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One For The Money, Two For The Show


Graham Smith

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Bill Thomas

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That's a long read Graham !, Only got to part 3, But interesting, At the time they were in MPH, I didn't have time Plus the small print, But better now on Computer, Thanks Bill.
 

Bill Thomas

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Damn, I could have been building a 750cc,
Although I thought I had read any stroke over 102 ish, Ment that the piston speed would be too high ?,
At about 6000 rev's ?.
 

Glenliman

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Piston speed at 115 mm stroke would be a concern for sure, but only if higher revs were planned.
With the Mk1 cams there would be no point in revving past 5500, so maybe it all adds up.
That project sure took over his life! It sounds like Derek Chinn donated a lot of time and energy to it as well.

I wonder who Mr. E is and if he is still operating?

Glen
 

Bill Thomas

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I haven't Used Mk1 cams since 1970 !, They were in my outfit in 1967 and completely wore away !,
I kept putting bigger and bigger main jets in the carb's, To make it go faster,
Then found when adjusting the tappets, the valves were not opening !.
 

Glenliman

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I have Mk1 s with small carbs and 8 to one on the bike I ride most. Somehow it goes a bit better than the ported high compression Rapide with the big carbs, even for top speed.

But these Mk1s do open the valves!

Derek Chinn had lots of experience and knowledge with a big capacity supercharged engine, so maybe MK1s work best with that setup?

Glen
 

Bill Thomas

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I have never had the time or money to do back to back tests,
And found Mk2 s have worked well for me, And also are fine for the road.
So for once, I have done what the factory said for there racing.
 

TouringComet

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I heard that Brian Chapman gave Max Lambky cam grind specs for supercharged motors, so I assume it was a custom grind different than any of the factory grinds.
 

Bill Thomas

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For anybody who has not thought about Stroking an engine,
You only have to move the pin away from the main shaft half of what you want,
1/2" goes higher, 1/2" lower = 1".
 

Bill Cannon

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I heard that Brian Chapman gave Max Lambky cam grind specs for supercharged motors, so I assume it was a custom grind different than any of the factory grinds.
Many years ago I spoke to Brian about his cams. I had the received wisdom that with superchargers you needed less overlap but Brian contradicted this saying that you need the overlap for power but increase blower pressure and don't worry about unburned fuel in the exhaust. I think his results proved the point!
Cheers Bill
 

Bill Thomas

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They were early Slater alloy plates, I found the spindle hole was not in the middle,
Only a 1/3rd of the linings touched.
So we thought they were rubbish and redid the whole thing, The 4 leading/floating !, was better
but not as good as I wanted /Needed !, Not very good at racing :) .
We should have made one end of the shoe fixed, But I was young and not as clever as I should have been.
 

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