Steve's Bonneville (and now Daytona) blog
Days in the later life of a 1969 Triumph Bonneville and its new owner. Here it is saying "Please take me home" on May 1st 2007. How many things can you spot that are wrong about this bike?
Tuesday 13 August 2019
Back again, after 8 years this time - with another Daytona
Wednesday 17 August 2011
New copper washers for rocker oil feed
prior fitment - note fibre washers which gush oil |
inlet union face |
exhaust union assembled |
exhaust union face |
inlet union assembled |
Monday 15 August 2011
Daytona in the dock
- Full choke
- Generous tickle until the carb floods
- Prod the engine over twice before switching on.
- Ignition on and swing
- Roaring beast sound comes out of the silencers
Tomorrow the bike goes on the hoist for some maintenance. Main task is to fix the pesky oil leaks which now seem to be coming from all corners of the top end. If I'm brave enough the entire top end will come off, and I shall replace:
- tappet blocks (with post '69, o-ring type)
- pushrod tunnels (with turned alloy aftermarket patterns that have proper sealing surfaces. No pushrod tunnel made by Triumph was ever any good, those pressed steel things are just awful)
- seals (paying particular attention to the copper washers for the oil feed pipe banjos. The stock copper washers you get in repro gasket sets are much too thin, they are more like shims than oil seals! Even if annealed the constraint on the copper is such that they don't adapt to the 40-year-old mating surfaces. I got some lovely thick copper washers from a diesel fuel systems supplier. If they can cope with the pressure from a diesel injector pump, they should be alright with the half hearted push from a Triumph oil return plunger)
Saturday 25 June 2011
Daytona Day at the London Motorcycle Museum!
I was at Reg Allen in Hanwell, West London last week to get some bits for the Daytona. Sure enough, Bill Crosby did not disappoint, from the k/s and g/ch shaft seal components on the gearbox right up to a pair of fully floating TLS front brake shoes, and in the less common 7" size too! Highly recommended.
In fact Reg Allen is highly recommended for other reasons too. The shop is in a mid/late sixties time warp. It was a Meriden Triumph main dealer and Bill Crosby still runs it like that. The layout, the decor, the straightforward service methods (expect a little bit of good-natured mickey taking, but huge in depth product knowledge) remind me of my local bike shop in Leamington when I was a teenager. They also sponsor the London Motorcycle Museum in Greenford.
Tomorrow Sunday 26th June will be Daytona Day at the LMM. With live music and a barbeque included, all for only £8, its going to be a great event. Unfortunately won't be seeing you there since my particular Daytona is in dock at the moment, but don't let that stop you!
Sunday 19 June 2011
Back after 4 years..
..starting with an apology to those who have waited and asked for more news.
Elli and I are now settled back in jolly old UK (Gloucestershire) and finally managed to give up the day job. So now I have much more time to devote to two-wheeled entertainment. Theoretically at least.
The Bonneville came back across the Atlantic with us, but said goodbye to us shortly afterwards. It is now the hands of a new and loving owner in Italy. It has been replaced by a cheaper - and sweeter-handling! alternative - a 1968 T100R Daytona. Thanks to Mike for the photo.
This bike has some quirks of its very own.
- LHS footrest is 2" higher than the right. I'm not a speedway rider so I am busy correcting this today by filing down the lug which projects from the back of the footrest boss. Thats what Bill Crosby (Reg Allen) told me to do!
- No crankcase fastening studs at the back - first time off with the primary chaincase, noticed daylight coming through the empty threaded holes in the back of the case! I'd wondered where those oil leaks were coming from! Have the correct item from TriCor and will be fitting them today.
- Fork springs 2" shorter than the usual fitted length. Made for some interesting noises from the front end, but curiously did not seem to affect the handling much. Now remedied with a pair of correct springs, also from TriCor.
- Seriously weird tyres from Kings Tire. I hope no-one will take offence, but these were the first thing to go in the bin. Now replaced with Bridgestone BT45s which are just super. Better than Avon Roadrunners. Battlax 3.25-19F & 4.00-18 rear, will just go in with a coupla millimetres to spare.
- Non existent primary slipper tensioner - again TriCor came to the rescue here.
- Loose mainshaft nut allowing the alternator rotor to clack back and forth giving a very passable impression of knackered big ends when the bike was on tickover. That was an easy one.
- Rock hard rear suspension - I suspect 140lb springs. I'd like a pair of 100lb/inch springs to give my aged backside a bit more comfort. Anyone want to swap?
Watch out for me it you see me in Bath!
I guarantee to wave back.
Wednesday 20 June 2007
Upcoming Event!
- 1917 Curtiss Jenny
- 1916 RAF F.E.-8
- 1918 Standard J-1
- 1916 Sopwith Pup
- 1917 Fokker DR1 (the "Red Baron" aircraft!)
If you have your own aircraft, you can fly right in to Knox County Regional Airport where the museum is based. However, as a lesser mortal, I plan to be there on the Bonneville, riding up the coast from the Boston area. Route: I-95 N, then I-295 at Portland, then US-1 from Brunswick to Owls Head. I shall ride up on Friday, in order to be at the start of events early Saturday morning (there is plenty of accomodation in the area). It would of course be a delight (as well as more secure) to share the ride in convoy with other enthusiasts. Mail me on stephen.ratcliffe@gmail.com if interested.
Museum link: http://www.ohtm.org