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  1. #21

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    Thanks for the info, unfortunately i have experienced quite few of the Amal foibles, i have got a one size larger main jet in the center carb, which is running fine, its the other two buggers that are giving me grief, i am in two minds whether to get some stay up floats and reset the float hight and see how that goes, or start looking for new carbs, but i have spent enough on this beast already.

    Out of interest what does a set of JRC carbs run to, and would they lend themselves to being fited to the original T 160 carb gantry without too much butchery? and would i be able to get jets for them in the UK?

  2. #22
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    I posted a bunch of stuff on Amals and tuning on other posts here. I can make them work, just dont like to. With modern fuel the stay up (Viagra) floats are the way to go along with the modern viton tipped float needles. I also posted about some methods on the adjustment of float height. I hear positive stuff about the premier carbs,, but its still an amal concentric just improved, (Sort of turd polishing IMHO)

    I will give you an exact price on Tuesday as I just ordered a set for a local guy. But they are more affordable than the Amals and 10x better quality. Site sponsor LowBrow customs is also a dealer for them, and we source those carbs from the same wholesaler. I am no longer an active dealer but I suggest people support a good vendor like lowbrow as they are friends. But I do still work with a few select customers and still have a dealer acct.

    To answer your question on running them on triples, I try to avoid Triples myself, (I have 2 here that are headed to the UK in Aug) so I have not personally fitted them to a triple, but I have heard of a number of people who have and positive results. Theres some discussion of that on those links I posted and I am sure theres more out there. I am sorry I cant more directly advise on that. I DO have a Honda 4 cyl CB750 but other than that all my bikes are twins and singles.

    As I said on this topic in other threads, I really like Mikunis, but these carbs are a good setup and I would recommend them to anyone.

  3. #23

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    Couple of new pics, i have added a different headlight, adjusted the seat mount to get the front lower, and also wrapped the pipes, have also fitted a new larger 1/2" Harley master cylinder as the braking was a bit iffy on the rear, will add more pics soon.

    Made a few other additions like digital voltage meter, and re fitted the carb bell mouths with the addition of some cone filters, like a lot of bikes it will be an ongoing project of refinements.



  4. #24

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    Quick update and some pics that will actually show (THANKS PHOTOBUCKET!:apoke!Did a quick tank repaint, just a rattle can job so not perfect but will do for now, also just took the misses out for the first time...loved it...apart from the large bumps, doing well, hard tails at our age.






  5. #25

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    Been a long time since i added to this, recently uprated the rear brakes due to using a Harley master cylinder so the ratio was wrong so had a rather wooden feeling rear brake which quite frankly didn't stop me to well and as i had the wife riding pillion on the odd occasion i took it out i wanted to be safe so i got hold of another Lockheed caliper and made up another carrier so now have two calipers on the rear which has balanced the whole system and given me proper brakes, other than that i have had it in a classic bike show mainly for the easy parking wouldn't win anything because of the classic orientation of the show but it was good to see so many nice bikes.

    Must admit that after doing a few miles on the roads around these parts i am now thinking of something more modern with suspension.




  6. #26
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    Must admit that after doing a few miles on the roads around these parts i am now thinking of something more modern with suspension.
    Given the insane prices Triples go for in the UK you should be able to sell your nice example for a profit.

    Alternate option, convert to a stock or aftermarket frame and run a suitable seat so you can both enjoy the ride. You could prepare the swingarm frame then bolt on most of your bits in a weekend.

    https://robnorthtriples.com/

  7. #27
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    Good to hear you improved your brake. Should be easy to sell if that what you want.
    Maybe a spring seat for your passenger too? Could always weld a sprung plunger section on the back and still keep your spring seat...

    FYI, I shared a link to your build thread and a photo of your chop in this thread:
    1975 Triumph t150 Chopper

    here: http://www.choppersaustralia.com/for...php?f=5&t=8527

  8. #28
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    Great looking build.

    Back in the 70's, there was a shop called "The House of Triumph" in New Orleans. I can still hear Geneo gripping about how Tridents' middle cylinders would overheat and throw the middle rod. I know that high flow oil pumps were available for twins. Not sure if any were made for the triples.

    Just a thought, but, can anyone think of a way to tap into the oil flow for the middle cylinder to add an oil cooler, just, for it?

  9. #29

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    Probably a bit of a myth, all multi cylinder engine generate more heat at the inner cylinders, but its rarely by much unless the mixture is incorrect to start, the Trident is often jetted a bit richer IE richer needle position etc,
    Most multi cylinder engines and especially turbocharged are fitted with oil squirters under the pistons to help cooling,
    The std T150/160 oil pump is a gear type rather than a plunger, and inherently higher flowing and higher pressure anyway,
    the problems arise from the way the oil passages flow as the pump feeds the crank plain bearings directly, and then through the crank to the rod bearings, so if the mains are worn the rod bearings don't get the required flow or pressure and quickly wear and fail, this usually results in a rod braking and going through the case...hence the reputation for throwing rods.

  10. #30
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    I'd just hang a Big Fucking Cooler on the engine and not worry about the middle cylinder (except to richen its mixture, that works). My T150 engine will get one when it makes its way into my Miles Engineering frame, but getting the last few bits is a bitch because the maker who took over can't be arsed to answer my emails or letters and my phone calls won't connect.

    You couldn't overcool an old Britbike unless you ran it in a vat of liquid nitrogen. Given a choice between greater production costs and being blinded by a burning penis Triumph management would have been navigating with striped canes, but they still ran (surprisingly well made) coolers stock to make up for too little finning and insufficient oil volume.

    Triples are great fun, sound wonderful and are fun to ride but obsolete as a Watt steam engine for modern use.

  11. #31
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    ...high flow oil pumps...Not sure if any were made for the triples.
    Yup, available from a few distributors:

    HIGH CAPACITY OIL PUMP
    Click image for larger version. 

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    for fitting to all variations of the BSA/Triumph 3 cylinder engine...both the feed and scavenge pumping gears lengthened by 50%. Therefore the possible pumping capacity is increased by 50%. It should be noted that the pump will not in itself provide increased oil pressure, as this is controlled by the oil pressure relief valve...
    http://www.triples.co.uk/products/oil_pump/index.htm

    High capacity triple oil pump assy.
    Part number: 71-1351A Price: 385.00
    https://www.triumph-spares.co.uk/blo...back-in-stock/

    This is a good article:

    Oil Pumps
    ...the Triple oil pump, what can be done to improve it, and how to identify bad pattern pumps from possibly good original pumps...all original pumps have a date on the body. This dating comprises a month and year code, e.g. 10-72 for October 1972...Two basic styles of pump were used in original production, and are interchangeable in service...later T160 models were fitted with the large bore oil feed from oil tank to pump, and the matching hole in the back plate of the pump was larger to suit...it is mainly internal clearances that affect the efficiency of the pump...feed gears with an end clearance of .0008" to .0012", and scavenge gears with an end clearance of .0012" to .0018",
    Read full article here:
    http://www.triples.co.uk/articles/articles/opump.htm

    And

    this is an interesting technical article about engine heat from Vintage Bike Magazine (some highlights pasted below):

    Engines and Heat
    INTAKE HEATING
    Let’s begin with the intake stroke, assuming that our engine of interest is operating at or near peak torque...This heating of the intake charge both helps and hinders...Turbulence promotes heat transfer.
    HEAT AND DETONATION
    There is a second reason why this gain in intake temperature is harmful to engine performance...
    REVERSE COOLING
    This raises another point...Cooling air passes through the exhaust-side fins and in doing so becomes hot. Then it flows on, to the intake side of the cylinder head, and this hot cooling air heats, rather than cools, the intake side of the head...
    EXHAUST VALVE TEMPERATURE
    As the intake air enters the combustion chamber, it encounters the glowing, red-hot exhaust valve. This heats the intake charge even more...In larger engines, the valves finally had to be internally cooled by partially filling a head-and-stem cavity with sodium. At operating temperature, the sodium became liquid and, sloshing back and forth between head and stem, carried excess heat out of the valve head, to the cooler stem. There, it could be conducted away into the valve guide. This in itself was a problem, because it caused oil in the guide clearance to coke, then seize the valve in the guide. During the early 1950s, Norton had to run a small exhaust-valve cooling radiator on its Manx racers, and BSA had to use a new, high-tech gas turbine alloy (Nimonic-80) in the exhaust valves of its Gold Star engines to prevent valve cupping from high-temperature creep...
    COMBUSTION SPEED AND POWER
    For these reasons, performance is better in engines with shorter combustion periods...If you can build an engine that needs less ignition timing for best torque, it will in general make more power and run cooler than combinations that require longer timing...the cylinder head runs much hotter than does the cylinder...
    DETONATION AND TEMPERATURE
    When an engine detonates – even slightly – its temperature begins to rise...(but) when an engine begins to detonate, its exhaust gas temperature (EGT) falls...
    COMPRESSION AND EGT
    ...The higher compression is raised, the cooler the exhaust valve and exhaust pipe will run...Harley tuner Don Tilley commented recently that at 11.5 compression, almost the entire header pipe of his Buell Harley engine became red-hot on the dyno. When he raised compression to over 13, only the first six inches of the pipe became red-hot...
    HEAT FLOW TO THE EXHAUST PORT
    ...about half of the heat that flows into an engine’s cylinder head is picked up from the exhaust port...
    REDUCING EXHAUST PORT SIZE
    ...engineers such as Jim Feuling have shown repeatedly that most engines do not need exhaust ports and valves as large as they have in stock form. Smaller ports of higher angle and more streamlined section flow just as well or better than stock size, and their smaller surface area further cools off high head temperatures...
    PISTON COOLING
    In air-cooled engines, piston-to-wall clearances should be as small as possible, so that piston heat can easily pass into the cooler wall...The less surface area of piston exposed to combustion heat, the cooler the piston will run, and that means, if at all possible to use the closest thing to a perfectly flat-topped piston...
    COATINGS?...
    by Kevin Cameron

    Read the full article here:
    http://vintagebikemagazine.com/techn...kevin-cameron/

  12. #32

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    Interesting about the "cant overcool British bikes" comment and in practice for me in the UK that doesn't ring true i cant remember the last time i had actual overheat problems with a British bike...in fact only a very small proportion of British bike ever had an oil cooler, the T150/160 only had them because the designer who also worked on the engine was American and they did some testing in the desert and thought it needed the extra cooling for that environment.

    I ran mine without a cooler with no problems i fitted a new Hyde pump when i rebuilt the engine and refreshed the bearings, i did not even notice any change in running temps when i did later fit one which was before i refreshed the bearings in an effort to bring oil pressure up by over cooling the oil...like i said pretty much all of the triples reputation for throwing rods is simply down to the main bearings becoming worn (often because of bad crank grinding alignment) and causing premature wear, this in turn drops the oil flow and pressure to the big end bearings which in turn causes seizure and breaking rods.

  13. #33
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    My Tiger never over heated, I had a universal transmission fluid cooler I bought from JC Whitney. Had it hanging off a tab where the air box once hung. And the summers get so hot in the Swamplands of Louisiana, you can leave tire tracks, and foot prints, in the asphalt.

  14. #34
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    ^^ Damn that sounds hot! Mind you, we've had a long hot summer this year in England .60w oil in the shovel, and glad of the oil cooler for the 104 c.i. Sputhe mill.
    Tricky- WRT to the ride and our roads -could you change the frame to incorporate rear suspension? You could try Joe at Fenland Choppers . John at Cobra MCs in Gosport makes beautiful frames too-his work on my bikes has been stellar. Seems a shame to part with your friends old ride.
    Last edited by Hoghead; 10-21-2018 at 2:47 AM.

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    You can decide why you own it and if it's provided enough fun to pass on. A bro's a bro but all of us end up pushing daisies and someone else will own it sooner or later. Perhaps the very nice build is sufficient personal experience to permit moving forward.

    Sample different machines. Motorcycles have never been functionally better. Choppers are folk art where function is deliberately impaired for appearance. Artists sometimes forget the riding aspect, and riders sometimes forget the esthetic aspect.

    What would you and your wife most enjoy riding? What would you ride more often?

  16. #36

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    Quote Originally Posted by farmall View Post
    You can decide why you own it and if it's provided enough fun to pass on. A bro's a bro but all of us end up pushing daisies and someone else will own it sooner or later. Perhaps the very nice build is sufficient personal experience to permit moving forward.

    Sample different machines. Motorcycles have never been functionally better. Choppers are folk art where function is deliberately impaired for appearance. Artists sometimes forget the riding aspect, and riders sometimes forget the esthetic aspect.

    What would you and your wife most enjoy riding? What would you ride more often?
    A very true statement, i had thought about adapting the frame to a softale but then would i still regret going for something more suable to being used as a regular hack, difficult decision....but having looked at the new Triumph Bonneville speedmaster i just may have found a suitable looking alternative...not exactly individual but way more usable.

  17. #37
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    Hey- you did your friend proud resurrecting this bike, and it got you back in the saddle-mission accomplished!
    I only bar hop on my rigids, the weekend's run to the coast I did on my Road King.. If you get a bike you are going to want to ride, you'll get far more from it.

  18. #38
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    Quote Originally Posted by Tricky13 View Post
    A very true statement, i had thought about adapting the frame to a softale but then would i still regret going for something more suable to being used as a regular hack, difficult decision....but having looked at the new Triumph Bonneville speedmaster i just may have found a suitable looking alternative...not exactly individual but way more usable.
    The new Triumph factory bobbers are also pretty damn cool for a factory custom, But I know a bunch of people with the modern Triumphs and a few small issues but overall a very happy group, I think they are a fair deal for the money.

    ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
    I would like to add to the oil cooler debate, The triples had a number of issues from the factory and were initially designed in 1965, shelved and then rushed into production as an "Oh Shit!" When Triumph realized they badly underestimated the Honda CB750 threat. The later triples improved but the early ones had a number of factory design problems. Norman Hyde was an engineer on the project and made a career out of sorting them out and supplying parts for them after Triumph cratered.
    The fix for the center cyl is run them slightly looser and jet the carbs accordingly, However MOST TRIUMPHS (twins, singles and triples) Dont run very hot, Test to find out however I have and know multiple people who have run temp probes on their engines.

    IN MANY CASES THE OILS RUN UNDER TEMP! AND ONLY A FEW PLACES DO THEY EXCEED TEMPS-ie CYL HEADS AROUND EXHAUST VALVES.

    So, TEST your engine to see,, if oils dont reach temps in the desired range its very damaging plus they dont cook off contaminants such as water or gasoline. On ALL bikes run a thermostat with an oil cooler so its only using the cooler when needed. My Sportsters barely reach optimum temp until I go into the city then overheat in traffic, so the thermostats are a godsend.

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