Well in range for a drive home vid then.

I love Derecks get it running and drive it home vids. Not so much his latest lets build a drift car, money no object, in my super duper new well equipped workshop.

The first I can relate to. I have been laid on my back in a foot of water at the bottom of a quarry, desperately trying to get a bitch of a machine to run, more times than I care to remember.
Now I am too old for such shennaginans, I am relegated to the well equipped workshop. Like Derecks vids in his shop, it is as boring as hell.

I agree I guess fame and fortune changes a lot of people definitely more interesting when he has to get dirty and rig things to get home. Fuel maker happener 

Don't forget the lone wolf 3000.

Well I found myself at an unexpected loose end this morning, so started to reassemble the bottom end.

It all went fine until it didn't.  Still, that is my fault.  I should have read the blurb and not "assumed".

So new bearings fitted.  Heated the left side bearing and dropped it on the crank, let it cool down and started heating the left case.  New mainshaft needle roller needed the lightest of touches to drive home and the crank dropped straight in.
Transmission requires the full cluster complete with selectors and drum to be "assembed" in the hand and dropped into the left case.  A bit fiddly getting everything lined up and seated, but I have done this job on the almost identical RT100 motors, way back in the mists of time, many, many times, so it ony took a minute or so.
It would have been so much easier if the selector shafts did not have E clips fitted at the ends.

Cases fitted and clutch side put together.  We have gears.. All of them, but as Mark T says, do not expect slick changing without the tranny full of oil and the machine moving under power.

Came to fit the clutch plates and  whistling a merry tune, started giving them a oil bath prior to fitting.  Hang on a mo...

Drat.  They are too small.  I have the wrong ones supplied, they are obviously not DT100 plates as advertised.  Looked at my order details and noted that it said 1978 to 1983.  Oh. 

I looked at CMSNL and noted that Yamaha obviously changed the clutch assembly for a smaller one in 1978.  I assumed they were all the same.  Nope.  Nothing for it other than to take it on the chin.
Another set of the correct type ordered.

Job stopped because I am still waiting for the piston, small end bearing and circlips to show up.

Looks a bit different to last weekend.  Barrel and head loosely plonked on for artistic licence.  There is no piston inside.

Uh!  No sooner had I sent the previous post, there was a knock at the door and the postie stood there with my piston, circlips and small end.

If I get the chance, I will put the top end together tomorrow.

When I first lifted the head, the bore and piston looked to be in great shape.  It was quite the shock when I lifted the barrel last week.

​​​​​​The decision to fit a new piston was not the hardest to make...




​​​​

Damn, that's a lot of paint!

cliff

Not really.  About a half a can on the cylinder and head.  Everything else is bare untreated metal that just underwent several industrial cleaning processes.
The cases themselves just had a quick pressure wash.  I ran out of time and had to get back to work.  I did not even have time to clean out the crud at the rear of the oil pipe chamber.  
Was going to do it when I got it home but forgot. I will do it in the morning.

I do see what you mean though.  The lighting and post processing of the image during the site's image compression makes it look like it has all been sprayed with chrome paint.  It has not.

As an aside, how many cold nip layers can you count on the old piston? I can see 8.  Poor thing must have been habitually ridden from cold start to full throttle in 3 seconds.

Just like I wanted to when I was a kid.  Luckily a more sensible head (dad), supervising proceedings made me wait till it warmed a little.  Seemed to take forever, so I can't condemn them for it.

Had maybe three hours on the bike this morning.  Top end put on, motor fitted in frame and electrics wired in.

If I had not ordered the wrong clutch, I would maybe have had it running this weekend.  Just need to steal the plug cap off the 175 until the new one arrives.

I hope the transmission becomes a bit less prone to false neutrals and general lethargy once the oil gets around.  It gets the gears on the bench by manipulating the change drum with a screwdriver, but like Chuck Berry says " you never can tell".  I never had one fail before though if it generally shifted on the bench.

New piston and rings fitted, ready for the barrel.  The barrel went so far down and stopped, much to my consternation, then I recalled the RT100s doing the exact same thing.  You have to push the ring ends in with a screwdriver to clear the topside of the inlet port.

Barrel studs liberally smeared with grease to hold corrosion at bay.  Maybe someone in another 45 years will thank me for it.


An hour or so later and the motor is in the frame and the major stuff fitted.  The missus has pressed ganged me into the weekly shopping trip. Job stopped. 










 

The joys of the vintage motorcycle restorer. Think of a budget at the start and write it down for light comedy relief when you review it at the end...

Came to fit the airbox and of course the joint has gone hard and is mishapen due to being incorrectly fitted at some point.

Warmed it up with a heatgun, hoping for a miracle, but of course nope. As soon as it hardened it forced itself back into its original, half on half off position.

An internet search proved fruitless and CMSNL list it as unavailable.

Time for Fowlers. They list it as out of stock but available to order. Duly ordered.

Bit of an expensive morning. I am pushing for the motor to be totally completed and running before the end of the month so I went a little mad and ordered some of those niggling little parts that do not stop it running, yet are not up to scratch, or parts that I would always suggest should be discarded and replaced as a matter of course during a rebuild.
My how they mount up:

Parts on order:

New DID chain. (Old one rusty and part worn. False economy to use a part worn chain on new sprockets)
Front sprocket tab washer. (Self explanatory)
Clutch friction plates.  (embarrassing feck up)
NGK waterproof plug cap. (Old rubber type has perished)
Oil pump rebuild kit. (Currently running on premix)
Clutch cable.  (Replace as a matter of course)
Oil tank cap.  (shrunk and loose fitting)
Air filter.   (cage broken and filter foam perished)
Air cleaner joint. (Rock hard and unserviceable)
Joint to carb clip. (Missing)
Fuel tank rear mounting lower grommet. (missing)
Spacer. (missing)
Upper grommet. (Missing)
10w30 trans oil. ( not in stock)

Most of them are unforseen orders. Budget blown wide open now.

I have promised to wait till after Xmas when my Xmas bonus hits the bank account before ordering any thing else.

Large items outstanding:

Front and rear tyres and tubes.
Headlamp assembly.
Full set of flasher lamps.
Poss a new flasher can.
Registering for a V5 and age related reg number.
Insurance.

Budget blown wide apart.

You’d not want your wallet getting hard and un-usable like the air tube to the carb? Opening it up, pulling out some money, and closing many times will help! (:
I’ve got 2 old twin Hondas sitting in my new garage that need attention.. both are locked up.. I feel they’ll require extensive wallet openings!
Sneezles61