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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Ditch the ESA ?
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<blockquote data-quote="oexing" data-source="post: 126242" data-attributes="member: 1493"><p>Please look up my post in previous page, I hoped to be clear enough in my thinking. The o-ring material can be a fat o-ring with 6mm cross section that you cut for having maybe 1/2" length of o-ring to drop in two or four holes (ca. 7mm ) without springs at all therein. Sure you can get o-ring material in meters - or feet for those stuck in 19th century. But easier to get a fat o-ring to cut. My idea is NOT to aim for extra heavy springs, not much space for mods to increase loads by springs. The negative effect would be extreme loads on lobe tops and corresponding parts by heavy springs so you´d get even more wear on ESA lobes as lubrication by oil will not help. When trying to limit range of ESA by introducing extra heavy springs you will also get extreme side loads onto faces of triplex sprocket and the inner race of outer main bearing - plus extra wear at these places too - steel on steel. It is better to let the ESA climb higher on its lobes till it stops by springs or o-rings as most of the torque will stay within the ESA and not be transformed into heavy sideloads onto inner ball race - a force vector matter from ESA gradients on lobes. </p><p> So the main objective is to have a softer stop from rubber elements in the ESA before it hits onto the steel plate at crank end with a bang - and destructive shocks on chain and generator. </p><p> I would not like to replace all inner springs by o-ring strips as I´d see them squeeze between windings of outer springs and would not expect high mileages in these conditions. So when dropping 6mm rubber material in two or four holes I´d place short pins with 1/4" dia. on top of the rubbers so all rubber is way down and just long enough that by squeezing the lot in a vice for tests you will not hit the limits of the ESA. In effect this would be a soft stop with the rest of the ESA assembly standard and at most of its original range. </p><p> Basically NO ESA is essential on a Vincent I´d think, except for smoothing the ride at very low speeds. No need for gear protection as there are two chains on the bike, plus a clutch that limits any extreme loads by slipping - simple. The gearbox contents are very strong for two 500 singles (v-twin with wide spaced power cycles) . </p><p> The Spares Co. seems not to be overly interested in reworking the old ESA for a real suitable operation, just tweaking a bit to fight side effects like chipped edges. The BMW type , an effective concept since half a century without any problems, would be cheaper to machine. One side very simple on a CNC mill, the other side needs an electric dividing head for dialling the angular positions combined with paired positions in one axis. I did it on a manual mill so no witchcraft really.</p><p></p><p> Vic</p></blockquote><p></p>
[QUOTE="oexing, post: 126242, member: 1493"] Please look up my post in previous page, I hoped to be clear enough in my thinking. The o-ring material can be a fat o-ring with 6mm cross section that you cut for having maybe 1/2" length of o-ring to drop in two or four holes (ca. 7mm ) without springs at all therein. Sure you can get o-ring material in meters - or feet for those stuck in 19th century. But easier to get a fat o-ring to cut. My idea is NOT to aim for extra heavy springs, not much space for mods to increase loads by springs. The negative effect would be extreme loads on lobe tops and corresponding parts by heavy springs so you´d get even more wear on ESA lobes as lubrication by oil will not help. When trying to limit range of ESA by introducing extra heavy springs you will also get extreme side loads onto faces of triplex sprocket and the inner race of outer main bearing - plus extra wear at these places too - steel on steel. It is better to let the ESA climb higher on its lobes till it stops by springs or o-rings as most of the torque will stay within the ESA and not be transformed into heavy sideloads onto inner ball race - a force vector matter from ESA gradients on lobes. So the main objective is to have a softer stop from rubber elements in the ESA before it hits onto the steel plate at crank end with a bang - and destructive shocks on chain and generator. I would not like to replace all inner springs by o-ring strips as I´d see them squeeze between windings of outer springs and would not expect high mileages in these conditions. So when dropping 6mm rubber material in two or four holes I´d place short pins with 1/4" dia. on top of the rubbers so all rubber is way down and just long enough that by squeezing the lot in a vice for tests you will not hit the limits of the ESA. In effect this would be a soft stop with the rest of the ESA assembly standard and at most of its original range. Basically NO ESA is essential on a Vincent I´d think, except for smoothing the ride at very low speeds. No need for gear protection as there are two chains on the bike, plus a clutch that limits any extreme loads by slipping - simple. The gearbox contents are very strong for two 500 singles (v-twin with wide spaced power cycles) . The Spares Co. seems not to be overly interested in reworking the old ESA for a real suitable operation, just tweaking a bit to fight side effects like chipped edges. The BMW type , an effective concept since half a century without any problems, would be cheaper to machine. One side very simple on a CNC mill, the other side needs an electric dividing head for dialling the angular positions combined with paired positions in one axis. I did it on a manual mill so no witchcraft really. Vic [/QUOTE]
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Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Ditch the ESA ?
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