Trumpets, Papers and Filler

Another month slips by and I have done almost nothing to the Velo.  I am only human and so when the possibility of another bike arose last summer I took it.  It's a '68 T100T Triumph Daytona.  I have bought it, imported it and registered it French.  This took around six months and the arrival of the French log book coincided with the fuel tank leaking.  So that's where the effort for this month has gone, re-welding, filling and cutting back for the re-painting of this bike:

The Trumpet - it's a runner you see.

I'll do a blog for the Triumph seperate from this one, but I have learned an important lesson here and that's the documentation thing.  You see, although I love living here in France, one of the downsides is that you can barely break wind without the correct (and very complicated) paperwork.

To import and register a bike made by a defunct company, you must first have a certificat de datation from here:

http://www.ffve.org/

They need copies of the original log book, photos of chassis and engine numbers, photos of both sides of the bike, copies of the purchase receipts, their own form filled in correctly.  They have a manpower problem that meant it took three months for me to receive a certificate only to find my name spelt incorrectly, so back it had to go for another fortnight!

With this certificate in my sweatty hand I could send it with these other documents to apply for a French log book (carte grise):

Certificate of no TVA (VAT) to pay, Application for carte gris, certificate de datation, original uk log book, marrage certificate recognition (because the edf bill is in my wife's name), the edf bill, the photocopy of my passport, the tax d'habitition bill and the receipt from the previous owner (untranslated).  Nothing unreasonable really but so many bits of paper!

 Once registered, I took it for a blast and as I said, found the fuel tank leaked from the centre weld at the front.  This is usually vibration damage and / or corrosion, so I have had to whip off the tank.  It's been stripped down, had the welding and brazing done, and now I'm getting it ready for a re-spray.  If you've ever done this sort of thing you'll know how much rubbing down and preparation is required.

Tank stripped back around the leak and painted with flower and water (whitewash is better though).  A drop of fuel sloshed about in the tank and the leak shows up as a damp patch - erm...

Removing the old paint... Pffffffff.  I did it by hand because I didn't want to do any more damage to the old metal.  I found more sins that had to be fixed propperly. 

 
While I was at it I popped off the carbs and re-built them too.  Even if the ad says "carbs re-built by a pro" just pull them apart anyway because you'll find something wrong.  For me, the main jets were the wrong size, everything was clapped out, one needle was not straight and there were no 'O' rings in the joints to the head, the slides rattled in the bodies and they were full of muck.  The only reason the floats sealed must have been because of the viton tips on the float needles.

"rebuilt by a pro" - but probably some years ago...

So there goes a month.

CAD vs Drawing Board (CAO vs la Planche) 2

Murphy's law is far reaching and can make you eat your words.  I recently posted a gripe about the downgrading of the engineer in certain companies in the CAD era.

Well, I made up a CAD model of the brake lever in that post and I uploaded it onto the excellent Grab Cad site.  I was very quickly answered by a bloke called Cameron Reid who has already done the engine, gearbox, carb etc. for a Thruxton.  Self- taught, he's done a ton of bloody good work and is happy to share it provided you have the good manners to credit him wherever you use it. 

I still love the original drawings for their style but it has to be said that this stuff looks great on CAD.  That's as near as I'm getting to actually eating my words.

Little things that count

Thinking Juice

I got my oil pump banjo bolt back.  I gave a bottle of very good rosé to a chap I know who has so many machine tools at home that he's got a lathe in his kitchen because there's no where else to put it!  I also gave him a grade 8.8 7/16" BSF bolt to base it on and he has done a lovely job.  

In addition, this week I have received my valve collets (cotters to some).  These came with a nice touch.  In the past I have bought sets of collets for Triumphs and BSAs and I usually got two, four or eight pairs in a little plastic bag.  I suppose they would have been factory original spares.  The new ones for the Venom were not separated, but still unevenly joined at one end with little curls of swarf still attached.  I called Grove Classic Motorcycles Ltd to ask if these were as they should be, after all if they were a couple of pairs of duds I wouldn't be able to measure and check the shoulders so I wouldn't want to fit them.  The guy was out but called me back and explained to me (somewhat impatiently as though I was asking foolish questions) that they were all like that so that they always matched.  

It would seem that making a batch of these and then allowing the same size ones to be mixed up is undesirably risky.  In this age of hi-tech precision engineering this could be smiled at, after all, if you bought Honda ones, they'll be separated.  I would not be so dismissive.  Wherever I come across these practices I usually find there's a good but not obvious reason behind them, indeed I find them comforting because this has been thought about.  My collets can't be mixed up, so then they're a bit like parts for a flintlock pistol.  That's rather a romantic notion to me.  

To the left the banjo bolt story from correct part to re-made upsized bolt to replace the bodged one that snapped.  Looking closely at the "propper" one, it has stretched, so I suppose I'll replace them all.  To the right, the valve collets, old and shiny new "flintlock" ones.

Cad vs Drawing board 1

Having just put down the engine in my nice newly sorted out workshop, I strayed near the computer, so here I am again posting a post.

I looked up "Drawing Office" on google images, an impulse after deliberations earlier today, and quite by chance I turned up this image:

This bloke offers a brilliant service here:
http://owensvelos.co.uk/
where you can buy copies of many of the original Veloce factory drawings.  I shall be ordering shortly.

A veritable blast from the past.  I once worked in drawing offices where we were all on drawing boards.  CAD was an exciting prospect, but not suffeciently developed for normal day to day working.  The drill then was to agree on the design, get the (paper) drawings done, have them checked and when the bits were made / samples in, go and do a 100% inspection on them.  You then had be on hand for when the assemblies were made and sort out problems that arose and if there were problems, then the usual first lament was "drawings must be wrong" even if they weren't.  With all that accountability to all levels of the heirachy from boss to stores ckerk's assistant's mate, you ended up wearing the job as you would a coat and you usually had a lot of these coats to wear.   

What I'm getting at here is that the business of design engineering seems to have been a lot more hands on before the CAD era.  I think it's reflected in the products too.  Take an injection moulded plastic part for example.

These days, we can get a rapid done (say an SLA), that is a model of the final part to-be, and the evaluation is mostly done off of that before the T1 samples (the first parts made from the mould) comes in.  By now the non-engineers from other interested parties have been involved for a fair while and no-one really wants to back off if the money on the tooling has been comitted.  This was once a "backroom boffin" affair that could be "massaged" before it produced a product prototype for other managers to evaluate later on.

In my opinion we made more attractive products under the old system.  We made things that were a more human scale.  Things we could repair rather than replace, more characterful things like these:

As opposed to :

Yes, they're more advanced and arguably better built, but that's the technology.  Imagine what the guys who made the first three could have done with modern technology.  Making CAD models of real things is a skill in its self and I feel it adds a layer of virtual glass between the bloke that should be accountable and his design whilst everyone else has a finger in the pie.  This mindset percolates upwards in the organisation to affect the product it's self.  This is contrary to modern "design industry" dogma and I think it's a shame.

SolidWorks "ultimate CAD Chair project" sponsored by the biggest CAD company and run as an interactive project with young design engineers across the world.  It has a motorised seat, three screens, a sound system....

...and looking remarkably similar is your average cheap Arcade game.

My CAD workstation is now on another table and my own desk is clear.

Why do we do it?

Blokes in sheds, rusty old machines, the smell of grease and hot oil -where's the motivation?  Hard to explain, but this chap puts it well:

Staying on the Plot

Still working away, but not much blogging done.  These are the times that you can become so ensconsed in the workshop that you can lose sight of why you're doing the project.  So here's a tantalising reminder as to the why.

Progress!!!

It's been a while, three months I believe, but that's the nature of rebuilds when your life dosen't depend on it.  It took what seemed like forever to get on with the head and I didn't really want to get started on something else in the meanwhile as that's the route to project creep with me.

Come on Daddy, clear this up and get on with it!

 It would seem that there is no-one in Herault who is prepared to take on blast cleaning of old motorbike engine parts.  That's an area big enough to not want to be bothered driving beyond for the sake of a clean up.  

Herault is number 34 at the bottom on the coast of the Med.  Loads of open country and almost no services for the erstwhile motorbike restorer.

In the end the way you know is the best / quickest / easiest, so I went and dragged the head all the way back to Blighty.

Criterion Engineers Ltd are advertised in the Velo club magazine and website and as far as I can tell that's the extent of their marketing.  Nonetheless, it turned out to be a remarkably trouble free way to go.  As I work for a firm based not far from them in Swindon and I have to go there from time to time, I called up Criterion Engineers Ltd, arranged to drop the head and rocker box off and collected it again a few weeks later.  Whilst I was there I saw evidence of some very sound, well developed engineering techniques going on, mostly concerning Velocettes.  When it came time to pick it up they were going to be out, so the head assembly was left in a coal bunker outside with the invoice.  I simply picked it up and popped a cheque for a pretty reasonable £153 through the letter box.  Very civilised stuff, particularly when followed by an excellent lunch with a pint at the nearby Royal Oak . 

So that's a blast over, new hardened valve seats, new valve guides, a new exhaust spigot and the dodgy threads sorted out and helicoiled.  It looks so nice that I couldn't resist placing the parts together to see what they'd look like.

Oooooh, aaaaaah......

There's a happy final note too.  When it came to grinding the new valves in I blued them up to start off so that I could see how much work I had to do.  The light smear of blue on the valve face left a perfect unbroken ring on the seat.  I know it's logical given that the new seats and guides were put in at the same time, but all the same, nice work Criterion Engineers Ltd.