The Spares Company
Club Shop/Regalia
Parent Website
Contact Officials
Machine Registrar
Club Secretary
Membership Secretaries
MPH Editor and Forum Administrator.
Section Newsletters
Technical Databases
Photos
Home
What's new
Latest activity
Forums
New posts
What's new
New posts
Latest activity
Information
Bike Modifications
Machine Data Services
Manufacturers Manuals
Spare Parts Listings
Technical Diagrams
Whitakerpedia (Vincent Wiki)
The Club
MPH Material Archive
Flogger's Corner
Obituaries
VOC Sections
Local Sections
Local Section Newsletters
Miscellaneous
Club Assets
Club History
Club Rules
Machine Data Services
Meeting Documents
Miscellaneous
Essential Reading
Magazine/Newspaper Articles/Letters
Adverts and Sales Brochures
The Mighty Garage Videos
Bikes For Sale (Spares Company)
Log in
Register
What's new
New posts
Menu
Log in
Register
Install the app
Install
Home
Forums
Forums: Public Access
Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Three-gear primary drive (Irving Vincent)
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="timetraveller" data-source="post: 118602" data-attributes="member: 456"><p>I agree with Bill re. the slow revs at the magneto position being used to drive an alternator. If one has got rid of the ESA and is using a gear drive rather than chain then there is plenty of depth there to position an alternator. This could either be mounted on the main shaft or, with the aid of a hollow gear, driven at double engine speed. That is the speed at which the Walkernators are driven on twins. A variety of alternators are available from modern bikes, which generally use higher revs than a Vin. Hence the possible need for the hollow gear and increasing the speed of rotation of the alternator. New, or modified, primary drive covers would be needed. John Emmanuel's bike has the alternator from a Guzzi 'V' twin in that position and it is hard to notice it.</p><p>Modern car oil pumps have enormous flow rates, particularly for the 8 cylinder engines and one of those working at half engine speed would be more that enough to feed either a standard Vincent lower end or a plain bearing system including mains and big ends.</p><p>And a note to vinhrd998; if the helical teeth were ground off the clutch parts shown earlier then a steel gear could be shrunk on over that and then the rest of the clutch used. Note that on the Suzuki that originally used that clutch there was a large gear ratio reduction between the main shaft and the clutch gear. That could not be done on a Vin and so stronger shock absorber springs would be needed to cope with the extra torque.</p><p>Nice to see people still trying to improve our bikes.</p><p>One other thing to notice on the engine shown in #8 above is the extra depth of the part or the cylinder head housing the valves. I imagine that their valve lift is about double that of a standard Vin.</p></blockquote><p></p>
[QUOTE="timetraveller, post: 118602, member: 456"] I agree with Bill re. the slow revs at the magneto position being used to drive an alternator. If one has got rid of the ESA and is using a gear drive rather than chain then there is plenty of depth there to position an alternator. This could either be mounted on the main shaft or, with the aid of a hollow gear, driven at double engine speed. That is the speed at which the Walkernators are driven on twins. A variety of alternators are available from modern bikes, which generally use higher revs than a Vin. Hence the possible need for the hollow gear and increasing the speed of rotation of the alternator. New, or modified, primary drive covers would be needed. John Emmanuel's bike has the alternator from a Guzzi 'V' twin in that position and it is hard to notice it. Modern car oil pumps have enormous flow rates, particularly for the 8 cylinder engines and one of those working at half engine speed would be more that enough to feed either a standard Vincent lower end or a plain bearing system including mains and big ends. And a note to vinhrd998; if the helical teeth were ground off the clutch parts shown earlier then a steel gear could be shrunk on over that and then the rest of the clutch used. Note that on the Suzuki that originally used that clutch there was a large gear ratio reduction between the main shaft and the clutch gear. That could not be done on a Vin and so stronger shock absorber springs would be needed to cope with the extra torque. Nice to see people still trying to improve our bikes. One other thing to notice on the engine shown in #8 above is the extra depth of the part or the cylinder head housing the valves. I imagine that their valve lift is about double that of a standard Vin. [/QUOTE]
Insert quotes…
Verification
The Series 'A' Rapide was known as the '********' Nightmare?
Post reply
Home
Forums
Forums: Public Access
Tech. Advice: Series 'B' / 'C' 500cc/1000cc Bikes
Three-gear primary drive (Irving Vincent)
This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register.
By continuing to use this site, you are consenting to our use of cookies.
Accept
Learn more…
Top