For Kel: B Grades bucket build

[husaberg]

pretty sure the clutch basket sits on that bit, but stand to be corrected. We are having a look at spark erosion at the moment.

OK?but why change it?(the shaft)
The basket will likely have a press-in steel female spline in the alloy Clutch hub
Just a thought?
If it is anything like Honda's the drum/hub will be fairly generic casting with a different primary gear riveted on and steel spline adapter pressed in for different models.
You will likely need to rivet on the correct gear but it may be easier. Worth a crack anyway?
Some Hondas have rather wide shoulder behind the drum in the casting to accommodate different shaft lengths with the same basic hub casting shared between models.
Could also be an opportunity to get rid of those funny clutch springs pressure plate at the same time.
Have a look for cross over clutch plates from a aftermarket cattledog to see what drums are likely to be very similar say Dr125 etc.
Rob was going to get one off Kicka at one stage to see how they match up i recall.

These all share similar plates
GP 100 C/UC 78 CK3319
RM 100 A 76 CK3319
RM 100 N/T/X 79-81 CK3319
GP 125 C/N 78-79 CK3319
RG 125 CG/CH/J (NF12A) (Gamma/Rear Drum Brake Model) 86-90 CK3319
RG 125 UCG/UCH/UCJ/J/BUJ (NF12B) (Gamma/Rear Drum Model) 86-90 CK3319
RG 125 FN/FP/FR Gamma (NF13A / Rear Disc Model) 92-94 CK3319
RG 125 FUN/FUP/FUR Gamma (NF13B/Rear Disc Model) 92-94 CK3319
RG 125 UN - Wolf (NF13E / Naked) 92-94 CK3319
RM 125 N/T 79-80 CK3319
RM 125 G/H 86-87 CK3319
TS 125 XUE/XUF/XUG/XUH/XUJ 84-90 CK3319
TS 125 RK/RL/RM/RN/RP/RR 90-94 CK3319
GT 185 K/L/M/A/B/C/EC 73-79 CK3319
TS 185 K/L/M 73-75 CK3319
TS 185 B/C 77-78 CK3319
TS 185 ERN/ERT/ERX 79-81 CK3319
DF 200 EV/EW/EY (SH42A) 98-99 CK3319
DR 200 G/H/J 86-89 CK3319
DR 200 SEP/SER/SES/SEV/SEW/SEX/SEY (SH42A) Djebel 93-00 CK3319
DR 200 SE Trojan CK3319
DR 200 SEK1-SEK9 01-09 CK3319
GT 200 EN/EX X5 79-80 CK3319
RV 200 K2/K3 02-03 CK3319
SB 200 N/X 79-80 CK3319
SX 200 R/R-Z/RJ/RM 90-91 CK3319
GSF 250 N/ZM/P/NP/ZP/R/NR (GJ74A) 92-96 CK3319
GSX 250 RCH/RH (GJ72A) CK3319
GSXR 250 CJ (GJ72A) CK3319
GSXR 250 CK (GJ72A) CK3319
TS 250 XE/XG/XH/XJ/XK 85-89 CK3319

[cotswold]

The new one is also longer so still needs to be shortened but the idea of having a better clutch set up is appealing.

[cotswold]

I have just picked up the gear box shafts from heat treatments and they look a little sad. Off to the engineers next. I may have a working bucket soon (ish)

[TZ350]

They look OK, just a bit discolored from the annealing process, a wire brush and a bit of oil and they will be good to go.

[Moooools]

I have just picked up the gear box shafts from heat treatments and they look a little sad. Off to the engineers next. I may have a working bucket soon (ish)

Real question is: How much did they warp? Surely that gear in the middle could not be favourable for heat treating.

I assume they are getting surface ground at the engineers?

[TZ350]

I assume they are getting surface ground at the engineers?

No need for any special treatment, after the shafts are modified and welded then surface hardened again. A skim of the weld and a quick linish with emery tape to clean up the bearing surfaces and finished with a bead blast will be all that's needed to have them as good as new again.

[Moooools]

No need for any special treatment, after the shafts are modified and welded then surface hardened again. A skim of the weld and a quick linish with emery tape to clean up the bearing surfaces and finished with a bead blast will be all that's needed to have them as good as new again.

Were they being carburised?
Or some other process for surface hardening?

We had significant warpage in shafts much shorter and about the same OD as that during carburising. With much less dicky geometry too. We just surface ground it out though.

Although they went to Heat Treatments Ltd I am sure they would have sorted you out. They are good like that and always tell us if we are doing something stupid before hand.

[TZ350]

Heat Treatments Ltd I am sure they would have sorted you out.

Not knowing a lot about heat treating materials when I did the Team ESE ones for the GP's I relied on Heat Treatments advice and it all seemed to work out OK.

Previously I have converted three LC350 boxs the same way to TZ length on the input shaft so they could run the TZ air cooled clutch.

[cotswold]

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[TZ350]

Looks like you have got great value for money there, those adjusters and cable plate will be very useful.

[kel]

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Make sure you loose the bolt on bell mouth, then ball radius the inlet. You may be able to shorten it up a couple of mm at the same time.
I thought long and hard about using one of these but decided for the RV motor a shortened and taper bored PWK was the way to go. Funny that Im now having so much trouble getting my jetting right.
Pumpers are great for tight spaces or odd angles but of no advantage on a RV.

[cotswold]

Make sure you loose the bolt on bell mouth, then ball radius the inlet. You may be able to shorten it up a couple of mm at the same time.
I thought long and hard about using one of these but decided for the RV motor a shortened and taper bored PWK was the way to go. Funny that Im now having so much trouble getting my jetting right.
Pumpers are great for tight spaces or odd angles but of no advantage on a RV.

The Tillotson appeal is the fact I will not have to take the carb off a million times during the course of a weekend.

[cotswold]

Popped over to see Rob for a chat and to show him the carb. He took a look at my porting effort and suggested where it could be improved.

[Yow Ling]

Thats a large tool !!

[FastFred]

Thats a large tool !!

Compensating is my guess ....