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General Chat (Vincent Related)
Reg Bolton Racer
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<blockquote data-quote="greg brillus" data-source="post: 51276" data-attributes="member: 597"><p>Hi David, Thanks for posting these photos, Had another great weekend catching up with Reg, and he always has a million stories to tell. He said that while racing in the UK Bill used to beat him off the line every time. Was this due to your previous stint at sprinting Bill...? Anyway, you can see much detail in these photos, which will be of great help to me building up the twin racer. In particular, the exhaust and the high forward position of the footrests which gives a very upright riding position, which he found a far more effective way of riding rather than the more usual lay down stance using rearsets and lowset bars. As he explained, how much time do you actually spend flat out down the straights verses cornering? He had the lightest Thornton springs available in the front end, and similar at the rear using the long Thorntons and shocker units, with a custom alloy brace (pictured) to support the rear spring boxes, and all of this worked very well. His front end is certainly quite soft, and with no resistance of movement. You can't see it in the photos, but he had a hydraulic steering damper mounted on the left hand side, as well. The front brake is the biggest of the three he had, with the wheel in it now using Lightning type brake plates, and another wheel with a Suzuki 4 l/s hub ( which is what I am using). You will note that the front wheel is a WM3 but is actually stamped a WM2 unusual...!! When I asked Reg about tyre choice, he said that using a wider rear tyre (than a normal size on a WM3) was a bad idea, due in his experience, to the better cornering ability of the narrower tyres. When racing in Japan, he could easily out corner other more powerful machines using wider rims and tyres, as they had to lean over far more.....Not necessary on a Vincent, he found. He is still fine tuning the carbs ( 1 3/8 gp's) with internal stops to adjust the idle speed......quite time consuming methinks....) anyway he's running 220 mains on premium fuel, and it misses a bit on full throttle...It's a work in progress....he said. It has always been a very tractable engine, with mountains of torque from it's 1250 cc capacity, a testament to John Renwick's expert engine building ability, and done many years ago now...but when I asked how much output it had, he replied that when tested, it put out just under 100 HP at the back wheel......Now that's impressive.......I'll update as I remember things, it's time to get back to my own, in the shed. Cheers for now.......Greg.</p></blockquote><p></p>
[QUOTE="greg brillus, post: 51276, member: 597"] Hi David, Thanks for posting these photos, Had another great weekend catching up with Reg, and he always has a million stories to tell. He said that while racing in the UK Bill used to beat him off the line every time. Was this due to your previous stint at sprinting Bill...? Anyway, you can see much detail in these photos, which will be of great help to me building up the twin racer. In particular, the exhaust and the high forward position of the footrests which gives a very upright riding position, which he found a far more effective way of riding rather than the more usual lay down stance using rearsets and lowset bars. As he explained, how much time do you actually spend flat out down the straights verses cornering? He had the lightest Thornton springs available in the front end, and similar at the rear using the long Thorntons and shocker units, with a custom alloy brace (pictured) to support the rear spring boxes, and all of this worked very well. His front end is certainly quite soft, and with no resistance of movement. You can't see it in the photos, but he had a hydraulic steering damper mounted on the left hand side, as well. The front brake is the biggest of the three he had, with the wheel in it now using Lightning type brake plates, and another wheel with a Suzuki 4 l/s hub ( which is what I am using). You will note that the front wheel is a WM3 but is actually stamped a WM2 unusual...!! When I asked Reg about tyre choice, he said that using a wider rear tyre (than a normal size on a WM3) was a bad idea, due in his experience, to the better cornering ability of the narrower tyres. When racing in Japan, he could easily out corner other more powerful machines using wider rims and tyres, as they had to lean over far more.....Not necessary on a Vincent, he found. He is still fine tuning the carbs ( 1 3/8 gp's) with internal stops to adjust the idle speed......quite time consuming methinks....) anyway he's running 220 mains on premium fuel, and it misses a bit on full throttle...It's a work in progress....he said. It has always been a very tractable engine, with mountains of torque from it's 1250 cc capacity, a testament to John Renwick's expert engine building ability, and done many years ago now...but when I asked how much output it had, he replied that when tested, it put out just under 100 HP at the back wheel......Now that's impressive.......I'll update as I remember things, it's time to get back to my own, in the shed. Cheers for now.......Greg. [/QUOTE]
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Reg Bolton Racer
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