26th March 2011
I discovered a message on our answer phone on Friday afternoon. I was surprised to hear Patrick's voice telling me that he had got my engine running. As it was late on in the afternoon I decided it was too late to call back and it could wait until next week.
We were just finishing our tea when the phone rang and it was Patrick, this was unprecedented, twice in one day! I said I was surprised that he was still working as it was by now after 1800hrs. He said he had had a good week and had gone to visit friends when he decided to give me a call again. Apparently he had finished three engines during the week, one of which was mine.
From what he said he has changed the stator plate and coils for another set he found, I'm not sure if he also changed the flywheel. So with the electrics working he was able to start the engine. He sounded pleased that it started easily after a couple of kicks and would tick over comfortably. Another thing that pleased Patrick was the fact that there were no apparent oil leaks after the engine had run. He said that after some previous rebuilds he just couldn't stop the leaks despite having changed gaskets and used silicon sealant. Unfortunately I shall not see the engine running in its test rig but at least I have the comfort of knowing it all works. I will try to treat the engine as a working unit and not get involved other than connect the electrics and controls. It should then just be a question of kicking it over for it to burst into live (or not as the case may be). This happy day is some way into the future as there is still plenty to do on the rest of the scooter.
We next got round to talking of payment. Patrick summarised the work that he had done on the engine including fitting Heli-coils in a couple of threads and ended by saying he had left the rear hub and brakes unassembled so I could get them painted. I think he said he had spent 35 hours working on the engine. I failed to tell him that I have decided to assemble all the bike to MOT standard before stripping it again and having it all painted again. I must remember to tell him before I pick the engine up, possibly Thursday. I think Patrick's run through of the the work he has done and the parts he has fitted was to prepare me for the final bill.
I plucked up courage to ask how much I owed him and he gave me a figure which was a lot higher than his original estimate. This was to be expected considering all the additional work that had been necessary so I swallowed hard and got used to it. Having become accustomed to the new cost Patrick then said that there was VAT to add! Now we were really talking big figures (big to me you understand, not to Patrick). So how much did it cost? I'm not going to say how much it all comes to yet, I'm going to wait until I have some photos to help justify the expense
Over the past days I have become accustomed to the cost and have accepted that it costs what it costs. I have to remind myself that it was me who started the journey so it's no point in complaining. I think that most of us would like to think that there is some way of recovering our investment even if it's only the cash spent and the labour has to be given free. I have already reached the point where this is no longer possible and there is still a long way to go. I will just have to console myself in the knowledge that I'm bringing an otherwise scrap machine back to life. That can't be bad.
Tuesday, 29 March 2011
Wednesday, 16 March 2011
OUT OF THE BLUE
16th March 2011
I had been thinking that it was about time I gave Patrick at Scooter Surgery a call. It occurred to me that he might have won the lottery and runaway to a tropical island. So it was pure coincidence that he phoned me yesterday.
We talked for about forty minutes during which he brought me up to speed with his progress on my engine. He now has the rear casting attached to the gearbox casting and the bevel gears set up. This had proved to be no easy matter because every time he tried to tighten the two parts together the cover at the end popped off ( I assume this is at the rear end of the casting and is fitted into the cover plate.). After numerous attempts to find the reason he discovered that the transmission shaft was from a French built machine and not an Italian machine. Apparently the french version is longer with extensions at each end thus even with the shaft fully driven into the gear box it is still too long. This is the reason that the cover pops off as you try to assemble the two castings. Patrick had a spare Italian shaft which he fitted without any problems.
When Patrick came to assemble the flywheel he found that the coil on the stator fouled the centre cam on the flywheel. When I bought the scooter the flywheel was loosely in place and the centre retaining nut was hand tight only so I didn't notice any problem. I guess that I may not have even tried to turn the engine over as it was out of the frame and there was no piston or barrel fitted. It was only later that I decided to have this "spare" engine rebuilt when I found it was the original unit for the scooter. Patrick is looking into the best solution to this problem, change the stator or the flywheel. Apparently there is a further problem with a missing stop which restricts the advance and retard mechanism. I'm not sure if this is on the flywheel or the stator. Patrick talks about drilling out a rivet and replacing the missing stop with an Alan screw to provide a stop and restrict movement.
It all sounds as though it's getting rather expensive. I asked Patrick if he had any idea of what he had spent so far. He said he had the hours but didn't keep a running total. I have no alternative but to carry on, I need an engine and this one will at least tie up with the paper work. In any case the one that was fitted in the scooter when I bought it need a lot of repair work on the crank case mounting lugs. We talked about the problems of buying a scooter which was not complete or had suffered extensive amateur work. I always knew that it's not a good idea buying a "basket case" where you don't know what you are missing or what it should look like. Knowing this I still went ahead and bought the scooter caught up in the general excitement of the chase (make cautionary note for next time). I still think the one on the Isle of White would have been a better bet even if the engine was seized, at least it had all the bits there. Never mind, that's water under the bridge and I'm committed to this path. It's obvious that the person to make the gain will be the guy that I sell the scooter to. He will get a complete scooter (assuming that I eventually do finish it) for fraction of what it cost me but he won't have had the challenge and fun that I will have had along the way.
Patrick hopes to have the engine running next week so that will prove interesting. That is unless he finds more problems!
I had been thinking that it was about time I gave Patrick at Scooter Surgery a call. It occurred to me that he might have won the lottery and runaway to a tropical island. So it was pure coincidence that he phoned me yesterday.
We talked for about forty minutes during which he brought me up to speed with his progress on my engine. He now has the rear casting attached to the gearbox casting and the bevel gears set up. This had proved to be no easy matter because every time he tried to tighten the two parts together the cover at the end popped off ( I assume this is at the rear end of the casting and is fitted into the cover plate.). After numerous attempts to find the reason he discovered that the transmission shaft was from a French built machine and not an Italian machine. Apparently the french version is longer with extensions at each end thus even with the shaft fully driven into the gear box it is still too long. This is the reason that the cover pops off as you try to assemble the two castings. Patrick had a spare Italian shaft which he fitted without any problems.
When Patrick came to assemble the flywheel he found that the coil on the stator fouled the centre cam on the flywheel. When I bought the scooter the flywheel was loosely in place and the centre retaining nut was hand tight only so I didn't notice any problem. I guess that I may not have even tried to turn the engine over as it was out of the frame and there was no piston or barrel fitted. It was only later that I decided to have this "spare" engine rebuilt when I found it was the original unit for the scooter. Patrick is looking into the best solution to this problem, change the stator or the flywheel. Apparently there is a further problem with a missing stop which restricts the advance and retard mechanism. I'm not sure if this is on the flywheel or the stator. Patrick talks about drilling out a rivet and replacing the missing stop with an Alan screw to provide a stop and restrict movement.
It all sounds as though it's getting rather expensive. I asked Patrick if he had any idea of what he had spent so far. He said he had the hours but didn't keep a running total. I have no alternative but to carry on, I need an engine and this one will at least tie up with the paper work. In any case the one that was fitted in the scooter when I bought it need a lot of repair work on the crank case mounting lugs. We talked about the problems of buying a scooter which was not complete or had suffered extensive amateur work. I always knew that it's not a good idea buying a "basket case" where you don't know what you are missing or what it should look like. Knowing this I still went ahead and bought the scooter caught up in the general excitement of the chase (make cautionary note for next time). I still think the one on the Isle of White would have been a better bet even if the engine was seized, at least it had all the bits there. Never mind, that's water under the bridge and I'm committed to this path. It's obvious that the person to make the gain will be the guy that I sell the scooter to. He will get a complete scooter (assuming that I eventually do finish it) for fraction of what it cost me but he won't have had the challenge and fun that I will have had along the way.
Patrick hopes to have the engine running next week so that will prove interesting. That is unless he finds more problems!
Monday, 28 February 2011
I'M STILL HERE
I haven't given up. It's just that I haven't had the opportunity to do much on the scooter. I have started to strip the front suspension and will post a blog when I have finished one side together with some pictures. I have already discovered that it's not quite as simple as Patrick indicated.
I haven't chased my engine as even if I had it I couldn't use it yet. The only disadvantage of not having it at home is that Patrick can continue doing things and totting up the cost. I dare not think what it's up to now. Watch this space.
I haven't chased my engine as even if I had it I couldn't use it yet. The only disadvantage of not having it at home is that Patrick can continue doing things and totting up the cost. I dare not think what it's up to now. Watch this space.
Saturday, 18 December 2010
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.
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.
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 |
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.
Wednesday, 24 November 2010
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.
All looks in good condition. I can't see any chips or damaged threads so far.
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.
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 |
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.
Tuesday, 16 November 2010
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.
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?
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?
Subscribe to:
Posts (Atom)