Author Topic: My New Plan (Read 3631 times)

AgentX · « **on:** September 11, 2011, 09:58:29 AM »

So, I am aiming to remain an Enfield rider when I return to the US. Would like to have a bike that's come back from India with me, just for sheer sentimentality/originality. But my bike is a 2010 350 model, which can't be imported and is really underpowered for use in the US anyhow.

Here's my new plan. Would like some feedback if anyone has ideas on feasibility or methodology.

I am going to find a 1988 or older bike, which will make it 25 years old and easily importable to the US as an antique when my time in India is up. Will look for a 500, but they are very, very rare here. Thus, planning on finding a 350. I'll just have to adjust to right-foot shifting, I think.

Would like a low-brow cafe style bike, a la Project Badger, but I think the riding position would be a nightmare for Indian traffic. So I'm going to try for something that looks like the love child of a three-way between a flat tracker, the McDeeb Six Days scrambler and the Bulletproof Badger conceived after a night of heavy drinking in a bowling alley.

Will get rear-sets and flat-track bars, probably keeping the stock tank. Probably lose the casquette and go with a Thunderbird triple clamp setup to get the bar mounted a bit more forward than standard Bullet positioning. Very minimalist overall, small round headlamp, likely dropping the toolboxes and going with a very chopped front fender in flat black. Gauges mounted to the bar with simple clamps, old-style polished metal controls and switches. Don't need turn signals here but the jury's still out on those--probably best to have some on when importing to the US, at least.

Still trying to decide whether to chop down a stock seat and fender to make it look like the Six Days but with a minimal stub of a fender, or go for a fiberglass tail section. (The one thing about Bullet styling that bothers me a lot is the stepped seat.) Also debating a low or high exhaust setup.

(I want to avoid the nightmares of proportion that is the modern EFI Fury, in any case!)

Anyhow, more importantly, for return to the States, I hope to also bring back the necessary parts (with guidance from Ace Cafe) to convert my engine to a 535 Fireball. At which point I can also add clip-ons and maybe a cafe tank, and get some suspension updates (cartridge emulators and a brace for the fork, and modern shocks with adjustable damping for the back). Might try to throw a 5-spd box on it, too.

Here's a pic which inspired me a bit. Was also intrigued to hear that they're going to set the Badger itself up for flat-track.

Edit: Pic's not working but I can "open in new window" by right-clicking to get it.

Am I making this harder than I have to?! Am I bound for failure somewhere? Am I going to regret turning a classic old Bullet into a personalized freakshow of a bike

?

Kevin Mahoney · « **Reply #1 on:** September 11, 2011, 10:58:52 AM »

As far as modifying your bike goes I am totally behind your ideas. As an American you know it is your duty and in your DNA to fool around with the bike and modify to suit you and you only.

Beware of a 1988 or older 500. They were not made then and a sharp customs agent will bust you. The only way you might find one is to find one that has had the case bored out and a 500 top end installed. Also beware of a "good as new restored" engine. Buy the thing but be prepared to rebuild it yourself. For what it is worth a 500 will bolt into a 350 frame (more or less).

If you avoid fake Indian paperwork (extremely common) and do a legitimate import of an older bike you should be fine. If it is fake paperwork (a newer bike with older bike documents) you might be busted and the bike seized.

AgentX · « **Reply #2 on:** September 11, 2011, 11:10:27 AM »

I didn't know they didn't make 500s then...350 it is! And yeah, I'm really wondering if there will be legit paperwork with any old bike (it's bad enough with my brand-new one!) but I was planning on getting a genuine letter from Chennai affirming the model year of the VIN on whatever frame I end up getting. Figure the bill of sale and vehicle registration will be enough to prove my ownership of the bike, which should be the only other thing I need to show. Will get in touch with some other forum members who've tried this in the past when the time comes.

(I work in anti-fraud stuff, so I'm going to be particular about the paperwork...)

Ace Cafe told me I'd need a 500 head, alloy barrel, and crankcases to make the 350 into a Fireball...plan on pursuing that once I finally have a bike and things are underway.

Thanks for the advice!

jartist · « **Reply #3 on:** September 11, 2011, 12:25:18 PM »

Good luck with your project- sounds epic!!! There's bound to be a few hurdles along the way but well worth sticking with it. When it's all sorted you'll end up with an heirloom bike and the envy of all here in the states. Its really cool when there's history and a special bond between man and machine when plans like this come together!

Maturin · « **Reply #4 on:** September 11, 2011, 02:29:35 PM »

http://www.royal-enfield.net/articles/articles.html

On this page you´ll find several articles about the Bullet. The most interesting one is the last, written by Royce Creasey, you may know it already.
In case you don´t: here´s an excellent description how to tune up a Redditch´ 350. I guess most mods will work for an Indian bike aswell, just in case you have fun to do something noone else does. Anyway, Royce´ articles always have been a lot of fun to read. Regards
Maturin

AgentX · « **Reply #5 on:** October 01, 2011, 11:56:24 AM »

Wow, almost forgot I'd actually posted this! My mind is still a mess thinking of the possibilities, but I'm excited.

Thanks for all the encouragement and input so far. Really appreciate the articles, Maturin. danke sehr.

Main task now is finding a bike to begin the project. Everything in India takes a long time and hunting down a good bike for a good price is a challenge. Although with the work I'm planning on doing, I should probably find an old barely- or even non-running bike and just tear down and rebuild from the frame up. But even then, India is always about the search.

I would love to be ordering every little bit I want to use online and have it ready when I get the bike, but it's sort of a catch-22 on where to start. Every decision depends on something else, and I probably need the bike in hand to finally take a bit and see where I can go with it. I have started talking to one of the guys on Ebay about a custom seat, though...

Biggest debate for me right now is to use a flat bench seat with a severely bobbed fender or a cafe/dirt track style tail. I am leaning towards the bench but we'll see what the custom maker says. Really love this seat but the cost and the real leather cover are probably not what I need right now, so trying to get it done either locally or by the ebay guy. This leather and fiberglass unit is pretty cool, light, and has great reviews, too, though. In any case, will be an adventure mounting the SR500 seat pans to the Enfield.

Will stop posting about my dabbling for now, but when I have something going I'll try to keep everyone in the loop on the build.

AgentX · « **Reply #6 on:** October 22, 2011, 09:02:07 AM »

OMFG.

My ride is a surplus military 1977 model year which served in Kashmir. Still has its military registration/serial numbers on the fenders and the battalion logo on the tank. Pretty busted up around some of the periphery but all told, she's in great shape. Looks like a bunch of privates with a bucket of OD green housepaint were told to re-finish it every few months of its life.

Not in running shape now but will be rebuilt; unfortunately it's gonna take a few months with the mechanic I'm working with. He's a busy man in demand, but he's not going to balk at what I want to try, which is gonna seem pretty weird to most Indian eyes. And he seems to have a clue about what he's doing.

It is going to be a mishmash of styles, but I really want to keep the bike's patina and do service to its heritage while making it into a real hot-rod. I'll hang on to all the original parts in the event I want to do a more classic restoration someday.

So, right now, I plan on:

Putting a front TLS brake (OD green with red laquer between the cooling fins, maybe drilled a la Project Badger for venting)

New 5-speed transmission box

New rear shocks (RE stock with the piggyback reservoir)

28mm Mikarb, K&N pod filter, might experiment with a snorkel-style intake like Ace was using once the bike is running.

upswept megaphone muffler, pipe wrap (once header is de-rusted and hi-temp painted)

Motolanna black cafe tail with no rear fender beneath. Dry cell battery and ignition coil under seat.

Replacing casquette with Thunderbird yoke (puts bars right atop fork legs, lengthening the stance) and a sheet-aluminum minimalist dashboard with replica Smith speedo and maybe idiot lights.

Black dirt track bars with moderate pullback, minimalist bar setup (no signals on this one...really clean bar with the original setup.)

Stock peg position for now, consider rearsets once it's ridable and I can see how they'll feel. (Can fab or order locally for a LOT less than Hitchcock's...)

Taillight (the style that looks like the Lucas lamp with an erection beneath) tucked under the hump of the cafe tail on the support bracket for the seat.

Pull long shrouds off the fork, go with full or bottom-only fork boots.

Spot-sanding and touching up paint on frame and bodywork where necessary.

Will retain the toolboxes and against my usual thinking, both the case/leg guard and the giant front fender intact. Gonna look weird on what's supposed to be a lean-and-mean bike, but both are practical here and they speak to the bike's heritage (and the fender numbers look awesome.) Might pull off the guard at some point and if I decide to bob the front, I will do it to a second spare fender I can find at the scrap heap.

Holy crap. This is gonna be awesome!!

boggy · « **Reply #7 on:** October 22, 2011, 01:21:39 PM »

AgentX,
That military is sweet - I love the insignia.

I meant to post these for you back when you first mentioned your plans. Maybe not the overall look for you but some pieces here and there for inspiration maybe. These are the three bikes I've been looking at for the possible future of my Bullet. Great for tearing up the city.

This is the Jack Pine Triumph from Hammarhead.
http://www.smithbutler.com/sb/wp-content/uploads/2011/03/jbikefinal.jpeg

This one is the Streetmaster Triumph:
http://www.bikeexif.com/custom-triumph

And the CRD Triumph Bonneville.
http://www.bikeexif.com/triumph-bonneville-9

barenekd · « **Reply #8 on:** October 22, 2011, 01:28:28 PM »

You can keep the casquette and use Ace bars to move the grips forward. Save you a lot of work on the front of the bike. that's the way I'm leaning on mine. Working on a putting together a minimal Clubman "S". Probably keep the stock tank and seat. I had a Norton Manx style cafe racer, miserably uncomfortable on a 200 mile ride. I want to maintain a bit more comfort this time.
Bare

boggy · « **Reply #9 on:** October 22, 2011, 03:45:05 PM »

These clubmans I have on have a 2" drop/2" pullback so they are pretty flat. Took my wrists a few hundred miles to get used to them. I love the riding position, even with standard foot positioning, but I'm not super tall at 5'8".

http://www.enfieldmotorcycles.com/forum/index.php?action=gallery;sa=view;id=3572

If you hit "next" you'll see the bars from the front. I love the way they look. I "may" go with a super bar setup next year, like the Triumph's I posted.

I have a more typical set of ace bars that I'm not using. I think its a 4" drop/4" pullback. EMGO brand, which might be what the NField Ace Bars are since my NField Megaphone was also EMGO. Think I bought'm for 40 or 50 bucks but I'd be willing to fire sale them if anyone is interested.

barenekd · « **Reply #10 on:** October 22, 2011, 04:31:56 PM »

Quote

I have a more typical set of ace bars that I'm not using. I think its a 4" drop/4" pullback.

But will they clear the tank? I'm looking for something that will clear the stock tank. I don't want to have to put steering stops on the bike and end up with something that steers like a Ducati. Could we get a top view of the ones you have on there now?
Bare

boggy · « **Reply #11 on:** October 22, 2011, 06:20:14 PM »

On the current setup the control switch housings will hit the tank, but my hand would make contact first preventing a ding. It's not a problem at all.

The NField site says their Ace bars are made to clear the tank.

Here is another pic of my bars that might give you a better look.

http://www.enfieldmotorcycles.com/forum/index.php?action=gallery;sa=view;id=3712

AgentX · « **Reply #12 on:** October 22, 2011, 08:18:08 PM »

Quote from: barenekd on October 22, 2011, 01:28:28 PM

You can keep the casquette and use Ace bars to move the grips forward. Save you a lot of work on the front of the bike. that's the way I'm leaning on mine. Working on a putting together a minimal Clubman "S". Probably keep the stock tank and seat. I had a Norton Manx style cafe racer, miserably uncomfortable on a 200 mile ride. I want to maintain a bit more comfort this time.
Bare

Thanks-want to drop the casquette anyhow, just to achieve a more stripped-down look. As a side benefit it'll let me use cool-looking pullback flat track bars.

When I get Stateside I think I'll go with clip-ons.

Definitely want to make it something distinctly different than it was when it served. From solid workhorse to hot-rod toy in its retirement/renewal.

AgentX · « **Reply #13 on:** October 22, 2011, 09:40:42 PM »

Quote from: boggy on October 22, 2011, 01:21:39 PM

AgentX,
That military is sweet - I love the insignia.

I meant to post these for you back when you first mentioned your plans. Maybe not the overall look for you but some pieces here and there for inspiration maybe. These are the three bikes I've been looking at for the possible future of my Bullet. Great for tearing up the city.

This is the Jack Pine Triumph from Hammarhead.
http://www.smithbutler.com/sb/wp-content/uploads/2011/03/jbikefinal.jpeg

This one is the Streetmaster Triumph:
http://www.bikeexif.com/custom-triumph

And the CRD Triumph Bonneville.
http://www.bikeexif.com/triumph-bonneville-9

I see your three and raise you one Johnson Motors Trophy:

Lwt Big Cheese · « **Reply #14 on:** October 25, 2011, 05:12:08 AM »

AgentX: If it were me I'd get that bike re-built with new bearings etc and ride her as is. She is absoluty wonderfull.

Don't forget the more you change stuff the harder it will be to get it serviced/rebuilt on the trip.

But it's yours, do whatever you want with her...

AgentX · « **Reply #15 on:** October 25, 2011, 05:34:35 AM »

Yeah, I'm not gonna go crazy on the engine at all. Sticking with standard Indian-available stuff; engine-wise just gonna upgrade carb and exhaust, really. (Also not good to overstress something made to local tolerances!)

Aesthetically I'm going to do a lot of stripping-down, and I know that's not going to be to everyone's taste, especially on such a piece of history as this...but it's my bike, heh! And I will keep everything totally reversible. Only have one little tab/bar to weld on in order to get the new seat to fit, which will be easily removed should it be necessary (and I think the stock seat will fit on even after I've done this.) Will use a removable bolt-on seat support, similar to what you can see in the Badger's build diary.

Once I get it back to the USA, though, it's Fireball time! Whether I exchange the 350 engine for a 500 in a trade ,or try to replace the necessary parts on this one, time will tell.

Lwt Big Cheese · « **Reply #16 on:** October 25, 2011, 05:38:19 AM »

Over here in the UK there is a conversion to take a 350 to 450 (I think). Apparently it makes for a fine bike.

AgentX · « **Reply #17 on:** October 25, 2011, 12:22:32 PM »

Just got my Snidal's manual.

Lesson one: learn to fix the bike myself before trying to make it any significant amount faster, and if I'm going to mod it, focusing on reliability first before half-baked performance mods would be a good idea.

Still think I want the 5spd gearbox, though. Crisper shifting is a nice thing at any point, and it'll serve the bike well as it grows to the Fireball it's destined to be. A lot cheaper to get it over here than in the States, I'm sure.

AgentX · « **Reply #18 on:** October 29, 2011, 06:21:19 AM »

At the mechanic's; turned over all the parts today to begin a rebuild.

When I showed him pics of the cafe racer seat I was using and a stolen photo of a bolt-on mount someone else rigged up for this bike, he said, "Oh yeah, used to do that job a bunch a long time ago." So score one for me and the mechanic; one less thing that's going to be a hassle. Fabrication is super-cheap here.

(edited) Parts shop here didn't have the Thunderbird yokes to fit my fork but am ordering them from another domestic parts supplier.

Opted to use local parts for spark plug, ignition coil, and some other bits I was planning to use high-zoot stuff from the US for. Just wanted to get work started/ done and these are easily replaced later.

Some better pics of the bike:

Jalani the mechanic and I:

Buying parts; cost around $275 total for everything. Still gotta get new shocks. Looking around for a used 5-speed transmission because no one seems to know how to get a new one. Will check with a dealer.

Lwt Big Cheese · « **Reply #19 on:** October 31, 2011, 05:37:03 AM »

Oh man, your going to end up with yet another shiney Enfield. Just like everyone elses. $:-\$

Sell her to me and I'll love her as she is!!!

Godd luck with it.

AgentX · « **Reply #20 on:** October 31, 2011, 10:45:34 AM »

Pretty much all that stuff is engine internals...guess you can see a decomp lever there but I have to replace the broken stuff. Header has to be replaced, too, but I'm going to cover the shineyness with pipe wrap. Don't feel like trying to find hi-temp paint to put over chrome. Ugh.

While there will be some new parts on this thing (both by necessity and desire to change the design), overall it's still gonna look its age. That's a priority of mine.

And I highly doubt ANYONE's going to have anything looking like this one when I'm through with it...

AgentX · « **Reply #21 on:** October 31, 2011, 10:53:17 AM »

By the way, I found out I've gotta get rid of the tank's command insignia. I sort of understand--as a former Marine infantryman I understand why some military things are sacred, although I'm long past caring myself what someone wears short of impersonation--but in this case I sort of feel the bike is the veteran and has earned its stripes.

So I'm thinking of just painting it over with a black disc (maybe with an olive drab number on it?), inventing some imaginary emblem to paint over top, or covering it with part of a Flying Tigers-style shark mouth.

Ideas?

bob bezin · « **Reply #22 on:** October 31, 2011, 11:01:15 AM »

keep the origonal tank. and get a used temp. tank to use while over there . then eventually restore the bike.

RGT · « **Reply #23 on:** October 31, 2011, 12:56:29 PM »

agree with above, keep that tank as it is and run another one there, once back here you can reinstall that beauty...

AgentX · « **Reply #24 on:** October 31, 2011, 08:38:57 PM »

Think I might just say screw it and ride it as-is, then see if it causes me trouble.

RGT · « **Reply #25 on:** October 31, 2011, 11:59:42 PM »

if you are there with dip status don't worry about it at all.

AgentX · « **Reply #26 on:** November 02, 2011, 11:57:24 AM »

Not that it applies to me, but even diplomats can be pulled over and cited for vehicle violations. There's no mechanism to enforce payment or punishment afterward, but still--pain in the ass and if an embassy starts getting nastygrams about a scofflaw (for you Seinfeld fans) staff member they might come down on him internally for starting trouble. Plus, there are varying levels of immunity.

Anyhow, I'll post more as the bike takes shape. Hope too many people don't freak out that it's not going to look exactly like a traditional Bullet in some ways...

baird4444 · « **Reply #27 on:** November 02, 2011, 12:13:54 PM »

Not like a Bullet??
what do you mean??
Why would you do that?

Lwt Big Cheese · « **Reply #28 on:** November 03, 2011, 05:27:21 AM »

You don't need the decompressor on a 350 - well except to stop her!

Lwt Big Cheese · « **Reply #29 on:** November 03, 2011, 05:57:58 AM »

AgentX: How much do fine looking army bikes go for over there?

Should I be looking for a holiday in India to get my next bike?

AgentX · « **Reply #30 on:** November 03, 2011, 07:03:22 AM »

I paid $1k for this one in non-running condition, after some bargaining and help from local friends. A running-but-still-needs-a-rebuild 1973 was going for $1,250 or so.

If you're on vacation you might find the prices slightly higher as the "less inclined to walk away" and "foreigner" tariffs are super-steep. And according to my friends they are getting harder and harder to find...I am lucky I did not delay on snatching this one up when I could. (I also have no illusions; I did pay more than an Indian would have, and their encouragement likely had to do in some part to continuing business relationships they've established... "Hey, man, remember that time I got the American to pay $1k for that old army bike??! Hook me up!!)

However, this is probably all very location-specific, too. Dunno if we have more or less Army presence around here to furnish used bikes than other cities.

Baird, I am going to remove the casquette, use an integrated rear seat/fender cafe-style tail, might ditch the toolboxes, might use rear-sets depending on how the ergos work out, and was planning on bobbing the front fender quite significantly (although will NOT chop up the awesome one currently on there...will source a crappy old black one as a test model), so given the "keep it as is" sentiment running high with some people, I think I might be accused of blasphemy in the future.

It'll look like a stripped-down hotrod of a Bullet, if my aim is true, but it's not going to be the classic snazzy-style 1950s British relic that many Bullet owners aim for. Once in the States I'll go further with clip-ons and maybe an aluminum tank. This might still look like a Bullet for some, but maybe not to others.

There was recently a whole thread on whether it was thinkable to remove the "face" of the Bullet by pulling the casquette...

Have to admit I love the bike as-is, too, but will sow my oats by tinkering with this incessantly. Maybe I'll come around someday, in which case it's a few hours putting the salvagable original stuff back on, then I'm in business!

Of course, under all this superficial stuff I have to have a solid powerplant, but for now, I'm not doing anything too fancy with that.

Lwt Big Cheese · « **Reply #31 on:** November 03, 2011, 07:49:05 AM »

Thanks AgentX. One story I was reading had a guy employ a local to buy the bike. He reckoned he got the best deal that way.

It's a bit steeper than I thought. By keeping your ear to the ground bikes come up for that price here in the UK, occassionaly. No shipping or importing and registering required then either.

AgentX · « **Reply #32 on:** November 03, 2011, 08:33:34 AM »

According to the local buddies, a non-military bike might have been significantly less than that, had I been able to locate one of suitable age.

I had been looking for one which would qualify as classic under US import rules. If I'd have been looking for an early 2000s-late 1990s IB model, it would have been much easier to find and much cheaper to buy. Another foreign friend here paid a hair over $1k for his completely repainted, super-polished, very well-styled bike built (in an Indian way) to his specs.

Of course, he found that they'd cheaped out on almost every part they could in an effort to save money. (Finishing work here is super-inexpensive so they went hog-wild on that...with good initial results that are now flaking off in spme places) But they used second hand ignition coil and some other expendable parts which led to some significant frustration at first.

I am happy that the mechanic I chose is of a mind to use as many new parts in the engine rebuild as I'm willing to pay for and bring to him. I have seen false economy at work in India and it ain't pretty.

AgentX · « **Reply #33 on:** March 18, 2012, 02:13:11 AM »

So, STILL working on this here. Long hiatus as my mechanic's son has serious medical problems; couldn't work for a month or three and I really didn't want to kick him while he was down by taking away work. Almost took the bike back just to give the engine rebuild a shot on my own, but now things are moving and hope to be ridable near the end of the month.

The paint situation has been a big disappointment, but it is what it is. I was going to do some hand touching-up where necessary and leave the bike as-is as possible. But it was stored chained up outside the shop without wheels, with other stuff stacked near it, and it's taken a pretty bad beating and scratching on a number of parts. Mad at the mechanic about that, but with the medical situation, I am trying to keep things in perspective.

And when I took it down to the frame, the condition on the tubes wasn't good. So I opted for the total re-spray of all parts, especially since it'd look worse to my eye as a patchwork of new and old. Since I just want a ridable bike, and I'm not committed to preservation of the bike for its own sake, I have accepted that I'll have to get the bike a second distinguished history in my hands. Given my usual penchant for abuse, shouldn't take long.

The military repaints these things all the time themselves anyhow...the paint that' s on there actually isn't all that old, and in a way, I actually don't see how neglecting annual maintenance would honor its past. Last thing I need is the ghost of an angry motorpool master sergeant haunting me.

And once it's re-sprayed, I'm going to go to the hand-painters who decorate the local lorries and get a special design hand-done on the tank. Should still be pretty rad, and I won't have to deal with harassment from authorities over using a real unit's insignia.

Enough about paint, though. Bike's going to have pretty much stock engine bits; will upgrade for performance as practical in the future. Couldn't find an alloy 350 barrel locally but am still hunting this week before we close the engine back up. Free-flow exhaust and K&N pod filter for now. External spin-on oil filter. Airbox of some sort in the future. Maybe an electronic ignition.

Stock shocks front and rear, but will install the YSS cartridge emulators in the fork myself once I get the bike running. Rears are the modern gas-charged units. May upgrade them in the future to Hagon or Ikon or something.

Upgraded the wheels to full-width drums, 7" dual front and a 6" QD rear. Not as stylish as the single-sided drums, but I want the best performance. Might try mailing a set of shoes to the US be re-lined by Vintage Brake. Running K70s on both ends.

Stripping her down for weight and aesthetics as much as possible, as discussed earlier, but for now, will keep the toolboxes. Need them for practical purposes, although I like the profile of the bike without them.

Anyhow, not much new to show, but progress is definitely being made now. Hope to have some pics next week or so.

Edit: Oh, yeah, have a set of Tarozzi universal rearsets which I will be running in a mid-set position. Wanted something further back than the chair-like stock riding position, but still want to be able to post up on the pegs for crossing obstacles and keep my body relatively upright for the 360-degree awareness required in Indian traffic. Getting mounts and linkages fabricated has been one of the bigger deals in the bike's genesis, since this is definitely not common to do on these bikes!

Blltrdr · « **Reply #34 on:** March 18, 2012, 01:17:46 PM »

I bought some Ferodo shoes from Vintage Brake a while back. They are a little on the high side but had a rare set in stock for my Yamaha. If you can't get the Ferodo linings or shoes (my #1 choice) you might check out Hitchcock's for an upgraded relined shoe set they offer for about 45 pounds. An upgrade to a disc brake would be more worthwhile in my opinion if you are setting your bike up as a cafe bike. I like the look of the drum brakes on my Bullet and understand there limitations and adjust my riding style accordingly. Drums are fine for stock or lightly modified Bullets but IMHO an upgrade to a front disc should be made if a full performance build is done to the bike or if you ride in heavy traffic where stopping on a dime is a necessity.

Good luck to you and your project. It looks like things are coming along nicely.

Brad

barenekd · « **Reply #35 on:** March 18, 2012, 06:55:24 PM »

I used to take my brake shoes to automotive brake shops and have them reline them with whatever they had in stock that they would consider great for a motorcycle. They did it while I waited. I never had any trouble with any of them and they stopped great. The point being is that you could probably send your shoes to a company like Ferodo and have them do it quite reasonably, if you can't find a local place. I haven't looked for a local brake shop since the '80s, so I don't know whether or not they even still exist.
Bare

AgentX · « **Reply #36 on:** March 18, 2012, 11:13:10 PM »

Quote from: Blltrdr on March 18, 2012, 01:17:46 PM

I bought some Ferodo shoes from Vintage Brake a while back. They are a little on the high side but had a rare set in stock for my Yamaha. If you can't get the Ferodo linings or shoes (my #1 choice) you might check out Hitchcock's for an upgraded relined shoe set they offer for about 45 pounds. An upgrade to a disc brake would be more worthwhile in my opinion if you are setting your bike up as a cafe bike. I like the look of the drum brakes on my Bullet and understand there limitations and adjust my riding style accordingly. Drums are fine for stock or lightly modified Bullets but IMHO an upgrade to a front disc should be made if a full performance build is done to the bike or if you ride in heavy traffic where stopping on a dime is a necessity.

Good luck to you and your project. It looks like things are coming along nicely.

Brad

Does Vintage Brake have the Enfield shoes as stock? I thought I'd have to send them a set to be re-lined... (Edit: Disregard; I fail reading comprehension for today. Yamaha. Right.)

I was planning on the upgrade but wanted to see what stock was like so I'd understand the improvement...

I have the disc on my current bike, so I am already a bit spoiled...although I think even the disc setup lacks power and good feel compared to many other makes.

I will consider the disc upgrade for sure if I end up getting new fork lowers at some point. And/or do a total front-end swap once the bike is back in the US, for a stiffer fork with a good disc setup.

For now, the bike's only a 350, will be lighter than stock, and traffic here is slow, but I am a firm believer in only going as fast as you can stop. Well-tuned drums, I'd hope, would do me right. On the other hand, I believe in braking late and braking hard, which is going to get me an autorickshaw up the ass sooner rather than later...maybe I should stick with less powerful brakes for my own good?

Lwt Big Cheese · « **Reply #37 on:** March 19, 2012, 03:58:06 AM »

I've been wondering how you'd got on with your mods.

Thanks fot the update.

Now we need more pics!

AgentX · « **Reply #38 on:** April 25, 2012, 11:06:25 AM »

omgomgomgomg!

I am still super-pissed at the mechanic for continual runarounds and disappointments. However, I am now doing a little secret dance of joy in my heart.

The bike is pretty much together. Engine's starting, sounds nice...snarly and a little less mellow-thumpy due to the silencer choice. The toughest bits of chassis work are still ahead...seat mounting and final positioning/linking of the pegs. (Mid-set, on little brackets coming off the passenger peg mounts.)

And manomanoman. I was really having nightmares it'd come together as a lumpy mass of Frankenbikeish proportions, since I did a lot of speculating and SWAGing and dreaming as to how it'd all look together. But it looks AWESOME. Just awesome. Not precisely how I'd envisioned, owing to practicalities and realities. And in some ways better than I'd envisioned. Quite the little street-tracker, it is. Front end is pretty clean and minimalist, tail section is short and light. Looks good with the toolboxes on, and I'll probably keep them for the time being.

Alas, I did not have the camera with me tonight. Sad, because the partially-assembled bike against the background of a riotous Rajasthani wedding procession would have been an awesome visual. But I'd just come from work and wasn't thinking.

Should maybe be ridable on Saturday. We'll see.

I will have some work to do on my own once it's in my hands. Probably have a new seat bracket fabricated, as the mechanic is trying some wonky-ass way that he insists will work and I'm really tired of arguing with him...I just want this thing in my hands so I can get it done right. Gotta install the fork cartridge valve emulators, probably moving the ignition coil up under the seat, maybe clean up the wiring and swap out some switchgear. Still looking for a 5-speed transmission and an alloy barrel. Might send some brake shoes over to Vintage Brake for re-lining with super-duper stoppy stuff.

Maybe I'll buy another and build a bobber next, this time in my own front yard.

Lwt Big Cheese · « **Reply #39 on:** April 26, 2012, 01:34:15 AM »

Quote

Should maybe be ~~ridable~~ photographable on Saturday. We'll see.

AgentX · « **Reply #40 on:** April 26, 2012, 06:20:50 AM »

Hah. Hope so. This thread is literally worthless without pics, and is just a lot of useless blathering to this point. I'm surprised there's even one person still tuning in.

But the only pics I've had since the initial round are a set of the frame, then the frame and partly-assembled engine with the new triple trees. I'll put them up for a laugh when I get home tonight.

Won't be forgetting the digi camera on Saturday, that's for sure. I'll probably be bringing the Leica or the Rollei, too.

Desi Bike · « **Reply #41 on:** April 27, 2012, 09:33:41 AM »

Quote from: AgentX link=topic=12334.msg150956#msg150956

Won't be forgetting the digi camera on Saturday, that's for sure. I'll probably be bringing the Leica or the Rollei, too.

I like your taste in camera equipment and look forward to your pictures.

AgentX · « **Reply #42 on:** April 28, 2012, 12:06:31 AM »

Teasers as promised 2 days ago...

bike should be done today. (Hah.)

Lwt Big Cheese · « **Reply #43 on:** April 28, 2012, 01:35:28 AM »

Thanks for the pics.

Looking good.

Whilst the bike is tantalising, I love the pic with the street in the background. I can only imagine what it's like going out there into the bright, hot sun - and all the smells. Spain on steroids?

AgentX · « **Reply #44 on:** April 28, 2012, 02:31:04 AM »

Spain has got NOTHING on India.

Some other digi snaps from around the shop--it is in a rather picturesque part of Old City here.

Jelani's highly organized methodology contributed to the timely completion of the bike, I'm sure...

Beginning of a religious procession used to foment nationalist/communal violence in the following few days...there were many attempts by the drunk and high dancers to drag me bodily into the mix.

Old Yezdi (2-stroke funky thing, very popular with some in India as a classic alternative to Enfield)

Someone's always parked just across the street.

(All photos straight from the digicam and not intended as an exhibit of photographic skill or editing... for informational purposes only!)

AgentX · « **Reply #45 on:** April 28, 2012, 09:11:36 AM »

Should I start a new thread with pics of the bike? I think a lot of people might be more interested in the baby than in the 3-page mass of labor pains that is this thread.

Not that it's actually done, but still...

GreenMachine · « **Reply #46 on:** April 28, 2012, 10:28:54 AM »

AgentX - love the pics..Brings back lots of memories...So the color is like a gray/greenish military color...Its looking great being put to together on the sidewalk...Lots of assembly work done that way especially in old Delhi..Hey I thought I saw that old tire I threw out in that mishmash pile.....Looks like u having lots of fun...Keep up the pics and can't wait to see the finished running product...I'm assuming u going to bring it back with you or to your onward assignment or in storage?...

AgentX · « **Reply #47 on:** April 28, 2012, 10:58:17 AM »

That's the idea. As a 1977 it should be importable to US without restriction. Plan is to swap for clip-ons and fully rear-set the pegs, then Fireball it. (Either modding the cases to accept a 500 barrel/head or just trading the 350 for a 500.)

Just started a new thread with pics of it built(ish). Figured more people'd be interested in a "hey, look at the bike!" thread than this ramble...

Okie Enfield · « **Reply #48 on:** April 28, 2012, 04:40:21 PM »

Those pics are awesome!..........

AgentX · « **Reply #49 on:** July 21, 2012, 12:55:32 PM »

(Now an older pic but not much has changed except the shocks and some license plates...)

After a long battle, it's now set up with an alloy barrel and a 5-spd right-shift transmission, and working through the break-in. Slapped adjustable Hagons on there, too.

And it got a few treats today...

-Got a proper linkage rigged up on my rearset to replace the flipped-backwards shifter I'd been running; was too short and not shifting well for a few reasons. Looks more professional than anything else on the bike and shifts amazingly. I lost the one-up-four-down pattern I wanted to run, but am just happy I can ride it without a problem now.

-Adjusted my points gap, which fixed a bunch of problems I was attributing to an overly rich pilot jet. Still gotta re-jet but the bike is behaving much better in the meantime.

-Opened my primary to seek the source of a bit of occasional disconcerting noise and grinding sensation. Found the chain adjuster had slipped, and the primary was running too slack. Then noticed that the chain adjuster has a provision for an underside adjuster bolt...my previous "mechanic" had not used one and the adjuster was collapsed to the slackest position. Got a bicycle chainring bolt from my parts box and voila, I'm no longer having nightmares about my alternator or clutch detonating.

-Sanded and hand-painted (ie, poorly) a chrome exhaust strut to match the green frame.

Still need to:

-Obtain new fork sliders and install my cartridge emulator valves

-Re-jet the pilot

-Seal up the reducers between my muffler and header, which allow some exhaust to puff out.

-Re-locate rearsets to a more mid-set position. Could be difficult based in where I wanna have them. Don't want to weld tabs on the frame so maybe I'll just leave as-is...this is why the guy who was supposed to mid-set them put them where they are in the first place!

-Change my contact breaker unit, as this one just seems to have seen better days. All the fixing nuts are chewed up beyond usefulness and the points look a bit ground down.

-Rig up a shorter rear brake actuating arm to help scale it down to work better; the rearset "arm" isn't as tall as the stock brake lever. Should be able to cut off the forked adjuster barrel end, drill a 6mm hole in the stub of the actuator, and run a rod with quick-disconnect clevis ends on both sides to tie it all together.

-Receive, paint, and install new swingarm...this one seems a bit twisted to the left, and the fork ends were seemingly partially ground out by someone at some point for some unknown reason.

-Try to find an inner chaincase that will let me mount my stator directly to it...the arrangement in the current one uses a sort of adapter ring which is torture to deal with. When you bolt the stator to the ring, it precludes access to the cap screws that fix the adapter to the chaincase. But if you fix the ring to the chaincase first, you can no longer access one of the bolt heads which attaches the stator to the ring!

-Go to a high-quality plug and coil

-Try in earnest to mount a plastic tire licker for use in the monsoon season.

-Eventually, re-wire this whole sucker. Everything was set up by the "mechanic" in Indian fashion...wires twisted together, no solder or positive connections, everything in a real rat's nest. I do have the deluxe package, though...lots of electrical tape covering it all!

-While I'm at that, obtain a tail light with brake light capacity and rig up the switch in the tool box.

-Decide, eventually, if I want to keep the cafe/tracker tail or go with a more vintage flat-tracker look using a fender and solo seat. If I keep the tail section I'm gonna look at a more elegant mounting solution.

Arizoni · « **Reply #50 on:** July 21, 2012, 05:42:20 PM »

I've heard that owning a Royal Enfield Bullet can give the owner something to do with his spare time.

Rather than just sitting there on your butt, you really need to start thinking about some projects for you to do to the bike.
Something that might make the bike run a little better or perhaps, be a little more dependable.

I'm sure you could find something.

(Boo-ha-ha-ha-ha. Hee-hee-hee.)

AgentX · « **Reply #51 on:** July 21, 2012, 10:21:22 PM »

Quote from: Arizoni on July 21, 2012, 05:42:20 PM

I've heard that owning a Royal Enfield Bullet can give the owner something to do with his spare time.

Rather than just sitting there on your butt, you really need to start thinking about some projects for you to do to the bike.
Something that might make the bike run a little better or perhaps, be a little more dependable.

I'm sure you could find something.

(Boo-ha-ha-ha-ha. Hee-hee-hee.)

yuup. I forgot that I adjusted the valves yesterday too...

AgentX · « **Reply #52 on:** September 19, 2012, 07:47:02 AM »

Made the first long ride today. Hit 70mph briefly, even. (An optimistic speedo 70...should try with GPS.)

I am smitten with the bike now. It's been agonizing, and still is, but truly fun and rewarding. Miles to go, still, to get it perfect, but one step at a time.

Will put up something in ride reports when I get more pix from my buddy.

ace.cafe · « **Reply #53 on:** September 19, 2012, 08:19:22 AM »

Looks nice!
Glad that you got the mixture sorted better. 70mph is pretty good for a 350.

Once you get smitten by the Bullet, it never goes away. It's pretty much unique, even among Brit singles. It has a "certain something".

boggy · « **Reply #54 on:** September 19, 2012, 09:23:21 PM »

Hey, looks great AX!
Has a really great stance to it. Like how open it looks. Seems like you had to make some custom welds to get that straight seat over the electronics? Fenderless rear looks awesome... makes it look tough. Rear tool-boxes set it apart from any other tracker. As I've mentioned before, love the sans-nacelle look. Shiny pipe looks good too against all the drab.

Looks kick ass man. Nice work.
Boggy

AgentX · « **Reply #55 on:** September 21, 2012, 11:03:17 AM »

Thanks, gents.

Ace, the mix is still a work in progress, but I am learning.

Boggy, the seat sub-frame is simply a piece of angle iron cut/bent/welded into a cross-brace of appropriate height that bolts onto the eyelets in the frame. It has struts to the rear shock mounts to stabilize it, and a strip of bent metal at the top which engages the interior curve of the seat hump. Seat has threaded mounting holes built in, so it's just bolted onto the frame. Incredibly crude but seems effective. Front of the seat has prongs (unit is designed for an old Yamaha) which engage a small metal "t" welded just aft of the tank.

I do like the stance of the bike--am using slightly longer shocks to tighten up the angles and raise it a bit.

Bike still has the interior fender in back which protects the engine et. al. from spray, but I am going to get a small alloy fender-tip thing made up to follow the curve of the back of the seat hump. Really needs a bit more mud-catching ability; I have a permanent skunk-stripe of road gunk and mud on my jacket. Just need a little more length on the back, and this should maintain and even improve the look. Tail light will be a small lucas-style one just on the underside of the fender tip

Next step is a disc brake up front! I really didn't want to go there, but I wanted to replace my fork sliders. The oil seal threads are shot and I can't find a good way to repair them, and the only genuine RE option available new is the disc fork. (Tired of mucking around with aftermarket and crapped-out used junk.) Damned cheap here so I might as well do it. I am almost tempted to buy some nice alloy rims to go along with the disc conversion, but don't know if I can bring myself to spend the cash right now.

Also have some electrical upgrades to do. NField gear had an up-rated alternator for sale and I scored a Boyer Powerbox cheap. Bosch coil also on its way.

Installed a new swingarm today, but it doesn't seem to have fixed the bike's alignment problem. Maybe it lies in the QD drive unit I am using (retro-fitted to the 1977) or the whole frame is misaligned. If so I guess I'll live with it until I'm back in the States and the bike gets a full tear-down...then maybe a specialist could re-align it, right?

Am guessing it's the QD, though, since it seems to be a problem with the axle itself being not square to the rest of the frame. Didn't notice anything which seemed to be off in the framewhen swapping the swingarm itself.

Got a minor primary leak now which is annoying me. Cleaned the rubber ring seal but it's still seeping. Maybe from the back, I am guessing.

Ducati Scotty · « **Reply #56 on:** November 03, 2012, 12:16:30 AM »

X, I'm thinking about mounting the same rearsets to my UCE C5, and I'm shooting for a middle position as well. Could you post some close up pics of what you have now just so I can see? I'm gathering/fabricating parts to mount them. I'll be sure to share whatever I put together with you. I think it will actually be a pretty simple thing to copy once it's all done.

Scotte

AgentX · « **Reply #57 on:** November 03, 2012, 02:17:09 AM »

Closest thing I have to a decent pic at the moment is this:

1) mount is a cylinder (slightly cone-shaped, I surmise, to wedge in solidly as the bolt tightens) bolted through the passenger peg mount. Welded to the cylinder is a tab coming forward, which gives adequate clearance from the frame and gets them forward of the toolboxes. This was fabbed by the mechanic who did the original assembly on the bike and I haven't messed with it, so I'm not really sure exactly how it looks when disassembled from the frame. The method seems kinda sketchy in theory but has been rock-solid so far. You can see he drilled out an adjustable positive stop for the actuator, as well. I'm no longer using this.

2) The brake rod shown here came off a small Japanese or Indian bike. It incorporates a spring arrangement to deal with rearward motion of the actuator arm when the bike bounces. I'm not using it anymore; switched to the standard threaded-rod-inside-aluminum-tube actuator that most oldschool-style rearsets are using, but am having real trouble with the clearance of the brake arm around the mounting bolt. (see how it's bent here?) Might order a bent linkage rod from fastfromthepast or something.

3) leverage: you get a lot less leverage from the shorter lever-end actuator compared to the standard brake. And if you leave the drum actuator at its stock length, you have decent power but have to push the lever way too far to get it, IMHO. So I shortened the brake drum actuator as well, to preserve similar ratios to stock...will have to show a pic to explain exactly what I did. Now my power is kind of pathetic but the travel is short and feel is firm. Still working on getting this right.

4) Folding: You really want folding pegs for purposes of kickstarter clearance

There's a company in India selling rearsets with mounting brackets (and a whole cafe body kit, kinda aesthetically clumsy IMHO) ready-made. Know nothing about them but you could try them-- Sans classic, inc.

All in all, this peg positioning is further back than I wanted for a street-tracker but less aggressive than I'd want for a cafe racer. Does the job, though, and I have enough other stuff to mess with right now.

Ideally, for a mid-set, I'd want the peg to be concentric with the brake arm mounting boss on the frame, just under the swingarm pivot on the left-hand side. Right side has nothing on there, though.

Welding tabs on would be the simplest mounting method, welding aside, but there are enough tabs on there already that you could get someone to cut a sheet-steel bracket out somehow that would bolt to some existing bosses on the frame and give you a peg mounting surface exactly where you want.

Ducati Scotty · « **Reply #58 on:** November 03, 2012, 03:09:28 AM »

Thanks for the pic. I have the same concerns about the leverage on the rear brake. I figure I'll need to move the mount point on the rear lever like you did. My brake is on the right so I need to worry about clearance above the exhaust pipe for the pedal too.

I'm hoping to be able to position mounting plates for the rearsets between the swingarm pivot and the rear lower engine mount bolts. I'm guessing you have similar mount points on your frame so you ma be able to do the same.

Scott

ace.cafe · « **Reply #59 on:** November 03, 2012, 07:02:32 AM »

That rearset control looks like a Tarozzi two-piece.
Can you just move that chrome lever part to the outer face of the rearset foot control, for more clearance from the frame.
Does it have to be on the inside face of the foot lever?

AgentX · « **Reply #60 on:** November 03, 2012, 10:06:21 AM »

Quote from: ace.cafe on November 03, 2012, 07:02:32 AM

That rearset control looks like a Tarozzi two-piece.
Can you just move that chrome lever part to the outer face of the rearset foot control, for more clearance from the frame.
Does it have to be on the inside face of the foot lever?

Yep, it's a Tarozzi. The actuator lever must be where it is...it's held in place by a pin locator (adjustable orientation) and the screw-down innermost ring. Slightly offset versions are available, though.

barenekd · « **Reply #61 on:** November 03, 2012, 01:58:37 PM »

With my upswept pipe, the brake rod runs inside the muffler and the muffler is canted out slightly to clear it. The exhaust pipe itself is pushed farther under the engine case to better keep my leg off it! But everything is cleared nicely.
My setup is the Indian one and appears to have longer arms for the brake and shifting rods. The rear brake works as well as I like a rear brake too work. I can lock it up if I really want to, but I'd usually rather not. It has a short throw, about the same as the stock setup. The kit comes with a shifting arm that is the same length as the actuating arm at the peg, so the shifting throw is about the same as stock.
Bare

Ducati Scotty · « **Reply #62 on:** November 03, 2012, 05:28:38 PM »

X, any chance you could give me these dimensions off the Tarozzi rearsests?

Thanks,
Scott

Ducati Scotty · « **Reply #63 on:** November 03, 2012, 06:30:03 PM »

Never mind, got 'em.

Scott

AgentX · « **Reply #64 on:** November 12, 2012, 04:12:45 AM »

It's allliiiiiivvvveee!

Finally got it back on the road with all new wiring, Boyer Powerbox, new Bosch ignition coil and a solid alternator in a properly-drilled primary case. HID headlight, too.

I'd been having a problem while trying to replace the alternator, in that the (aftermarket) inner primary case was mis-drilled somehow and just wouldn't allow the stator to mount in the proper place. (as in, there simply wasn't enough movement so that the rotor could run without contact, not that I don't know how to space the stator and rotor.)

Then when putting the alternator on, I found the wiring on the bike was such an incoherent black-taped spiderweb of a mess I just had to trash it and try my hand at rebuilding it myself. Since the bike's not very standard in configuration, the factory harness wasn't very applicable. Big learning curve, but now it's in, the wiring is clean (except behind the headlight, where I really mis-judged things), and the battery, coil and rect/reg are tucked under the seat.

It's so gratifying to see the ammeter in the positive, finally, even with the headlight on.

Still have some kind of mix/timing thing to work out, though. But it moves again...that's something.

Now to get to that front-end swap for the disc brake fork...having a real problem getting the top caps of the stanchion tubes. Went to the local shop who informed me they just clamp them in vice and beat down on a big crescent wrench to get them off...they figure customers will never notice the marking and possible ovalization of the tubes because they do it where it's covered by the casquette.

Apparently another shop may have an appropriate impact tool to do it right. I can't make any headway doing it by hand.

Oh, and I should be getting some better rear braking and shifting soon, courtesy of solid linkage rods with appropriate bends to get things spaced out just right.

maxrotor Afro Samurai · « **Reply #65 on:** November 14, 2012, 10:21:00 AM »

You running same tires on front and rear?...look like same width...

Those dunlop k70?..81?...

AgentX · « **Reply #66 on:** November 14, 2012, 10:38:27 PM »

K70, 3.5 front and rear. The slightly bigger rubber up front doesn't seem to be a bad thing given local conditions. Lots of chunky pavement and dirt, not too much high-speed handling or sweeping turns. It's only 1/4" over stock anyhow; even on my mountain bike, that minimal difference in tire width is fairly insignificant.

Anyhow, it turns in just fine. With my slightly longer rear shocks, the tighter steering head angle keeps things frisky.

Mike_D · « **Reply #67 on:** November 25, 2012, 06:45:44 AM »

AgentX just read the whole thread. Great bike! I spent a considerable time in India with an Enfield - rode over 8000km - and this post brought back some good memories. A Yezdi! I remember spotting a few of those but never saw one in running condition.....

AgentX · « **Reply #68 on:** November 25, 2012, 07:31:05 AM »

Quote from: nycbullet21 on November 25, 2012, 06:45:44 AM

AgentX just read the whole thread. Great bike! I spent a considerable time in India with an Enfield - rode over 8000km - and this post brought back some good memories. A Yezdi! I remember spotting a few of those but never saw one in running condition.....

Thanks--just took it on a long group ride today.

I think I've sorted many of the issues and was pretty pleased with its performance. It gets an annoying amount of attention, but hey, it's generally positive. (Although the constant requests to buy it--for 50,000 rupees or less, even--and demands to know "how much cost this" and "where do I get this bike?" are a litte tiresome.) Been here over 2 years now, less than a year to go...happy to have done the India thing but not at all upset to be moving on to something new.

Got any pics from your own India riding?? We've got quite a few nice running Yezdis and Jawas around the city.

MD

RGT · « **Reply #69 on:** December 17, 2012, 01:00:34 PM »

Great project

GlennF · « **Reply #70 on:** December 17, 2012, 08:39:29 PM »

I noticed you are talking about changing the 350 barrel and piston for the 500 ones at a later date.

This may not be a good plan. My understanding is the lightweight 350 crank means the bike will rev much better than a normal 500 but it also will vibrate and shake very badly.

AgentX · « **Reply #71 on:** December 17, 2012, 11:23:39 PM »

Some have used the 350 crank successfully, but there's also a "heavy" 350 crank which is apparently just a 500 crank.

In any case (groan) I have located a 500 bottom end I'll be using. This is cool; I can keep my 350 as a spare engine and build the 500 up as a Fireball. Registration of the non-matching numbers will hopefully not be too much of a problem.

RGT · « **Reply #72 on:** December 18, 2012, 10:21:34 AM »

you will not regret the fireball 535 upgrade. I built up a 2nd motor when I did mine, though mine had new replacement cases without numbers, I up selling the bike with the 350 back in it, looking for a donor 5 spd bike now, or maybe I will find another head and barrel and go twin Fireball....

GlennF · « **Reply #73 on:** December 18, 2012, 11:09:08 PM »

There are of course also long stroke 570 cranks about.

GreenMachine · « **Reply #74 on:** December 19, 2012, 08:32:26 AM »

agent x: Registration of the non-matching numbers will hopefully not be too much of a problem on.

Is it a done deal re. shipping the 350 enfield in your HHE back to conus, storage or to your onward assignment.....Things have a way of changing at the last minute over there re. who said what and the interpretation of regulations...Hate to c u go through all this effort just to see u have to leave it there with a friend with the hopes of getting something out of it....GSO should be able to tell u specifics/Hopefully...GM

AgentX · « **Reply #75 on:** December 19, 2012, 08:54:33 AM »

Export's no big deal. Just need a local "no objection" certificate. Import is easy since it's older than 25 years and qualifies as a classic. Someone else just did the same thing... (inspired by me, of course, but they left here first.

)Next position will be without family so it'll stay with them in the US.

The non-matching numbers won't be an issue until it's in the US. It's being exported/imported with the original engine in it. Won't have my Fireball to install until I'm back in the States anyway.

GreenMachine · « **Reply #76 on:** December 19, 2012, 09:20:44 AM »

sounds like u got it covered...GM

AgentX · « **Reply #77 on:** December 20, 2012, 01:05:26 AM »

Quote from: GlennF on December 18, 2012, 11:09:08 PM

There are of course also long stroke 570 cranks about.

Not too interested in increasing the stroke, honestly.

noisymilk · « **Reply #78 on:** December 21, 2012, 12:13:41 PM »

Just popping in here to say how cool your project has turned out AgentX.

Well done, and good luck with importing.

I may have missed this in the thread, but when are you moving back stateside?

AgentX · « **Reply #79 on:** December 31, 2012, 07:01:03 PM »

Thanks Milk--

Still have miles to go before I sleep, but overall it's been a great learning experience. Think I've got the plan for the new engine in place and am looking forward to a little more reliability as much as I'm looking forward to performance.

That front end-swap should be happening in the next week or three.

Appreciate the kind words. I'll be back Stateside late next summer, but will be heading out again for another year after a few months of leave and training. (Going someplace hot and dusty for a short tour...) Hope I can get the new build together over those months and maybe while I'm back on a few R&R trips over the following year.

No idea where I'll be after that; with my luck it'll be somewhere that won't let me import a 37 year old motorcycle from India...

Arizoni · « **Reply #80 on:** December 31, 2012, 10:29:09 PM »

Well, I hope you land in a place where they would be happy to see your bike imported.

Wishing you and everyone else on the forum a Happy New Year with many good rides.

Ducati Scotty · « **Reply #81 on:** January 01, 2013, 09:50:57 PM »

So while I was looking into different foot control options I ran across Kuryakyn. They make lots of different styles, mostly for cruisers and Harleys but they have a cool system that could be adapted.

Their system is composed of a clevis that mounts to the frame, a post that mounts to the clevis, and a footpeg that mounts on the post. The clevises come in a few different lengths and there are also extensions. Combining different parts you can get lots of different lengths, so once you find your mounting point and determine how far out you need to come, just mix and match to get what you need. They also have replaceable rubber bits to absorb the vibes which is nice for bikes like ours.

Here are some links to the footpegs with dimensions and some of the clevises and extensions:
http://www.kuryakyn.com/files/general/Footpegs%20for%20web_Harley.pdf
http://www.kuryakyn.com/Products/493/Footpeg-Mounts-Mounting-Clevises
http://www.kuryakyn.com/Products/559/Male-Mount-Footpeg-Extensions

You'll still need to fab up the shift and brake controls if you use these.

Scott

AgentX · « **Reply #82 on:** February 09, 2013, 09:47:52 AM »

Oy, vey. Been a doozy of a few weeks with the bike sitting forkless in the driveway on a jack. Thought I had everything set for the fork swap for a disc setup. New pumping rods drilled and springs cut to fit the valve emulators, everything painted, new top crown...yadda yadda.

Then it turned out nothing fit (imperial/metric issues, but a few other compatibility issues) and it took a few weeks of running around to get all the hardware that meshed. Worst part was my valve emulators from the old fork won't fit the new one--the new stanchion tubes are just a bit thicker. That meant my cut springs and drilled pumping rods were also useless, so I had to get new un-cut ones...the agony continues.

While the bike was down, I pulled the distributor shaft which had frozen stuck to the timing advance unit and replaced the points cam, which was a non-factory bodge with a strange profile, and which didn't run true. Bonus...I think I may be able to keep set bike for a steady idle now.

Worst part was the bar clamp on the Thunderbird triple tree--it's some bizarre thread; still don't know what it's supposed to take. No dealer couldn't help and kept trying to foist 1/4-20 studs on me, which do fit every other top crown in the world, but apparently not this one. Alternator studs, strangely enough, seemed to fit but a bit loose, and I ended up with a stripped-out clamp. Which is fine--I kinda needed to have them re-tapped for a more available thread anyhow. But it did make my triumphal ride pretty ginger, since I had the bar clamped down properly on only one side. It was also short, since I needed to remove the top crown again to get it fixed.

It was kind of soul-crushing to have to take off the bars, the dashboard, etc. to get the top crown back off and leave the fork just hanging there, but I'm not going to half-ass the machine work by trying to do it with a hand drill in situ; plus, I think it might be best to fill the existing holes with weld and re-drill/tap.

Next up, maybe a new custom tail section with electrics undertray, and re-re-wire job now that I know how to do it better, along with some other possible doodads.

Fireball is going to be in the works Stateside as soon as I can get the engine parts to Ace and Chumma...hope the shipper can put them in the mail soon.

[/soliloquy...for now.]

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Author Topic: My New Plan (Read 3631 times)