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jon v8

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About jon v8

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    Advanced Member

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  • Bike
    AJS,James J9,BSA,TY

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  • Location
    Bath UK
  • Gender
    Male

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  1. Section Swept, as with Metisse I agree with most of what you said apart from some of the Yamaha comments. The main thing being the way they steer, they are very good - one thing that the Majesty frames did not alter was the steering angle,even today many riders try to improve them by using leading axle forks from the mono's - most go back to the originals. Mick did know what he was doing,and Yamaha were sensible enough to listen. Also its only the outer clutch and magneto covers that are magnesium, the main crankcases are aluminium alloy that welds beautifully. The outer cases can usually be repaired nicely with JB weld or similar. I can't understand why you think they are difficult to work on... You want to try an AJS.Matchless motor if you think Yams are bad.
  2. Couldn't resist commenting on this David. I've had and been riding TY Yams since 1987. Had loads of different bikes,but only ridden one Ossa - It was Mick's own highly modded bike. It felt right and very familiar straight away,apart from running without a tickover which took a bit of getting used to. For the average owner I think the Yam has it , simply because they are so right to start with and are so easy to look after and repair.(Very rare to need repairs unless a farmer has had hold of it for years rounding cattle up with it.)
  3. Not true, its a small market and they are more enthusiasts than business people.
  4. As Faussy says, just get them done at Philpotts. They straightened and rechromed my AJS forks nearly 10 years ago,its done a lot of work since then and isn't very well looked after,they are still perfect.
  5. Hi Can any one help I have a Montesa Cota 171cc from the 70's well that's what I have been told?

    I would like to identify the the cc and age of the bike as I am looking to organise spare parts too 

    Regards

    John    

  6. Many thanks to those who came along and rode or helped out, we raised £457 for the Friends of Huck. Our next charity trial is on the 22nd of September at Ayford farm near Marshfield.
  7. As per the title, we are running our next charity trial this Sunday July 14th at Star farm near Marshfield on the A420 Bristol to Chippenham road. All proceeds from the trial will go to the Friends of Huck Charity. We will be running a 4 lap, 10 section format, for all Pre65 and twinshock classes. Three routes to suit all abilities,but nothing too tight or scary. No mono's. There will be a burger van in the car park ,plenty of level,hard standing.Postcode for the event is SN14 8LH. Please come and join us. 11am start. https://joncvsv8.wixsite.com/ashwicke
  8. Either a blocked exhaust or its worn out.Don't expect it to be like a modern Gas Gas, but if they are in good shape they are fine,plenty of power for twinshock trials.
  9. Be a good idea to get hold of a copy of the Rupert Ratio engine manual,everything you need to know is in there. http://www.ratiopublishing.co.uk/
  10. The Arbuthnot is often 80 miles +, but only 15 sections, I'd like less miles,more sections. (Not too comfy on a rigid AJS...) But its a lovely part of the world,there are always great bikes too see and like minded nutters to chat / take the p%%s etc.
  11. I Tig welded a hole in the crown of a piston that was made by a valve trying to escape. Apparently the engine ran fine afterwards,but it was a Rover K series. I think if it is measured after the weld and its not distorted it should be fine. Rod choice for the filler metal should be a big consideration.
  12. I think the confusion is that the top gear ratio as said locks the clutch to the front sprocket - 1-1. In the charts the top gear ratio has to be used to calculate 1st,2nd,and 3rd overall ratios as they all drive through the layshaft back up to the sleeve gear. So what we need is the smallest teeth count on the layshaft going to the largest tooth count on the sleeve gear.That way the gap separating the intermediate gears from top gear is biggest. The early distributor type engines have a better choice,as the trials sleeve has more teeth than the WD B40 type. I always ask Rupert Ratio for the info,he is a walking BSA info system !
  13. jon v8

    Bolt on footrests

    I can't be bothered with "Thread" politics, but one thing I would say is that those bolt on footrest kits are not very strong.I had something very similar or maybe identical from SM products on my TY250, they bend very easily. I ended up welding a thick gusset down the front face of them.
  14. Ok, home again and just getting my C15 ready to ride tomorrow. Its running a 520 chain with 13 teeth on the gearbox and 48 on the rear wheel. WD B40 cluster and standard C15 engine sprocket and clutch basket. That combo works fine for closed events, but would be cruel for any distance on the road.
  15. I think you also need to take into account of what internal gearbox ratio's you are using.My C15 needed a different rear sprocket after fitting the B40 GB cluster in it.I'm away on holiday till next week,so can't tell you what I'm using.The only thing I would say is that although its a wide ratio GB cluster,first is fine,just where I need it,so is second. Bit of a gap to third,but top is bloody useless on the road.Much over 24mph is horrible, so I wouldn't want to use it for a road trial. For that I'm going to build another engine based on an early distributor type engine with the original trials ratios, giving the biggest jump from third to top you can get - Info from the main man Rupert Ratio.
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