That's one advert for desmodromics
900GTS build...
- Thread starter Vacant Possession
- Start date
Snaggin' an oil leak...
Most pigged off, had to drop the engine. I have been *really* busy and have had to split the work over nearly two weeks because I can hardly nip off for a nature call let alone drop an engine.
:banghead: :hissy:
The engine started off pretty oil tight but sprung a leak which was getting worse - as luck would have it, from the rear cylinder.
Anyway, engine has been dropped which I hate doing as it seems like I am going backwards. It turns out two of the three seals were pretty mashed, one low pressure return 'O' ring and one high pressure feed 'O' ring.
You can't really see how shagged the smaller high pressure 'O' ring was as it seems to have recovered; I am certain these 'O' rings were made of cheese.
I am hoping Brit sourced 'O' rings will be of substantially better quality than that fitted by the Dutch engine builder - I am not complaining as I am pleased with the engine. I had the chance to check & clean the surfaces but they looked good, so fingers crossed!
The bores looked in tidy condition which isn't too surprising after only ~300 miles; The honing marks are still visible.
I don't really know how far I have travelled as the instruments were the first snagging problem.
I haven't properly set up the engine yet, looks like I am building up carbon.
Should be back in one piece tomorrow, Derek suggested a half way meet which would have been great, however had I not fixed this before travelling so far I would have skidded on one of my own oil leaks on the way back.
Which numpty would buy an old bevel?
Most pigged off, had to drop the engine. I have been *really* busy and have had to split the work over nearly two weeks because I can hardly nip off for a nature call let alone drop an engine.
:banghead: :hissy:
The engine started off pretty oil tight but sprung a leak which was getting worse - as luck would have it, from the rear cylinder.
Anyway, engine has been dropped which I hate doing as it seems like I am going backwards. It turns out two of the three seals were pretty mashed, one low pressure return 'O' ring and one high pressure feed 'O' ring.
You can't really see how shagged the smaller high pressure 'O' ring was as it seems to have recovered; I am certain these 'O' rings were made of cheese.
I am hoping Brit sourced 'O' rings will be of substantially better quality than that fitted by the Dutch engine builder - I am not complaining as I am pleased with the engine. I had the chance to check & clean the surfaces but they looked good, so fingers crossed!
The bores looked in tidy condition which isn't too surprising after only ~300 miles; The honing marks are still visible.
I don't really know how far I have travelled as the instruments were the first snagging problem.
I haven't properly set up the engine yet, looks like I am building up carbon.
Should be back in one piece tomorrow, Derek suggested a half way meet which would have been great, however had I not fixed this before travelling so far I would have skidded on one of my own oil leaks on the way back.
Which numpty would buy an old bevel?
ducatipaddy
New member
All back in one piece ready for the VTwin Rally at Fordingbridge today.
I am hopeful the oil leak doesn't, the front brake light switch does and it wins a rosette even it is only for the most optimistic rebuild.
Having to pull both calipers off, the splitter & master cylinder to get at and clean up the detached spade & stub on the stop light switch; This involves partially dismantling what passes for a dash on the GTS just to solder the fergin' thing back together. Seemed like a right PITA, the only up side was I was able to clean the calipers in those difficult to reach places.
I am dithering between taking a huge toolkit or none at all; like the famous cat, I can't tell whether I'll need them or not. I don't know why I should worry, first oil change filter innards looked OK, first section...
Second section...
The engine has only stalled once and I have no reason to doubt it; I will do ~200 miles this weekend and I am sure it will be fine. I am still running Morris's V Twin and will do so until running in is complete. I'll do another oil/filter change at 750 miles and then change to the good stuff when running in is done at ~1,600 miles.
I am hopeful the oil leak doesn't, the front brake light switch does and it wins a rosette even it is only for the most optimistic rebuild.
Having to pull both calipers off, the splitter & master cylinder to get at and clean up the detached spade & stub on the stop light switch; This involves partially dismantling what passes for a dash on the GTS just to solder the fergin' thing back together. Seemed like a right PITA, the only up side was I was able to clean the calipers in those difficult to reach places.
I am dithering between taking a huge toolkit or none at all; like the famous cat, I can't tell whether I'll need them or not. I don't know why I should worry, first oil change filter innards looked OK, first section...
Second section...
The engine has only stalled once and I have no reason to doubt it; I will do ~200 miles this weekend and I am sure it will be fine. I am still running Morris's V Twin and will do so until running in is complete. I'll do another oil/filter change at 750 miles and then change to the good stuff when running in is done at ~1,600 miles.
ducatipaddy
New member
Have a great time 
Fixed!
Thanks Andrew.
I haven't really spent any time setting the old girl up, Pietro had a quick look and set up the front cylinder so I reckoned I'd have a go at the rear.
They do have slightly different requirements as I understand the rear cylinder runs hotter, nevertheless I though I would copy Pietro's set up to the rear cylinder as a starting point. The only other thing I did was adjust the tickover on both cylinders so that it was even.
Hey Presto! Bike started first kick from cold this morning, first kick from hot a bit later and first kick from warm a bit later than that. A hat-trick; How perfect. Not a single verb there.
I did about fifty miles today and whilst it isn't going to spank the SS (which surprises me) it is a really epic spanking ride. Sweet manners, idles cleanly, pulls hard, light delicate handling, snick perfect gearchange and sounds fantastic. Doing about 45mpg.
Still limited to < 5,000 RPM @ 650 miles, it is enough to have a hoot.
Thanks Andrew.
I haven't really spent any time setting the old girl up, Pietro had a quick look and set up the front cylinder so I reckoned I'd have a go at the rear.
They do have slightly different requirements as I understand the rear cylinder runs hotter, nevertheless I though I would copy Pietro's set up to the rear cylinder as a starting point. The only other thing I did was adjust the tickover on both cylinders so that it was even.
Hey Presto! Bike started first kick from cold this morning, first kick from hot a bit later and first kick from warm a bit later than that. A hat-trick; How perfect. Not a single verb there
.I did about fifty miles today and whilst it isn't going to spank the SS (which surprises me) it is a really epic spanking ride. Sweet manners, idles cleanly, pulls hard, light delicate handling, snick perfect gearchange and sounds fantastic. Doing about 45mpg.
Still limited to < 5,000 RPM @ 650 miles, it is enough to have a hoot.
Andrew2
New member
Fantastic mate:thumbs:.My MHR has different jets front and back,larger on the back if I remember correctly.I'll have to rejet it as I pilfered some jets for a Paso project.I'm surprised your 900 has the same jetting front and back.I'd love to get a GT/GTS/Darmah project but Ducatis are so expensive over here compared to what you blokes pay for them.I'm hoping to find an old TL600 to restore.Not a popular bike but they do something for me.Unfortunately there's 2 fifths of bugger all of them over here
hwell:
Cheers
Andrew
hwell:Cheers
Andrew
Installing my Christmas presents...
Whilst the days are still dark & short, I thought I'd attend to some of the GTS's outstanding snagging problems, the most nefarious being poor/unpredictable starting when hot.
Pietro has now had a really good go at setting the bike up and it runs a treat and is easier to start - but still exhibits tantrum behaviour when hot.
The spark looks anaemic->non existent and I have already replaced the ECU, leaving the suspects as being the coils.
Silent-Hektik shipped the kit with the smallest coils both in terms of physical size & output.
I purchased a set of these bad boys; Tracy intercepted these and they appeared under the Christmas tree. The link says the following in English...
Which put out in excess of twice the voltage & twice the total energy, but they are well bulky.
I have also read that giving the coils a nice steel mount improves the flux path, improving efficiency & output so I bought some 4mm mild steel plate to fabricate the brackets.
I had had a play and thought there'd be some bending so bought one of these Universal Bar Bender's, model UB100 which look like this...
It's a monster.
After a bit of fiddling with cardboard templates I realised I could get away without bends, but I am sure it will be extremely useful on my next project - it does tubes too.
I cut out the steel by hand (well, I did use a hacksaw) and here is the clutch side vertical cylinder mounting...
and the horizontal...
Next the good bit (I hope), connecting up the transducers, the ECU & the coils and giving it a whirl with the plugs out & visible.
What a difference! A bright purply blue spark clearly visible with a halogen bulb a few inches away.
Next is whipping the brackets off and down to the stover's for powder coating to match the frame and I hope that is the end of my really irritating hot starting problems.
I won't be testing it until we have had some really good extended rain without the roads being salted. I also have some chroming to be done and I have to whip the front head off, there is a tiny leak from around the upper bevel tube seal.
I have already replaced the seals in the rev counter drive and the GTS is a gnats whisker away from being an oil tight engine.
Whilst the days are still dark & short, I thought I'd attend to some of the GTS's outstanding snagging problems, the most nefarious being poor/unpredictable starting when hot.
Pietro has now had a really good go at setting the bike up and it runs a treat and is easier to start - but still exhibits tantrum behaviour when hot.
The spark looks anaemic->non existent and I have already replaced the ECU, leaving the suspects as being the coils.
Silent-Hektik shipped the kit with the smallest coils both in terms of physical size & output.
I purchased a set of these bad boys; Tracy intercepted these and they appeared under the Christmas tree
. The link says the following in English...
Which put out in excess of twice the voltage & twice the total energy, but they are well bulky.
I have also read that giving the coils a nice steel mount improves the flux path, improving efficiency & output so I bought some 4mm mild steel plate to fabricate the brackets.
I had had a play and thought there'd be some bending so bought one of these Universal Bar Bender's, model UB100 which look like this...
It's a monster.
After a bit of fiddling with cardboard templates I realised I could get away without bends, but I am sure it will be extremely useful on my next project - it does tubes too.
I cut out the steel by hand (well, I did use a hacksaw) and here is the clutch side vertical cylinder mounting...
and the horizontal...
Next the good bit (I hope), connecting up the transducers, the ECU & the coils and giving it a whirl with the plugs out & visible.
What a difference! A bright purply blue spark clearly visible with a halogen bulb a few inches away.
Next is whipping the brackets off and down to the stover's for powder coating to match the frame and I hope that is the end of my really irritating hot starting problems.
I won't be testing it until we have had some really good extended rain without the roads being salted. I also have some chroming to be done and I have to whip the front head off, there is a tiny leak from around the upper bevel tube seal.
I have already replaced the seals in the rev counter drive and the GTS is a gnats whisker away from being an oil tight engine.
Last edited:
ducatipaddy
New member
Bolt that bender down 
It's going up on the shelving until it's needed - it takes up too much space!
Interestingly Neal's had it up on eBay for £270, I went to their site and it was all in ~£225 inc. VAT & postage. It's a nice bit of tackle.
Interestingly Neal's had it up on eBay for £270, I went to their site and it was all in ~£225 inc. VAT & postage. It's a nice bit of tackle.
ducatipaddy
New member
when i used to do proper work we had half a dozen like that , various sizes but they were mounted on RSJ's sunk into the concrete floor vertically like stands.
we had half a dozen like that , various sizes but they were mounted on RSJ's sunk into the concrete floor vertically like stands.Preparing the bike for the Horsham Piazza Italia 9...
The bikes been on the road for about 8 months now, but hasn't seen much use for the past couple of months - the salt really gets to it so I haven't been out much - same for the SS.
Nevertheless, there is still snagging to do. In particular, I don't like bikes that continually leave their mark and I have been slowly working through the oil leaks.
I had a:-
I am just surprised it didn't leak more, anyway it is fixed now.
I have swapped the 2 into 1 Conti onto the SS whilst I have its downtubes & crossover rechromed and have fitted the 2 into 1 Verlicchi to the GTS; I had the system ceramic coated last year and the bike now looks as I intended, here it is in Petworth today - very dirty.
I liked the sound the Conti made on the GTS but I have to say the Verlicchi is in a different league.
The Conti came with an optional mute which stopped the pipe being straight through - I never used it but kept it.
The Verlicchi had fallen to bits internally and made my ears bleed with my helmet on, so I had it cut open and had Conti mute welded into the Verlicchi, not forgetting to chop the end off before re-welding so it was straight through. It was also bound with sound deadener. Result? Still louder than the straight through Conti, but what an epic noise!
Anyway, I think the black Verlicchi suits the bike and gives it a suitably rebellious look (IMHO).
The new coils have really helped with the starting and at 1,300 miles although I don't rev it out, I am pretty free with how much throttle I use. Having said the coils have really helped, it was a bitch to start today and I no longer bother spending an age kick starting it, I just bump it and it starts easily enough.
It is a cracker to rideand apart from a less than perfect starting record, I'd give it 10/10.
I was following a new BMW RGS thing (I have no idea what it was!) the other day and he decided to give it some welly; Yes, it was a little quicker but it was really quite close, he only gained a couple of metres on me which was a surprise to both me and him. Success! :shocked:
I almost forgot; Just to celebrate the rev counter stopped working when I reconnected it. Cable is turning, no idea what is going on. The joy of old bikes, eh? :crazy: :doh: :mmph:hwell:
The bikes been on the road for about 8 months now, but hasn't seen much use for the past couple of months - the salt really gets to it so I haven't been out much - same for the SS.
Nevertheless, there is still snagging to do. In particular, I don't like bikes that continually leave their mark and I have been slowly working through the oil leaks.
I had a:-
- porous rear cylinder inlet tappet cover casting - now fixed;
- leaking rear oil cylinder 'O' ring which involved an engine drop - now fixed;
- leaking rev counter drive - 'O' ring & oil seal replaced, now fixed;
- leaking front bevel tube from the top - front head off job.
I am just surprised it didn't leak more, anyway it is fixed now.
I have swapped the 2 into 1 Conti onto the SS whilst I have its downtubes & crossover rechromed and have fitted the 2 into 1 Verlicchi to the GTS; I had the system ceramic coated last year and the bike now looks as I intended, here it is in Petworth today - very dirty.
I liked the sound the Conti made on the GTS but I have to say the Verlicchi is in a different league.
The Conti came with an optional mute which stopped the pipe being straight through - I never used it but kept it.
The Verlicchi had fallen to bits internally and made my ears bleed with my helmet on, so I had it cut open and had Conti mute welded into the Verlicchi, not forgetting to chop the end off before re-welding so it was straight through. It was also bound with sound deadener. Result? Still louder than the straight through Conti, but what an epic noise!
Anyway, I think the black Verlicchi suits the bike and gives it a suitably rebellious look (IMHO).
The new coils have really helped with the starting and at 1,300 miles although I don't rev it out, I am pretty free with how much throttle I use. Having said the coils have really helped, it was a bitch to start today and I no longer bother spending an age kick starting it, I just bump it and it starts easily enough.
It is a cracker to rideand apart from a less than perfect starting record, I'd give it 10/10.
I was following a new BMW RGS thing (I have no idea what it was!) the other day and he decided to give it some welly; Yes, it was a little quicker but it was really quite close, he only gained a couple of metres on me which was a surprise to both me and him. Success! :shocked:
I almost forgot; Just to celebrate the rev counter stopped working when I reconnected it. Cable is turning, no idea what is going on. The joy of old bikes, eh? :crazy: :doh: :mmph:
hwell:
Glawster
New member
It looks splendid Paul and in my opinion it's right up there with Jesus turning water into wine in the ranking of miracles. I hope to see it in the flesh at Horsham.
My GTS has covered around 1400 miles, mostly without incident. The only real issue is that it occasionally drops out of 4th gear. Trouble is you never know when it's going to happen so it primarily travels in top. It's not so much of a problem that I feel like splitting the engine to sort it out.
At the moment Bluebelle has had to move over in the garage to accommodate a visitor. This one is sound, if a bit scruffy, but hasn't been on the road for 7 years. I'm just re-commissioning it (service and new tyres) and getting it MOT'd for a friend. He's trying to sell me it but they're a bit pricey.
What I did buy last week was this early model Laverda SF750 from Austria - taking advantage of the weak Euro v GBP. Unfortunately Chas Mortimer's van had an accident on the way over and the tank was damaged so I'm waiting for it to be re-painted. Not sure how well the brakes work but they look lovely!
My GTS has covered around 1400 miles, mostly without incident. The only real issue is that it occasionally drops out of 4th gear. Trouble is you never know when it's going to happen so it primarily travels in top. It's not so much of a problem that I feel like splitting the engine to sort it out.
At the moment Bluebelle has had to move over in the garage to accommodate a visitor. This one is sound, if a bit scruffy, but hasn't been on the road for 7 years. I'm just re-commissioning it (service and new tyres) and getting it MOT'd for a friend. He's trying to sell me it but they're a bit pricey.
What I did buy last week was this early model Laverda SF750 from Austria - taking advantage of the weak Euro v GBP. Unfortunately Chas Mortimer's van had an accident on the way over and the tank was damaged so I'm waiting for it to be re-painted. Not sure how well the brakes work but they look lovely!
just noticed its got bellmouths on the carbs? think mine had an airfilter... wonder why the original clock mounts were changed.. nice looking thing though, hope you get to ride it soon..I m hoping we'll be able to swap rides subject to you not minding trusting an old git with your lovely GTS, I have never ridden a standard GTS.
Love the Laverda, I don't think there are any Laverda's I don't like.
Thanks Neil! It's all a bit of fun; Shame you can't make it down from Lincolnshire, I'd love to see the Darmah.
Love the Laverda, I don't think there are any Laverda's I don't like.
Thanks Neil! It's all a bit of fun; Shame you can't make it down from Lincolnshire, I'd love to see the Darmah.
ducatipaddy
New member
Well i have fitted the duck tail to my Laverda.....and fitted a new rear mudguard having bought a 750 one by mistake to replace the std black plastic thing. The new one comes without any holes so 15 holes later...
Waiting for the rear light mounting rubber now,
Bit of a way to go yet
Waiting for the rear light mounting rubber now,
Bit of a way to go yet
Lookin' good!
That looks like a 1990 MHR - the best of them, in my opinion. The only bit less nice is they binned the Campagnolo magnesium wheels for FPS's, apart from that it's a great bikes with at least a 21 litre tank.
I filled up my GTS today after putting exactly 5 litres in, it didn't quite take 12 litres so even the GTS's take a max of 17 litres, Lord knows how much (little) a GT takes.
ducatipaddy
New member
Ehhh 1980 maybe
FX: Blush! Not another senior moment? I must commit myself...Ehhh 1980 maybe
As I remember, my GTS only ran about 9 or 10 miles on reserve
ducatipaddy
New member
I have been playing around with fuel taps recently for resale and i can confirm that the length of the reserve tube within the filters on Paioli taps can vary from 1" to 3" so reserves could vary wildly from a few miles to 20-30 i would think.
The problem is of course that because of this variation taps will not go on to reserve at the same time so its quite likely that you are often running on just one tap/ feed once over half way down the tank. so if you get misfires at high speed after a couple of gallons this is most likely the cause.
The problem is of course that because of this variation taps will not go on to reserve at the same time so its quite likely that you are often running on just one tap/ feed once over half way down the tank. so if you get misfires at high speed after a couple of gallons this is most likely the cause.
I have replaced the bosses in the tank to take Darmah/SS/MHR taps, I don't yet know how much fuel/miles there is on reserve.
I don't have the under tank crossover pipe, one of the reasons for the conversion.
That thar is a Darmah tap - although it looks like Andrew has changed his supplier.
I don't have the under tank crossover pipe, one of the reasons for the conversion.
That thar is a Darmah tap - although it looks like Andrew has changed his supplier.
ducatipaddy
New member
The taps available now are somewhat poor copies of the original Paioli taps made by various companies. The Darmah and SS taps have not been available for 20+ years. I have just added a couple NOS to my site but they are aimed at the serious purist who wants Paioli's so not cheap. they will however show you what they should look like
Bottom of page
http://www.ducatipaddy.com/page11.html
Bottom of page
http://www.ducatipaddy.com/page11.html
Nice stuff as usual... I too have an unused NOS Paioli 12mm tap - but just one.
ducatipaddy
New member
Got a picture of the other side Derek and i will match it.
Hydraulic Clutch Conversion for 750's & 860 RH selector box engines...
I have been wanting to do this for a while, the Laverda bars make the best routing for the clutch cable above the rev counter and continual use of the clutch is slowly marking the chrome rev counter bezel.
I know that is a pretty sad reason to rip out the entire manual clutch mechanism and introduce hydraulic complexity, possible failure and fluid overheating but Hey! it's my bike.
I researched a number of hydraulic clutch conversions, Steve @ BevelHeaven bought up this design which is now on his site here which is really neat and if I ever win the lottery or am taxed less I might buy for the SS - it doesn't fit 750/860 LH selector box machines.
There are other home grown attempts on the net and more power to their elbow.
As part of my research I bought a monster master cylinder & ST2 slave cylinder which I won't be using. I would have liked to have used as many Ducati parts as I could, but for this one my answer lay elsewhere.
Who would expect Venhill cables would host both an appropriate master cylinder and slave cylinder with the correct 10mm thread to screw straight in to the existing crankcase clutch cable mount point? Not me, but I have bought both.
The slave cylinder does not contain a return spring; I wanted the hydraulic clutch to be self adjusting but didn't want the spring to be so strong as to ride the clutch - they are not renowned for their strength in any case.
So I sourced an appropriate spring but I can't remember which one :embarassed:. If anyone is really interested in this arcane thread, I'll dig it up (I hope :dunno.
I bought the slave cylinder first and you are about to see many sad signs of Paul hackery but again, it's mine!
I bought a hacked late Bosch LH gearchange sprocket cover from Paddy which apart from being drilled and (badly) fitted with a Japanese slave cylinder, usefully came with appropriate stainless steel pipe & fittings. I would like to add that Paddy had had nothing to do with the cover hackery.
So here is the kit, minus the banjo bolt because I forgot the Frando Master Cylinder uses 10mmx1.25mm as opposed to Ducati 10mmx1mm thread.
and here is the correct banjo bold...
I noticed that the clutch arm is not in line with the cable in the standard set up and thought that the slave cylinder would be put under stress unless it was pulled directly in line with the piston. So I bought one of these extended clutch arms. This clutch arm is too long and needs cutting down, also the cable pull angle needs to be adjusted at the same time. I commissioned P & D Bikes to alter the clutch arm to be exactly the right height and angle to match with the slave cylinder. I gave them a set of spare crankcases with all the parts attached, they listened, understood and did a perfect job; 10/10. They also had to extend the arm on the slave cylinder as you can see from the original picture below, it's 'a bit longer' now. Before...
and after extension...
With that work out of the way, it was time to start fitting the bits. here is the extended clutch arm fitted to the selector box...
The modified end of the clutch arm...
Selector box refitted...
The master cylinder fitted...
The hydraulic cable exit from the master cylinder (Yup, that really is dirt - bad me)...
I intend to cover the stainless steel hose with heatshrink and make it look like clutch cable but have run out (hey ho), but without the hose/cable it will look something like this...
or this...
With preparation, it has gone together smoothly although I am pigged off I didn't order in the correct sleeving/heatshrink, I would have had it finished today.
Next installment when the sleeving arrives and I have time to bleed it...
I have been wanting to do this for a while, the Laverda bars make the best routing for the clutch cable above the rev counter and continual use of the clutch is slowly marking the chrome rev counter bezel.
I know that is a pretty sad reason to rip out the entire manual clutch mechanism and introduce hydraulic complexity, possible failure and fluid overheating but Hey! it's my bike.
I researched a number of hydraulic clutch conversions, Steve @ BevelHeaven bought up this design which is now on his site here which is really neat and if I ever win the lottery or am taxed less I might buy for the SS - it doesn't fit 750/860 LH selector box machines.
There are other home grown attempts on the net and more power to their elbow.
As part of my research I bought a monster master cylinder & ST2 slave cylinder which I won't be using. I would have liked to have used as many Ducati parts as I could, but for this one my answer lay elsewhere.
Who would expect Venhill cables would host both an appropriate master cylinder and slave cylinder with the correct 10mm thread to screw straight in to the existing crankcase clutch cable mount point? Not me, but I have bought both.
The slave cylinder does not contain a return spring; I wanted the hydraulic clutch to be self adjusting but didn't want the spring to be so strong as to ride the clutch - they are not renowned for their strength in any case.
So I sourced an appropriate spring but I can't remember which one :embarassed:. If anyone is really interested in this arcane thread, I'll dig it up (I hope :dunno
.I bought the slave cylinder first and you are about to see many sad signs of Paul hackery but again, it's mine!
I bought a hacked late Bosch LH gearchange sprocket cover from Paddy which apart from being drilled and (badly) fitted with a Japanese slave cylinder, usefully came with appropriate stainless steel pipe & fittings. I would like to add that Paddy had had nothing to do with the cover hackery
.So here is the kit, minus the banjo bolt because I forgot the Frando Master Cylinder uses 10mmx1.25mm as opposed to Ducati 10mmx1mm thread.
and here is the correct banjo bold...
I noticed that the clutch arm is not in line with the cable in the standard set up and thought that the slave cylinder would be put under stress unless it was pulled directly in line with the piston. So I bought one of these extended clutch arms. This clutch arm is too long and needs cutting down, also the cable pull angle needs to be adjusted at the same time. I commissioned P & D Bikes to alter the clutch arm to be exactly the right height and angle to match with the slave cylinder. I gave them a set of spare crankcases with all the parts attached, they listened, understood and did a perfect job; 10/10. They also had to extend the arm on the slave cylinder as you can see from the original picture below, it's 'a bit longer' now. Before...
and after extension...
With that work out of the way, it was time to start fitting the bits. here is the extended clutch arm fitted to the selector box...
The modified end of the clutch arm...
Selector box refitted...
The master cylinder fitted...
The hydraulic cable exit from the master cylinder (Yup, that really is dirt - bad me)...
I intend to cover the stainless steel hose with heatshrink and make it look like clutch cable but have run out (hey ho), but without the hose/cable it will look something like this...
or this...
With preparation, it has gone together smoothly although I am pigged off I didn't order in the correct sleeving/heatshrink, I would have had it finished today.
Next installment when the sleeving arrives and I have time to bleed it...