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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
BT-H Mag
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<blockquote data-quote="Monkeypants" data-source="post: 25732" data-attributes="member: 2708"><p>Not much progress, I'm waiting on a new TIG welder that should be here next week.</p><p></p><p> I did order the crankcases this AM. After much deliberation, they are being supplied by Andy Molnar. He will also do the mods for Terry's oversized oversized mainbearings , 30mm id, 72mm od and bore out the cases for the 92 mm liners. I might use Norton Commando Superblends for the roller bearings, they will fit.</p><p></p><p>I considered using Magnesium cases which were offered, then retracted by Patrick Godet. After severals emails back and forth quoting prices and some trumpeting about the quality of his stuff, which I know is good, he decided he would not sell cases to me as his technology is reserved for "Customers" I guess 7k$ for cases and covers does not make one a customer!</p><p>Anyway, it seemed he was very much into selling me the cases until I sent him a photo of the bike , and then it was "you must not have my technology"</p><p>Surely he understands that I would use it for the good of mankind rather than evil!<img src="data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7" class="smilie smilie--sprite smilie--sprite6" alt=":cool:" title="Cool :cool:" loading="lazy" data-shortname=":cool:" /></p><p></p><p> After more reading about Magnesium cases and some advice NOT to use Magnesium, I decided to use Aluminium.</p><p>I thought that if anyone should be casting Vincent cases in MG it would be Andy Molnar, given the amount of experience he has in building his Magnesium Molnar Manx engines. He feels that the Vincent case is not a good candidate for casting in Mg and that it needs more webbing and thicker sections (like a Manx case) in order to survive high RPM or hard usage if cast in Mg.</p><p>This begs the question of why bother, if a good deal of the weight saving by switching to Mg goes back into the need for thicker material and more webbing?</p><p></p><p>After the first bit of advice NOT to use Mg, I thought, why would there be a problem, all of the VW bugs used Mg crankcases.</p><p>Some reading on that topic showed that the MG cases were OK on the old 36 hp and under bugs, but as soon as slightly more powerful versions (40hp-60 hp) were built, problems showed up in the Mg cases. Volkswagen went to higher and higher percentages of Aluminium until the ended up with an alloy that is not much different than a standard Vincent case. </p><p>These aluminum Volkswagen cases are the ones that hotrodders look for when building a racing Volks motor.</p><p></p><p>So the finished weight of the bike is back to a hopeful 360, still 20 or 30 pounds lighter than a new GSXR.</p><p></p><p>I have also ordered a Newby belt drive setup in a ratio that he is offering for the first time in a double toothed version, in fact he has the belts for this setup on order but has not received the first one yet.</p><p>This is a 1.66 primary ratio, so quite close to the stock 1.6 Vincent ratio. In the past he could only do the 1.66 ratio for a racing bike without dynamo drive(single toothed belt) </p><p>He also has one other new product for use with large capacity Vincent engines, that is a 7 plate clutch. Prior to this his standard clutch was a four plate and the heavy duty version was 5 plate. The new clutch is the same overall width, the plates are thinner.</p><p></p><p>Glen</p></blockquote><p></p>
[QUOTE="Monkeypants, post: 25732, member: 2708"] Not much progress, I'm waiting on a new TIG welder that should be here next week. I did order the crankcases this AM. After much deliberation, they are being supplied by Andy Molnar. He will also do the mods for Terry's oversized oversized mainbearings , 30mm id, 72mm od and bore out the cases for the 92 mm liners. I might use Norton Commando Superblends for the roller bearings, they will fit. I considered using Magnesium cases which were offered, then retracted by Patrick Godet. After severals emails back and forth quoting prices and some trumpeting about the quality of his stuff, which I know is good, he decided he would not sell cases to me as his technology is reserved for "Customers" I guess 7k$ for cases and covers does not make one a customer! Anyway, it seemed he was very much into selling me the cases until I sent him a photo of the bike , and then it was "you must not have my technology" Surely he understands that I would use it for the good of mankind rather than evil!:cool: After more reading about Magnesium cases and some advice NOT to use Magnesium, I decided to use Aluminium. I thought that if anyone should be casting Vincent cases in MG it would be Andy Molnar, given the amount of experience he has in building his Magnesium Molnar Manx engines. He feels that the Vincent case is not a good candidate for casting in Mg and that it needs more webbing and thicker sections (like a Manx case) in order to survive high RPM or hard usage if cast in Mg. This begs the question of why bother, if a good deal of the weight saving by switching to Mg goes back into the need for thicker material and more webbing? After the first bit of advice NOT to use Mg, I thought, why would there be a problem, all of the VW bugs used Mg crankcases. Some reading on that topic showed that the MG cases were OK on the old 36 hp and under bugs, but as soon as slightly more powerful versions (40hp-60 hp) were built, problems showed up in the Mg cases. Volkswagen went to higher and higher percentages of Aluminium until the ended up with an alloy that is not much different than a standard Vincent case. These aluminum Volkswagen cases are the ones that hotrodders look for when building a racing Volks motor. So the finished weight of the bike is back to a hopeful 360, still 20 or 30 pounds lighter than a new GSXR. I have also ordered a Newby belt drive setup in a ratio that he is offering for the first time in a double toothed version, in fact he has the belts for this setup on order but has not received the first one yet. This is a 1.66 primary ratio, so quite close to the stock 1.6 Vincent ratio. In the past he could only do the 1.66 ratio for a racing bike without dynamo drive(single toothed belt) He also has one other new product for use with large capacity Vincent engines, that is a 7 plate clutch. Prior to this his standard clutch was a four plate and the heavy duty version was 5 plate. The new clutch is the same overall width, the plates are thinner. Glen [/QUOTE]
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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
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