat and certainly will turn a few heads once complete.  I am aplore your attention to detail, something that must have taken many man hours (have you logged?)?

Good luck with the rest and some great articlues to come in the SOCK me thinks!! 

Scott

Miti

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Re: Rebuild...
« Reply #14 on: May 20, 2015, 10:29:02 PM »
Thanks Scott;

To be honest, this Forum is almost exclusively populated with my "logging" details of work on my V1000 and it would be just too much for that to bleed across to the Sock too... I'm pretty comfortable posting my ramblings on-line and I'll restrict my Sock activities to editorial duties in the main...

I use an online gallery to host most of my pictures and add one or two to Facebook too...   Most of my pics are archived here:

Jeff
1975 Triumph Trident 750 (New Project)
1980 Yamaha XS1100 (Midnight Special)
1981 Yamaha XS1100 Sport (Trike Project)
1981 Yamaha XS1100 Sport (Reg'd 1985)
1982 Hesketh V1000 (Pre-Production Engine)