BARREL DELIVERY - AT LAST

Tuesday 14th December 2010

Two weeks ago I tried to deliver the barrel to Scooter Surgery.  I had decided that I would phone Patrick as I was about to set out in order to ensure he was there, I didn't want a wasted journey.  When I got no reply I had to abandon my trip which was a bit disappointing as I wanted to keep tings moving.

Not wanting to have a repeat situation of last week I phoned Patrick  to ensure he would be around.  Yes, he would be there and he couldn't understand why I couldn't get a reply to my previous call.

I set off just after 0930hrs arriving  an hour and a half later.  My hope that everyone would be at work at this time proved unfounded.  Perhaps it's just that London never sleeps and everyone has somewhere important to go to, it felt like that.  True to his word Patrick was behind his counter.  He gave me the impression that he had either not been there long or he had been contemplating starting work for some time.  I was eager to see what he thought of the barrel and head and he didn't hesitate to open the box.  
I waited whilst he examined the head without comment, he then turned his attention to the barrel.  After a careful examination he pronounced that it was a good example and he could do something with it. What a relief and despite my feelings that it was a good barrel it was nice to hear it from the master.  With that over I accepted his kind offer of a cup of coffee, I could relax now.  I think my apprehension stemmed form the fact that I didn't want to start searching for a replacement after having taken so long (five weeks) to finally get this sample to him.

We eventually walked down to the workshop where I stood and watched Patrick remove about eight scooters from the unit before he could show me my engine.  

 
It was only the crankcase casing fitted with the new crank and con rod the rest of the bits were in a box at the back of the bench. The removal of the mag case casting had been a real pain and in the end Patrick had had to destroy the old (and knackered) crank shaft in order to use it to help push the casing out from the inside.  There is a puller for this job but it only attaches with three M5 screws, OK for a new assembly but not for one that not been removed for many years.   Apparently the kick start casting was away having a new bush made for it and there was some doubt that it may need some welding in order to retain one of the bushes because of a small crack.  A decision has yet to be made.  

Now that the casting is cleaned the pitting to the area behind the engine mount is more noticeable.  There's not a lot I could do about it as it would require the removal of too much metal to get to a good surface. I just have to accept that is how a neglected engine looks after fifty four years.  I think if I had a choice I would like to  have had the castings polished just to make them look more spectacular.  Thinking further, is that really me?  Think of all the maintenance.  I'm not really sure what I intend to do with the scooter once I have got my MOT.  I certainly wont show it and I'm not too sure how far I will ride it.  If I want Concourse I will have to start again and use my experience gained on selecting the next bike.  Why am I thinking like this when I still have so much to do on this example? 
Patrick told me he was working on three other LD engine units, each in various stages of build.  On the bench next to mine was an earlier version which was painted silver, apparently this is how they were.  I really don't know how Patrick works like this with so many engines and scooters in bits, there are so many bits in boxes and on shelves that if Patrick left no one would ever know what belonged to what.


Back in the shop I mentioned that I was concerned about the build of the front suspension, there appeared to be a lot of slack  and the stiffness didn't seem to be the same on each side.  Patrick said he knew exactly what I would need to correct that and commenced to pick items from his spares bins.  I ended up with a set of bushes and seals together with a pair of bump stops.  Patrick said that he would recommend a set of stiffer springs which would make the ride much better.  Off we went back to the workshop where he sorted me out a pair which he had use on one of his scooters.  He found me an end plug which he explained how to modify so that I could use it to compress the heavier spring to enable me to reassemble the suspension.  I had previously mentioned that I had built the TF and this apparently was sufficient for him to let me into the secrets of fitting the heavier springs.  He said he wouldn't suggest that everyone attempt this modification as the wouldn't have the skills necessary.  No pressure then.

£40 of front suspension refurb bits

During my stay no other customers came and he only had one telephone call from a friend who wanted him to arrange Burlesque dance lessons.  Patrick explained that wouldn't do classes because there was so much involved in the dance and classes usually consisted of overweight house wives who just wanted to strip.  He said that we was working with a group of dancers in an advisory capacity, someone else had selected the dancers and was responsible for the group.  To my surprise Patrick explained that he was a trained ballet dancer and his love for scooters had started at the age of twelve when his interest in mechanical engineering developed.  Apparently he also has a Mk11 Jaguar on which he has done extensive work.  It's amazing what you find out about people and how life twists and turns for us all.  Perhaps it's never too late to make a direction change.

We said our final good byes two hours later and I left with a bag of bits and forty pound hole in my wallet.  It had been a very useful and educational visit if a little more expensive than I had anticipated.  I think I will have to keep an eye on things when I buy parts and ensure they are specified and costed, an open order could turn out to be a bit of a shock.  
As I left I showed Patrick my carburetor that I had brought with me for his comments.  He said it looked OK  adding that it would be best to remember to turn of the petrol tap if I didn't want a petrol leak.  Apparently the float shuts off the fuel using a tapered pin which fits into a brass seat in the float chamber cover.  This wears and leaks, it can be replaced but would be expensive.  Turning the tap off sounds like a practical solution. I was pleased to hear Patrick say that he would use my carburetor to run the engine.  He had mentioned setting up the engine but never actually said he would run it.  How great to have the engine unit returned fully tested, one less thing to worry about (must remember this when I come to pay the final bill)  He accepted my offer to send him my inlet manifold so the engine would be run using my complete fuel system. 


A good run home.  Looking forward to having a go at the front suspension.  I think I may have to wait until it warms up a bit before starting the task.

TO HAVE AND TO HOLD

Patrick phoned out of the blue last week at about 1730hrs.  He was just checking if I had make any progress with the barrel and head.  As it happened I had just arranged to collect them from my son over in Essex at the weekend.  Patrick was pleased to hear this as he was reaching the point where he was going to need them.  Apparently he had arranged for the kick start leaver bearings to be sleeved as they were badly worn and hoped to collect the casting next week after which he would need my bits.  I promised to try to deliver them on Thursday 25th November.  He was happy because he was away until Tuesday and could do nothing before that.

I collected the barrel and head from John on Saturday.  This was the first time I had seen the bits and despite having had reports that they looked good I was apprehensive.  I needn't have worried, they looked fine.  I had to wait until I got back home before I could confirm that the bore was 57mm as near as I could measure, correct for a 150cc engine.  

Barrel and Head

Crankcase flange

All looks in good condition.  I can't see any chips or damaged threads so far.

Head

The bore

The bore looks good with no excessive scoring or signs of seizure.  There is a small lip around to top of the bore but nothing too much.  Patrick assures me that he can re-bore if necessary and has a range of pistons up to 58mm.


I have to say I won't be happy until I have Patrick's approval.  I have so little experience of two strokes all my observations have little value.  When Tim  http://www.blackspanner.blogspot.com/
rebuilt his Vespa he was advised that a re-bore was unnecessary.  Since I hadn't seen the condition of the bore I have no idea how much ware there was.  Judging by the other problems he found I guess there could have been quite a bit.


Having now got a barrel and head in my hand the next move is to get them to Patrick. When I have done this it will complete a long journey for these parts, from Sheffield to Birmingham NEC, to Ridgewell Essex, to Bramfield Hertfordshire and finally to Hammersmith London.  I hope it's all going to be worth it.

THE BARREL

My quest for a barrel and head suddenly kicked off.  Shortly after having agreed with Patrick that I would have a go at sourcing the bits I received a call from my son in law, Neil, saying he had been on Ebay looking for me.  Neil would agree that he is not the most enthusiastic mechanical engineer, in fact his wife Jax is more into things mechanical.  He is very supportive and has an interest in scooters so he had found some potential suppliers.  He had even contacted one with a view to locating my barrel.  What could I do?  I couldn't let a Sunderland supporter accuse me of not trying, I just had to get my finger out.  I left a message with Neil's contact but we never actually tied up.  Time for alternative sources.

I had previously had a suggestion from Tim that K & S Scooters might be a source, they had been very helpful to him.  I tried Sundar Scooters but they didn't have anything. I tried Cambridge Lambretta workshop, again they did not have a steel barrel but could offer me an aluminum one at about £250.

Torsie, John's wife, had introduced me to one of her sales reps who was into scooters in the hope he might be able to help.  It was Ashley Marples who had encouraged me to buy the scooter in the first place so I Emailed him to ask if he had any advice.  He put me onto Armandos Scooters in Sheffield.  When I phoned I spoke to Julio who proved to be most knowledgeable on LD150's.  At first he thought I was looking for the barrel, head and piston and we started discussing the size of the big end.  I eventually explained that Scooter Surgery would supply the piston from his stock and things became easier from then on.  Julio quickly found a 150cc barrel (57mm bore) but said he would have to search further for a head and would call me back.  To my surprise and joy, he did.  Yes he had found a head and wanted £100 plus VAT for both.  He agreed that if I payed cash we could forgo the VAT.

I phoned Patrick to see if the price was right, I had no idea of what the cost might be.  Patrick said it was a good price if OK and he had seen barrels at much higher prices, "Buy it".  So the next problem was how to get the bits to Bramfield and finally Hammersmith.  Ashley had already said he would collect anything I bought so it was just how to get the £100 to him.  Events rather then took over.  I received a text from Torsie saying that Ashley had already picked up the parts and would take them to the NEC where he and Torsie were on the company stand at the Classic Car Show.


I was able to give cash to John who would give it to Torsie who would give it to Ashley who would hand over the barrel and head.  I understand this has been done and the items are now with John, only an hours drive away.  I still have to collect them and get them to Patrick but things are looking good, I have the bits and from what Tim tells me they look OK.  The next milestone is to get Patrick's approval when I make the delivery.  He has told me that he does re-bores and stocks a range of pistons so hopefully all will be well.

WHAT'S BEEN GOIN ON?

Not a lot really.  I've had my operation and June has started her chemo, this has taken up most of our lives.  I have managed to get the odd moment to make some progress on the scooter.  I had intended that whilst I was convalescing I would spend time resourcing all the bits I need.  This didn't really happen for one reason or another but I still had my "Wish List No1" down at Scooter surgery with Patrick so I had made a start of sorts.

In early October I phoned Patrick and spoke to Maude.  She said she had received my list and had put in a folder for Patric to price up.  Apparently Patrick hadn't seen it yet but Maude would remind him as he was very busy at the moment.  Tell me something new.  The main thing he had my list and would eventually do something with it.  I really needed to know what he could supply so I could start the search for the bits he couldn't.  Since my list No1 can't be complete because I don't really know all the bits I'm looking for I need to start thinking about list No2, the less obvious bits.


In mid October I received my Wish List No1 marked up by Patrick, Maude had obviously done her magic.  Patrick had done a great job identifying the bits he had in stock and the bits he said he would collect during he trip to Italy in November.  This left a few items with no indication, mostly odd nuts and bolts.  There were some missing prices but adding up those that were there it looks like it's going to cost me £275 plus VAT for the identified bits.  Heavens knows what the bits he is going to pick up from Italy will cost.


Patric had been unable to source a 150cc barrel and head..  He had a 125cc barrel in good condition.  Patric argued that the porting on the 125 was the same as the 150 and the performance was not that much reduced especially if you weren't going to make long runs on Motorways.  It was always my intention that this rebuild would tie up with the log book otherwise why was I spending £1200 on the engine rebuild alone.  We agreed that I should Have a go at sourcing the barrel and head and report back to Patrick.  Patrick warned me to avoid offers of the aluminum modern replacement because of their weak exhaust connection.  Having put the phone down I realised that I was now in the hot seat and progress could be reliant on me finding a barrel.  Where to start?

THE LAST POST

This is my last post before I go into hospital for my operation and I've managed to reach a milestone.  It's out, the engine that is.  I've managed to remove the engine from the frame.  The target was self imposed but I feel it represents a significant point in the project.  I can now concentrate on all the other bits that are missing so that by the time the rebuilt engine returns I can start a full rebuild.  To this end I have just sent of my "WISH LIST No1" to Maude at Scooter Surgery.  I have so far identified about 40 items that I need to source, ranging from a protective cap to an exhaust system.  As Maude pointed out not all bits are available so she has offered to go through my list and identify the bits they can supply.  Hence why my missing parts list is actually a wish list.   I will produce further lists as I discover other missing bits, hopefully not too many more.

Working space has been a bit limited because I still have John's things stored in the garage.  This has meant negotiating four Scoots (used for moving the car), the TF and finally squeezing past the end of the lift bench to get to the far side of the scooter.  I felt that Torsie's wedding bouquet hanging above the scooter would probably bring me luck.

As I had thought, it was necessary to remove the fuel tank prior to removing the engine.  This proved easy and I guess it's one of the advantages of buying a part finished project, someone else had been there before me.  With the tank out of the way and the bottom engine mounting bolt removed (again this was easier than I had expected considering its location under the bike) it was a question of lifting the engine up and twisting it to the off side and with only minimum paint damage the engine was on the bench.

After all the deliberation over the torsion bar and associated tooling it seemed so simple in the end. An anti-climax?  A bit, but a good feeling that the link was uncoupled and the engine was out.  In one way it marked the beginning of "my Scooter", the point where from now on I feel that I can do things my way and remove any traces of the previous owner.

Engine Space

The frame looks good with no obvious signs of excessive corrosion.  My "half empty glass" says may be there's a lot of filler been used but hopefully we shall never know.  A quick inspection of the torsion bar leaver showed that there is a washer missing which prevents the arm moving back and forth across the frame.  There is also a joint protection sealing ring and two end caps missing.  So what's new?




 

Frame Serial Number

With the engine removed the Scooter looked strangely empty but it does allow easy access to the frame number.  I had tried previously to photograph it for my records but it had proved difficult.  It's situated on the offside of the rear vertical tube  Although I had read this before it was good to finally have photographic evidence that the number ties up with the log book.  This is the only justification of spending all the money on rebuilding the original engine.  (apart from the fact that the other one has a broken engine mounting lug)

Engine Serial Number

 With the damaged engine out I took a series of pictures just to record what it was.  I will ask Patrick if he can recognise the model.  It looks like an LD 125 but I have no idea of the date.

These shows the broken lug and damaged casting to the flywheel cowling mount.  Perhaps they were done at the same time removing the link pin.

This is the kick start and gear change leaver.  Patrick had seen pictures of this and said he was confused by the configuration.  It would be just my luck it it was a rare example and it had a damaged lug.
I actually not worried because I have no intention of using it and it it sells for a pint of beer it will be the least of my worries.






So here I am waiting for my operation and having no real idea of when I will be able to get back to the project.  It will give me time to reflect on how to play the next phase.  I have started to think that I may strip everything down to make any alterations necessary.  I have noticed a number of thin steel clips that are welded to the frame that have broken.  These would be good to replace as they are involved in securing such things as the rubber seal that protects the side panels where they meet the frame.  If I'm to do this I think I will have to first build up the complete scooter to ensure that I miss nothing and that I have all the bits available for assembly post painting.  I will need time to think about just how far I go.  Watch this space.

AN END TO THE TORSION BAR

I'm afraid it's back to the torsion bar again, but take heart it should be the last entry on the subject for some time.

Having looked at three different tools for releasing the tension on the torsion bar I found myself reconsidering the "bodge clamp method".  The more I thought of it the more I liked it.  It was simple, quick and above all didn't involve me having to make a special tool.  The draw back was that i didn't have a clamp that was large enough and that would fit in the space available.  I would have to buy one (you can never have too many clamps I say).  Despite not finding one in the Tillgear catalog I drove over to Cuffley to see what they had available.  Much to my delight they had one which I thought would do the job.  I was so excited I bought a couple of files just in case I had to revert to making a tool.

As with the "bodge" method I used wood blocks to provide the pressure points.  I then realised that I didn't know what pressure to apply to overcome the torsion bar force.  I made a guess, i.e. I tightened the clamp. Hoping this might be right I started to drift the link pin through the engine mount.  It wasn't long before I noticed that the washers either side of the link were missing.  this enabled the link to move between the engine lugs.  Having driven the link pin back I was able to fit a spacer to replace the missing washer.  Just another mystery, why weren't they fitted during assembly?

With the spacer fitted I could now drift the link pin fully out.  At the Lambretta Club forum there a number of references to the dire consequences of not retaining the needle roller bearings during the removal of the pin.  I cut a short length of tube to replace the pin as I drove it out so at to retain the bearings.  I can't remember exactly when the glued lug fell off but needless to say it did not survive the removal of the pin.  It wasn't even glued over the full face of the break!

With the pin removed and the clamp released there was so little misalignment that I suspect I was overloading things.  Thinking about now (I should have done this earlier) the fact that the rear bump stop was missing had probably already released the tension.   
No bump stop, Why? 

The good news is that the link been uncoupled and the torsion bar unloaded.  As they say, "end of story".

There still remains a mystery!  Why weren't there any needle roller bearing in the link?  It is fitted with a plain bronze bearing.  It's a good fit on the pin and so should work but is it correct?  I will have to take advice.

It now remains to remove the engine from the frame.  I think I have to remove the fuel tank if I'm going to leave the barrel and head in place, more fun.  It would be nice if I can do this before I go into hospital because it will be some time before I will be allowed to start work again after the operation.

WAS I CONNED?

You know how it is when you see something and you turn a blind eye?  I've been experiencing this for a while now.  Because I have been spending so much time working on the engine and torsion bar link I have become very familiar with the parts.  Some time ago I, whilst working on the engine flange for the MK3 tool, I noticed what I thought was a casting mark.  The sort of flash produced when the mounds don't quite line up.  It was only small and I didn't take much notice of it at first.  As time went by I started looking more closely and discovered what I thought was signs of a repair.  This was the moment when I turned my blind eye.  

I couldn't help thinking about it because if it was in fact a repair it could right off the engine as a viable resale option.  I had hoped to put it on Ebay to recover some of the costs for the rebuild of the other engine.

My worst fears were realised later when the mounting lug fell off!  Oh bugger!!

Broken engine lug

What I had thought a molding line was actually a line of "glue".  I can only guess that it is some sort of "metal repair adhesive".  How could anyone actually think that a stressed part would survive after being glued together? It was a good job that I didn't go ahead with the MK3 tool because it relied on this lug to provide the engine clamp point.

When I bought the scooter Mark seemed a nice guy who had put in a lot of work on the bike with the intention of showing it.  I wouldn't have expected him necessarily to have said anything about the repair but it would have been nice.  Perhaps I'm upset because I miss judged him, my error.  I thought he was a nice guy with high standards.  I've been finding other things that are not quite right, this is just another one.  I ask myself, is there a reason why he has never replied to my Emails?  Was I conned?

So what to do now.  I can only press on and count my blessings that I don't actually need this engine.  I just hope that Patrick from Scooter Surgery doesn't find similar things on the unit he is rebuilding for me.  I did see a crankcase for sale on Ebay some time back for £30 odd so it might be possible to do something if I really have to.

Down, but not out -  yet.

IS IT WORTH THE EFFORT?

No, I haven't given up.  I've been busy on other things and nothing worth reporting has happened.  Well things have happened, but like everyone else reporting successes are more fun.  I can't wait to have one.

I have spent a lot of spare time researching unloading the torsion bar ready for engine removal.  I have had a lot of help from the Lambretta Club members especially "modelman093" who sent me pictures of his reassembly tool. 

Tool and collar

HOW IT WORKS
When reassembling the torsion bar link to the engine the hole in the link does not align with the holes in the engine.  
The link is positioned  between the two engine mount lugs. The tool is inserted from one side of the engine until the first shoulder buts up against the link . The off set pin on the tool is now engaged in the collar retaining the needle roller bearings.  The tool is rotated until the link and engine holes align.  The link pin is then driven through the assembly pushing the collar and tool out as it does so.  Neat?
I still think that's the easy bit to understand.  What I have been spending my time on is a tool to take the tension out of the torsion bar and thus protect the needle rollers.








To satisfy my need to come up with a great engineering solution I set about mocking up a tool.  I really went to town using wood rather than my usual cardboard, this was going to be good.  I had only just finished the first attempt when I thought of a better way.  This lead on to a third attempt, each one becoming more complex.

Marks 1, 2,and 3

MARK 1
The first one was intended to pull the top of the torsion bar arm forward reacting against the lower end of the arm.  A long leaver would have run forward below the rear apron mount.  I intended to  fit a bolt to the end of the leaver so that I could make fine adjustments.  
I discarded this design because it produced too much twist in the vertical section.

MARK 2
Similar to MK1 but this time the leaver runs towards the rear.  In this configuration it was possible to eliminate the twisting when under load.  I felt that I could make the forward reaction point sufficiently strong by adding bracing.
I discarded this design because it relied on the leaver at the rear being lifted and there was a possibility that it could turn the bike over.  Also fine adjustment might be diffiicullt.



MARK 3
I felt that a sort of small "G" clamp might be a better solution.  I could get the reaction where I wanted it and have control over the force applied.  I needed to apply the force between the engine and the top of the torsion arm.  My difficulty was to find somewhere on the engine where I could attach one end of the device.  I finally settled on flange surrounding the engine link pin.  This is some 5mm deep and providing I prevented the clamp slipping off I felt it would work.
 
At the end of this I asked myself did I really want to spend a couple of days making this tool when it appeared that it was possible to do the job with a large "G" clamp. 

MISSING PARTS

I've just spent what seems like days trying to get my spreadsheet showing the cost of the parts that are needed to complete the scooter.  Of course it's  not complete, things can only get worse.  I started in Excel because I had used it before and so thought it would save time.  Having set up the sheet I filled in what I knew and even produced column totals.  I was now ready to my blog.  Some hope.  At first I just copied the relevant area and pasted it into the new blog.  Great the sheet appeared and made sense.  Then I noticed a little prompt in red at the bottom of the table saying something to the effect "file not saved due to formatting errors".  I then tried inserting an image via the tool bar having first placed a copy on the desktop.  Something about not being compatible.

To save you having to read a blow by blow account of the last two days I will summarise.  I tried Blogger help but quickly gave it up once I found a proposed solution involving entering code.  Why cant Google realise that there is a need to include spreadsheets.  I then looked at Gmail Documents.  Tim had told me previously I should use Google but I didn't want to learn a new system.  OK so he was right. It appears that if I copy the address from my Gmail Spreadsheet and past it into the Blogger Link it works.  When I say works it shows the spreadsheet if you click on the appropriate words - "Missing Parts".  What I don't know is if it is secure i.e. followers can't modify the data.  I think I have set it to view only in Gmail I will have to wait for feedback.  Another  thought, do you have to  have a Gmail account to access the data?


You might ask why do I want to do this?  I think it's important to record just how much this rebuild is costing.  I think it will show that it is best to buy a complete scooter rather than one only part complete as I have.  That way you only have to replace what's necessary and I still don't know if I can get all the missing bits.


Missing Parts  click here to see the spreadsheet

THE TORSION BAR

I have been discovering that the scooter literally revolves round a part called the "TORSION BAR".  The scooter's rear suspension relies on this part and it is necessary to know about it if you want to remove the engine unit.  Since I need to remove the engine currently fitted in the frame I need to know about it.  I have met these devices before in the Renault 4 and the Morris Marina so I know that you have to approach them with caution.  I had read at somewhere that it was necessary to unload the torsion bar if you didn't want to damage the roller bearing cage whilst removing the scooter engine.  How am I going to do that?

My first move was to log onto the Lambretta Club site.  It must be me but it took me ages to get the hang of the forums.  I have to say I'm always a bit frightened of using forums.  The other users seem so "nurdish".  They always seem to take delight in slagging off anyone who doesn't speak the language or follow the obscure rules.  Eventually I found a section on pre 57 scooters.  Even more "eventually" I found a reference (a thread, in forum speak) to the torsion bar tool on page five of eleven.  It contained fourteen entries discussing where to get a tool and a little bit about the method of using it or making do with an alternative.  Not a lot of use, back to the post board index (I'm getting the hang of the terms now).  After an abortive excursion into "Anoraks Corner" I returned to the pre-57 section.  With a bit more experience I found a reference to "the torsion bar".  This was more like it, it actually had members talking of how to remove it.  It was time to join in so I prepared my first post and waited for the reprimands.  To my surprise I got a couple of useful reply's pointing me to other sites, including the French Lambretta Club on how to remove the engine.  Now I wish I'd concentrated more during French lessons!

Item 15 - Torsion Bar

About this time I received my copy of The Lambretta Service Guide and Handbook on a CD which I had bought on Ebay.  It turned out to contain some very useful information including a description of using the tool to unload the torsion bar ready to remove the engine.  I have read and re-read the instructions in an attempt to understand how the tool works.  The reinstatement of the connection between the engine and the link is fine and I can see what they are talking about. I even think I could make the tool to do the job.  The disconnection is another matter.  Remembering that the connections are under load from the torsion bar I can't see, from the description, how to avoid the point where link is broken under the full force of the torsion bar.  I think that it needs to be released in a controlled manner.


So, where have I got to.  I really like the idea of making a tool if I can find how to use it and what it looks like.  I have left requests on the LCGB site requesting any pictures of the original tool.  If that fails I may have to resort to a bodge and use a large clamp, see link :- (http://www.forums.ilambretta.com/viewtopic.php?f=4&t=8035) 
to enable me to slowly release the load once I have removed the link pin.  It would work for refitting the pin but not as elegant as the correct tool!


I'm still a bit confused by the LCGB forum site but this is how I think it works.  There a number of sections ( FAQ, Lambretta Help, Lambrett Gerneral, LCGB Members area, Forum Help etc) in each of which there are a series of topics e.g. Anoraks Corner, Tuning Kits, Pre 57, UK Rallies and Events etc.  Some of these contain many topics: for Series 1,2and 3,  48,000 posts spread over 6000 topics.    

In the case of the "Pre 57" section there are some 260 topics with 1200 posts.  These are covered on eleven pages so it very easy to read something useful and then forget where it was.  I believe it is possible to bookmark a post but that's for another day.  There is obviously a lot going on and for now it's just a case of trawling through a lot of information until you find what you need.

TAKING A STAND

After my trip to Scooter Surgery I have started thinking about removing the existing engine from the frame.  I will need to release the tension in the torsion bar which provides the suspension for the engine unit.  This will involve some force and I quickly realised that the existing scooter stand didn't provide a really good working base.  What I needed was a working stand.

Looking at what was available I found the ideal material, a length of 50mm x 50mm box section tube.  I just needed to make up a base and attach something to pick up the stand mounting point on the frame, easy.  I took the measurements from the frame where the stand fits and set to work.  Things went well and I enjoyed the cutting and welding, but I can never understand why any critical welds always turn out to look the worst.  Just as I'm finishing the job my welding picks up and they look like real welds, still one thing for sure, it won't fall to bits.

In order to remove the stand I had to lift the rear wheel higher off the table.  This meant that the only thing keeping the scooter upright was the clamp on the front wheel, need for caution I realised.  Using a trolley jack and lots of packing all went well but I have to admit that I was relieved to see the scooter still standing the next morning.  I forgot to mention that I hadn't removed the stand when I took my dimensions for the mounting bracket. These were taken form what I could see and what I thought was the situation.  Bad move. The removal of the stand itself was easy but it was then that I discovered that there were spacers fitted between the frame and the stand itself.  My mounting bracket was too narrow - great!  

The only solution was to cut it off and make a new one.  A good moment to see just what my weld were like.  I have to say I was pleased with them and they confirmed my earlier feelings.  This time I made and fitted the bracket to the scooter before welding it to the base so I knew it would fit.  It was a good job because I had overlooked the mount for the kick stand return spring.  A bit of "relief" to make the bracket fit and it was ready to weld to the base.  

I was so pleased (relieved) that it worked I decided to guild the lily and fit three feet to the base.  I had two feet in the garage but had to pinch the third from June's working table upstairs, so far she hasn't noticed.  I love drilling 32mm diameter holes in 3mm steel.  I think I must be hooked on the smell of burning oil and smoke.  After a quick fitting I was ready to give it a coat of paint just to tidy things up and to mask some of my poorer welds.

With the working stand fitted and the jack removed I was pleased to find that the whole assembly was much more stable.  I now wont have to keep thinking about the possibility of the lot ending up on the floor, not a good thought.  

If your wondering what the bolt at the end of the leg is for, it's an accident.  The threaded hole was already there in the tube.  I left it as it might provide a tie down point if I need it.



 Now to investigate how to remove the engine unit.

COMMITTED

I've done it.  I've taken the original engine for rebuild.  This is an important milestone in the project because it represents a big capital investment and one I'm unlikely to get back in the near future.

Arch 219 at the end

Having exchanged Emails with Scooter Surgery over the past few days it was finally agreed that I should take the engine to them on Tuesday 27th July.  I had investigated the route to Scooter Surgery, it's in Hammersmith just off Shepherds Bush Green.  From their web site it looked a difficult place to park but Maude had said that it was possible to park right outside.  She should know.  I tried to look up the site on Google Maps just to be sure but you can't actually view the shop/railway arch in Street View, only what I assumed to be the access road as a turning off Trussley Road. 
June had agreed to come with me and so with the engine loaded into the back of her car we set off at 1030 hrs.  The traffic was reasonable and with the help of TomTom we arrived and hour later.  Just as Google had shown we found the narrow access road to Scooter Surgery, not helped by the fact that there was no signs to confirm we were right.  No alternative but to commit to the narrow road between the railway arches and a brick wall.  It really was quite narrow, I guess you can get a Transit van down but not much more.  We could see what we thought were Scooters in the distance so drove on in the hope of eventually finding arch 219.  Part way down I said  I hoped that you could get out at the far end because otherwise it was going to be a long reverse.

Mable and Patrick

We parked up behind a number of scooters and I went of investigate.  From the number of scooters I had expected to find a crowd of customers but in fact there transpired to be only one and he had come on a Ducattie.  Once inside the shop (is that what you call somewhere stuffed with all things scooter?) I asked the woman, I guessed she was Maude if I could speak to Paul.  This confused her and she asked if I had got the right place.  After a moment of embarrassment I realised I should have said Patrick (AKA Patch).  This cleared up Maude pointed to a guy on the phone, apparently he was speaking to a customer in Australia.  Why not?  Whilst waiting I chatted to the "customer"  who said he had a number of scooters and had used Patrick for many years and would not consider going to anyone else, "he's not cheap but it does get it right".  He could have been a "plant" but I suspect not. 
The best way to describe the shop is "organised chaos".  There were parts hanging from the ceiling, parts on shelves, parts beyond the counter and parts in what was more like a traditional stores area.  There were part built scooters and on a mezzanine floor to one side there were even more complete scooters.  This would not work without someone knowing their way round Lambrettas.  I soon became obvious that they were Patrick and Maude.  Perhaps I could now understand why their web site didn't have part numbers.  You told them what you needed and they produced it by just knowing what was required.

Patrick with his LD

Patrick eventually came off the phone and we introduced ourselves.  He had the engine out of the boot in a moment and was examining it on the ground.  He said he the corrosion on the casing was possibly due to it being in water and he didn't like the look of the crank and yes he could see no reason why the engine couldn't be rebuilt.  That was good news even if I could hear the disclaimer - for money.  He took the engine back to the shop to book it in to ensure it didn't get lost in all the other jobs he was doing.  I asked him about availability of parts like the rear light and head light.  Not a problem he stocks them.  One thing he does not have is any documentation for sale, apparently its never been reprinted.  I asked if I could take some pictures of his LD because I didn't know what the details should look like.  Patrick removed the side panels so I could get better access.  I have to say he really does use his LD on a daily basis.  We later talked about how to buy a Lambretta and he said it mostly down to luck as to what you get.  He has known people spending a lot on a model that looked great only to have to spend another £2000 to get it right.  On the other hand he has seen scooters bought for few hundred pounds that after a service worked perfectly.

The Workshop Arch

We started talking about the engine in the scooter at the moment.  Patrick said he would like to see it at some point because there were anomalies with the gear change mechanism.  Apparently it's a MK3 engine but with teleflex drive for the  gear change.  When I told him I had understood from Mark it was four speed that only confused him still further.  Lambretta did make a 4 speed box but it was never put into production he told me.  I must have miss heard Mark, if it is four speed it must be something of a rarity!  In order to explain the subtleties of the different gear change mechanisms Patrick took me back down the road to his workshop.  This is in another arch, perhaps ten arches away.  Having seen how crowded the shop was I have to admit I was wondering where he did his repairs, now I know.
 
Patrick had not explained what he was going to show me and I had just followed him to this new arch so when he opened the door I had no idea what to expect.
 

Three on lifts

The first thing I saw was a scooter in the doorway but I couldn't see much further into the dark interior until Patrick, who had vanished into the gloom, had switched on a light.  Wow-ee, what else could I say?  The entire area seemed to be covered in scooters in various states.  I stood to one side whilst Patrick wheeled out into the road at least eight scooters ranging from an L1 to a Mk3. and this only cleared the access to the bench.  There were three scooters on table lifts with others between them. 

The cleared walk way

There were others to the left of the main walkway that had been recently uncovered.  I couldn't help wondering who these scooters belonged to.  Surely if they were customers they would be outside chasing him for their completion.  I didn't ask because Patrick was already showing me the various bits associated with the Teleflex and MK2 gear change.  He was part way through rebuilding  a box , I think I understand the differences now.

We then talked about the cost of my rebuild.  Patrick had already said that from my photographs he estimated a cost of £1000 and to that I would need to add the cost of changing the crankshaft.  Total cost,  £1200 (perhaps). I heard myself say, "Go ahead", I was COMMITTED.  Perhaps the daftest thing I said was "I'm not in a hurry".  I may have to deny this later.    As we were leaving the workshop Patrick pointed out some of the engines waiting rebuild.  Have I done the right thing?  Will I ever get my engine back?  We walked back to the shop where Maude was talking to June.  I think she's seen abandoned wives before and knows keeping the wives happy is the way to get the husbands to spend their money. I took one last photograph of my engine all alone in the shop doorway and felt a bit sad abandoning it. I wonder when I shall see it again?



After the long reverse out the drive home was easy.  Looking back on the day I feel it was what I enjoy about projects, the experiences and characters along the way.  Scooter Surgery couldn't have been more welcoming I'm glad that I have decide to go ahead with them.

THE PROJECT GETS A LIFT

The motorbike lift table has arrived.  I'm really excited about it as it represents a further commitment to the project.  I decided at the outset that I'm too old to be laying on the floor sorting things out.  This piece of kit will save me having to do that and at the end of the project I can always put it on Ebay to recoup some of the expense. 

True to the suppliers word it arrived at 1230hrs and the driver dragged into the project office, it was really heavy.  Once the driver had left I couldn't resist the temptation to unpack my new acquisition.  I was pleased to find that it was just as well made as it appeared on the web site and all for £235 plus delivery.  It's very red and there bits that look as though they have been cut using a cold chisel but in general the quality is good.  I think it's great value for money.  I raised the table to its full height with no difficulty and lowered it again, it's going to be great.  The removable plate at the end provides a ramp to enable the bike to be easily pushed onto the table.

I decided to fit a length of conveyor belting that I had left over from a previous job.  I thought this would make a nice surface to work from.  I cut holes in the belting to enable the front wheel clamp arrangement to be fitted.  All was ready for the first attempt at putting the scooter onto the table.  The first thing I encountered was that the stand "just" catches the point where the ramp meets the end of the table.   It's not a real problem and can be easily overcome by putting a block under the end of the ramp plate.  The result was that there is now a small loss of red paint on the ramp, still plenty left.  With the scooter on the table and on its stand I was able to assess the situation.  I certainly needs the front wheel clamp.  Without this there is a risk that the scooter could come off its stand.   I'll have to look into this because I don't think the stand goes overcentre enough for it to be secure.  With the front wheel clamped things are much more stable and I was prepared to lift the table.  What a joy to have the engine at a working height.


So there we have it, no progress on the scooter but it's progress on the project.

WHAT DO THE NUMBERS MEAN?

My only justification for considering having the engine rebuilt, at considerable cost, is that some of the cost will be recouped when I come to sell the scooter.  Having the frame and engine numbers tie up with the log book provides authenticity and therefore enables me to command a higher price.  I don't expect to recover it all but hopefully it will attract more bidders and then you never know your luck.

One of the things that attracted me to this scooter was that it had its original brown log book.  I can remember when I bought my first car and how pleased I was when I was handed the "log book".  Some how that made the car mine more than having the care itself.  I don't know why Mark fitted an unrelated engine in the frame when he had the original.  Perhaps he had the spare engine and didn't want the expense of the rebuild.
 
 

The log book shows  

It shows the model is an LDB 
(by which I assume it's a series 2)


frame number to be 194077  


the engine number 203897.

 
The registration date is 5th October 1956 


These facts should tie up with the Lambretta register.  I look forward to receiving my Lambretta Club membership so I can get them confirmed.  In the mean time I have referred to the Lambretta Bible.  Unfortunately things are not as simple as I had hoped.  

The "bible" shows the following information :-

LD 150 (Mk 2)
1954:  105,001 - 105,442
1955:  105,443 - 157,721
1956:  157,722 - 158,56


LD 150 (Mk3)
1957:  200,001 - 281,871
1958:  281,872 - 312,954


Did you spot the absence of 194077?  
I'm assuming that since 1957 started with  200 at the beginning of the Mk3 series, 194 would have been at the end of the Mk2 series.  This of course may not be the case so I shall just have to wait until I can get it confirmed by LCGB.


At least I have confirmed that the frame and engine numbers are as shown on the log book.

Having re read this blog I'm a bit concerned that I've started to become a bit of a nerd. (definition:-  foolish or contemptible person who lacks social skills or is boringly studious. OR  an intelligent, single-minded expert in a particular technical discipline or profession. Your choice.)

COMING TO TERMS WITH THINGS

Over the last few days I have been having mixed feelings.  At one point I even thought of putting the bike back on Ebay because the task seemed too daunting.  There are so many bits that must be found and in most cased I don't even know what they look like.  My first action must be to join the Lambretta club, they must know where all the bits are.  It was strange to download a form in this day and age and then to fill it in and send it off via snail mail.  I look forward to seeing what they can do for me.

I started to to look round the web for possible suppliers and was cheered to find that there were quite a few.  It became more difficult if you specified  a 1956 LD but there were still a few.  There were even bits showing up on Ebay where I had started watching bits.  I was interested to see that some items  were immediately re-listed if they didn't make their reserve so it's always worth looking.


I still haven't produced my list of missing bits.  Perhaps because I'm frightened how long it will be.  I am beginning to settle to the idea that I am going to rebuild the original engine.  It would be daft to have the paperwork that matches the frame and the engine and not to make it come true.  I kid myself it will increase the value of the finished scooter should I decide to sell it at some point.  To be truthful I think it will only reduce the loss.  I realised that this might be costly but had no idea of just how much it was likely to be.  If I was going to go down that route I needed to locate a barrel and head.

So I plucked up courage and went in search of the two prime bits.  I tried Tim's man in Derby, K & S scooters, he couldn't help but suggested I send him a list and he would see what he could do.  After a couple more failed attempts to locate a barrel I got round to phoning Cambridge Lambrettas to see if they had a barrel and head and was it possible to rebuild an LD.  Yes the do rebuild LDs and their labour cost is £1000 plus parts and no they didn't have any cast barrels. The guy said that they would only fit a lined aluminum barrel at an approximate cost of £300 because it was the best solution and yes they were available.  He agreed with me that I was possibly looking at £1500 to get the engine unit alone up to scratch.  The guy was not very encouraging and a bit off hand, take it or leave it.  Not a very nice experience considering my state of mind.  That still leaves the silencer and I would have to pinch the carb from the engine fitted in the bike at the moment, and that's only the start.

After a night's sleep I felt refreshed and brave enough to try again.  I tried a couple of other sites only to find that the LD was too old for them to have parts.  I left a request with Bike Spare Finder but to date have not had any replies.  Then I struck gold.  I had had two pointers to try Scooter Surgery.  I liked there web site because it was friendly, not how you used it but in what it said.  I may even appear a bit amateurish but I like it.  I phoned and spoke to Andy who had time to talk to me and was very informative.  He told me that the LD engine was very strong and used to be assembled by hand on an individual basis.  This is fine but you need to be careful when stripping and rebuilding to ensure that you get it right.  Apparently you have to be aware of this if you try to build one engine out of two.  Of course this may have been a ruse to put me off doing the rebuild my self but I don't think so.  
The man to talk to was Patch (Patrick Hood) but he was off sick with a bad back but hopefully back next week.  I was told that Patch actually rides an LD to work every day.  Andy suggested that I phone again next week.  When pressed he thought a rebuild would usually start from £1000 depending on what was required.  Seems to tie up.   I have to say I would rather spend my money money with Scooter Surgery than with Cambridge Lambretta from my experience so far.  Andy said if I liked to Email some pictures of the engine he would ensure that they got to Patch  as soon as he returned.  I put the phone done much cheered, may be it's all going to be alright after all.

I went straight to the Project office and took a series of photographs of the original engine.  This forced me to take a closer look at the condition.  

 Most importantly I found the crankshaft turned easily with no grinding sounds.  This doesn't mean a lot because there may damage to the surfaces that necessitates changing the crank but at least it moves.  I have to say it didn't look too clean inside but it moves. 

The flywheel had been removed and was just pushed on and the key was missing. The keyways looked OK and had not been damaged as far as I could tell.  The contact breaker unit was missing as was the electrical connector on the outside of the magneto casing.  These are the sort of things that I worry about finding.  I don't think the mag had been removed or the engine case split.  Looking at the securing screws they show no signs of damage which is likely to occur when a "butcher" attempts the work.




I tried to move the clutch lever but couldn't.  
I resisted the temptation to force it because I expect the cork pads will be stuck to the plates just like Tim found on his Vespa.  Read his blog - Black Spanner.  I had a quick look at the gear change leaver but again it resisted my efforts.  It would be daft to break something if I'm going to have it rebuilt and have to find another elusive part on top of all the others.

The rear hub looked fine and turned easily.  Again I resisted the temptation to remove the nut which secures the brake drum.  I don't know it it's right or left handed, I need a handbook.






Back to the computer to prepare the pics to Email to Andy.  In the end I sent him eleven.  Within a very short time I had a reply form Maude, who apparently does all the office work.  Just like Andy I came off the phone feeling that I had known her for ages.  I loved the start of her Email which said, "Mike she looks a sweet little engine."  I think she's my type of person.


I'm really looking forward to Patch's first impressions.  They could be fundamental in my decision as to what to do.