Thursday, 15 September 2011
Monday, 12 September 2011
Bracketry and Declaration.
I read a magazine interview with a specials builder who said that the most basic skill you could have when modifying bikes was the ability to make brackets. The implication was that if you couldn't do that then forget it. Well it may be the bottom rung of the ladder but I'm really proud that I've got onto that rung. I've produced two differently curved brackets to hold the Mivv cans on. The variation is due to having to fit them around the rear brake controls on the right hand side.
These brackets were needed because I'm running rearsets, to get rid of the ugly and heavy units that originally supported front pegs and controls, passenger pegs, and rear of exhaust system.
The brackets were prototyped with the 2mm thick alloy strip from DIY chain store. Then I ordered 5mm thick ally strip from a supplier on Ebay. At first it seemed like I'd miscalculated, as when I tried to bend the 5mm by hand in the vice, the whole bench moved, and it's a solid bench! Lesson learned, as I realised I have a book on metalwork that has a chart with "length to thickness to bendability" ratios in it. However that was far to scary and I wanted results - now! Applying energy with a different focus (or Ki for any martial arts people out there) i.e. using a big rubber mallet swung in the right stylie, got the right material moving. Offer it up to the bike, re-swing etc etc until bends are right.
Prototyping with two 2mm strips layered:
After bending, then cutting rough shapes in the 5mm is undertaken with a jig saw and pillar drill. Then I used a combination of hand files, mini rotary-tool and Black and Decker Powerfile to finish the rounded ends, and the slotting.
Although not shown here, much of the work was done with the piece taped-up to avoid marking it too deeply... In the blurry pic below you can just about see the permy marker cut guide lines:
Finished off with wonderful Scotchbrite disk on electric drill, one of my most used tools. The finish it gives is not too shiny but nicely pro looking (I think anyway).
Rougher brackets where knocked up out of the 2mm to support the 916 carbon front mudguard, as the fork legs mounting holes are at a different height from the original 'guard:
It's small spuds to the engineers out there but it's a start on the journey away from bolt-on Bertie status, and so satisfying...
I now have a target - I want this thing at least able to go for a shake-down up and down my suburban road by the 1st October. That gives me 3 weeks. She may have missed the summer, but by the gods she will not quietly into this winter go.....CHAAARGE!
These brackets were needed because I'm running rearsets, to get rid of the ugly and heavy units that originally supported front pegs and controls, passenger pegs, and rear of exhaust system.
The brackets were prototyped with the 2mm thick alloy strip from DIY chain store. Then I ordered 5mm thick ally strip from a supplier on Ebay. At first it seemed like I'd miscalculated, as when I tried to bend the 5mm by hand in the vice, the whole bench moved, and it's a solid bench! Lesson learned, as I realised I have a book on metalwork that has a chart with "length to thickness to bendability" ratios in it. However that was far to scary and I wanted results - now! Applying energy with a different focus (or Ki for any martial arts people out there) i.e. using a big rubber mallet swung in the right stylie, got the right material moving. Offer it up to the bike, re-swing etc etc until bends are right.
Prototyping with two 2mm strips layered:
After bending, then cutting rough shapes in the 5mm is undertaken with a jig saw and pillar drill. Then I used a combination of hand files, mini rotary-tool and Black and Decker Powerfile to finish the rounded ends, and the slotting.Although not shown here, much of the work was done with the piece taped-up to avoid marking it too deeply... In the blurry pic below you can just about see the permy marker cut guide lines:
Finished off with wonderful Scotchbrite disk on electric drill, one of my most used tools. The finish it gives is not too shiny but nicely pro looking (I think anyway).
A combination of laziness and some kind of Zen weirdness makes me stop at the absolute moment they look right at anything other than the closest range. I like the fact they're still a bit hand made when you look closely.
The exhausts are now firmly mounted, in fact probably a little over-engineered but still lighter than the stock set-up.
Rougher brackets where knocked up out of the 2mm to support the 916 carbon front mudguard, as the fork legs mounting holes are at a different height from the original 'guard:
It's small spuds to the engineers out there but it's a start on the journey away from bolt-on Bertie status, and so satisfying...
I now have a target - I want this thing at least able to go for a shake-down up and down my suburban road by the 1st October. That gives me 3 weeks. She may have missed the summer, but by the gods she will not quietly into this winter go.....CHAAARGE!
Saturday, 27 August 2011
IT LIVES!!!!!!
I have just this minute managed to fire the beast up - ignore the smoke it's just the grease that was used to ease the manifolds into place burning off. I had a slight fright when it wouldn't start but it was just reversed coil/ht connections. Listen to her roar - I am so frakkin' happy!
Still plenty to do, finishing off fabricating exhaust brackets, re-routing some wiring, sorting out indicators on front end, fabbing up number plate holder.... BUT despite me having messed around with stator rotor and timing pick-ups when fitting the light-weight flywheel, and having fitted FCR Keihins straight from the box, she appears to run fine. Props and thanks to Chris at California Cycleworks, his base settings for the flatsides seem to be spot on. Plus there don't seem to be any oil leaks, petrol leaks etc, plus the cans sound fantastic, plus starter, dash, clutch etc etc all work....I am so stoked.
Still plenty to do, finishing off fabricating exhaust brackets, re-routing some wiring, sorting out indicators on front end, fabbing up number plate holder.... BUT despite me having messed around with stator rotor and timing pick-ups when fitting the light-weight flywheel, and having fitted FCR Keihins straight from the box, she appears to run fine. Props and thanks to Chris at California Cycleworks, his base settings for the flatsides seem to be spot on. Plus there don't seem to be any oil leaks, petrol leaks etc, plus the cans sound fantastic, plus starter, dash, clutch etc etc all work....I am so stoked.
Tuesday, 9 August 2011
Three steps forward, one step back.
It's been a while since I posted an update. You think you're going to get loads done in the summer and you forget about holidays and other activities that block out your calender.
I continue to be undecided about the seat. Having bought three different shades of brown leatherette and some retro brown gum grips I still haven't got the tone or effect I want. I am starting to get seduced by the idea of giving up on the tan seat idea and going for black, perhaps with the hump built up to be a bit more "cafe", and maybe some red beading marking out the line of the back stop. However not ready to push the button on that yet....
Most significant progress has been in the wiring area. The speedo and supplemental idiot lights sub-loom is now wrapped up and tidy in self-amalgamating tape, going from this:
To this:
Having received LEDs soldered and heat-shrinked so that the plastic holders to secure them in their bezels were impossible to fit without de-soldering, I decided to just hot-glue them into the bezels.
We'll see how well this manner of mounting survives....
Getting the rat's nest tidied was a great morale booster. I'm not too good at the kind of stuff, and it was complicated by some very big transitions between thickness of wire and so on. However it came together and I got a massive buzz from getting it done. I fitted an inline fuse for the constant 12v supply and supported this by cable tying to the thinner wire in parallel and looping back the connection. This whole area is not finished and I haven't ruled out having to re-do it. For instance I've mounted the microswitch for the speedo LED display on the ignition key cover,
(sorry for the blurry shot..). The wires that run to this switch are very fine and protrude from the top of the taped sub-loom. The loom will have to be mounted and supported in such a way as to minimise strain on these. The same will apply for the wires to the back of the speedo and the wires running to the speed sensor (yet to be mounted - a bracket will need to be fabricated).
All warning lights in the speedo and externally are no working. That's high-beam, indicators, neutral, oil-pressure on the clock, and side-stand, charging system and fuel warning on the bracket. Actually I haven't tested fuel warning light yet, so that's a lie, but we are almost there on idiot lights! Anyway it was nice to see the whole area cleaned up:
However this only high-lighted how 'orrible the brake and clutch fluid pots looked. I had previously written off alloy pots as a bit poncey, but changed my mind. Like the 'zorts, for the weight extremists it's a backward step but in this case we're talking grams and it's going to look so much better:
I purchased a large brake pot and a medium clutch pot from Motopike, in what I think is their own brand named "Factory Racing". Now there were some very highly respected Japanese parts under the Factory name a few years ago, but I don't think this is the same, they say the parts are designed by UK engineers, and I suspect they are then made up in the far east, probably China. Nothing wrong with that as long as quality assurance is kept up. Even if they are knowingly benefitting from the kudos of the now defunct Japanese Factory name, it's fine as long as quality is high. Unfortunately the clutch pot had a leaking sight window due to it's clips being sheared. Motopike have been very responsive, and sent a new window out in 24 hours. They say they are looking into the design, so for now the jury is out on build quality, but there is no question about their excellent customer service so I think things will come good. Also their prices are very competitive, and so you have to live with a little bit of "beta testing" for the user. I am sure that all alloy items like clip ons, which have been getting good reviews in the mags, will be fine.
Which reminds me. Having replaced the brake and clutch master cylinders with 916 or other superbike items, I found the Oberon brake lever now had the wrong fittings to suit. I got in contact with them and they gave me loads of advice. Then, rather than trying to sell me another whole lever, they supplied with me the necessary mechanism to convert ( and fitted it) at a very reasonable price. Can't rate them too highly. I had thought some of their stuff was a little pricey, but the quality is top notch and their customer service is brilliant so it's fair do's all the way.
Other progress - I've started fabricating a prototype exhaust support bracket:
Because I don't have a band saw or a milling machine I need to make this stuff out of aluminium of a thickness I can handle. The prototype is made out of two strips of 2mm sandwiched together and is obviously a bit bendy, but I've ordered some 5mm for the final piece. We'll see how easy it is to bend as two curves are required on this side. Then the alloy spacer for the rear-set mounting bolt will need to be ground down proportionately, so that it's alignment for gear change is preserved.
The other side will be more tricky as the mounting is shared by rear brake master cylinder and reservoir components. Visually I am hoping 5mm flat bar ally will have enough strength to allow for some drilling, or even slotting, to make the brackets look more graceful and manufactured. You can do loads with a pillar drill, mini rotary-tool and the wonderful B&D powerfile.
Unfortunately the push fit of link-pipes into down-pipes is too loose. At the moment I am botching this with sleeving made from drink can alloy, and the use of jubilee clips. Not sure where to go with this short of having link-pipes adjusted or re-made by engineering firm. However, if I can "get away" with something that's reliable I will.
My other worry is there is some play in the manifold/downpipe so need to check whether gaskests are mounted correctly etc. The good bit is that all of this will need to be leak-tested. This means I am going to be forced to fuel-up, oil-up, and man-up and see if the thing runs soon! Very scary as this will involve discovering if ignition coils etc are wired up right, and electronic pick-up sensors are in exactly the right position. Only thing stopping me at present are some bits of hose I am waiting for for the tank and knocking up brake-side bracket prototype.
I'd bought an anodized front sprocket cover that didn't fit once the Oberon clutch slave cylinder was in position. A quick go with the powerfile sorted it and the de-anodised face is not visible when it's place:
So that's about it apart from one large downer. I started to mount front brake calipers so I could test Factory Racing brake reservoir for leaks in situ. While trying to do this I discovered that the front wheel is off centre. It's probably, no make that "definitely", something stupid, as there should be no change there other than discarding speedo drive and using it's insides as a spacer. Ahh you cry but that may make it thinner with casing missing etc. Yeah, but that's the side where I've got the bigger gap not the smaller, so what's going on?
Still I'm not dperessed. The best thing about this project is it keeps drumming into my head that nothing is insoluble. And I did get a massive buzz out of tidying up the wiring...weird......
I continue to be undecided about the seat. Having bought three different shades of brown leatherette and some retro brown gum grips I still haven't got the tone or effect I want. I am starting to get seduced by the idea of giving up on the tan seat idea and going for black, perhaps with the hump built up to be a bit more "cafe", and maybe some red beading marking out the line of the back stop. However not ready to push the button on that yet....
Most significant progress has been in the wiring area. The speedo and supplemental idiot lights sub-loom is now wrapped up and tidy in self-amalgamating tape, going from this:
To this:
Having received LEDs soldered and heat-shrinked so that the plastic holders to secure them in their bezels were impossible to fit without de-soldering, I decided to just hot-glue them into the bezels.
We'll see how well this manner of mounting survives....
Getting the rat's nest tidied was a great morale booster. I'm not too good at the kind of stuff, and it was complicated by some very big transitions between thickness of wire and so on. However it came together and I got a massive buzz from getting it done. I fitted an inline fuse for the constant 12v supply and supported this by cable tying to the thinner wire in parallel and looping back the connection. This whole area is not finished and I haven't ruled out having to re-do it. For instance I've mounted the microswitch for the speedo LED display on the ignition key cover,
(sorry for the blurry shot..). The wires that run to this switch are very fine and protrude from the top of the taped sub-loom. The loom will have to be mounted and supported in such a way as to minimise strain on these. The same will apply for the wires to the back of the speedo and the wires running to the speed sensor (yet to be mounted - a bracket will need to be fabricated).
(All warning lights in the speedo and externally are no working. That's high-beam, indicators, neutral, oil-pressure on the clock, and side-stand, charging system and fuel warning on the bracket. Actually I haven't tested fuel warning light yet, so that's a lie, but we are almost there on idiot lights! Anyway it was nice to see the whole area cleaned up:
However this only high-lighted how 'orrible the brake and clutch fluid pots looked. I had previously written off alloy pots as a bit poncey, but changed my mind. Like the 'zorts, for the weight extremists it's a backward step but in this case we're talking grams and it's going to look so much better:
I purchased a large brake pot and a medium clutch pot from Motopike, in what I think is their own brand named "Factory Racing". Now there were some very highly respected Japanese parts under the Factory name a few years ago, but I don't think this is the same, they say the parts are designed by UK engineers, and I suspect they are then made up in the far east, probably China. Nothing wrong with that as long as quality assurance is kept up. Even if they are knowingly benefitting from the kudos of the now defunct Japanese Factory name, it's fine as long as quality is high. Unfortunately the clutch pot had a leaking sight window due to it's clips being sheared. Motopike have been very responsive, and sent a new window out in 24 hours. They say they are looking into the design, so for now the jury is out on build quality, but there is no question about their excellent customer service so I think things will come good. Also their prices are very competitive, and so you have to live with a little bit of "beta testing" for the user. I am sure that all alloy items like clip ons, which have been getting good reviews in the mags, will be fine.
Which reminds me. Having replaced the brake and clutch master cylinders with 916 or other superbike items, I found the Oberon brake lever now had the wrong fittings to suit. I got in contact with them and they gave me loads of advice. Then, rather than trying to sell me another whole lever, they supplied with me the necessary mechanism to convert ( and fitted it) at a very reasonable price. Can't rate them too highly. I had thought some of their stuff was a little pricey, but the quality is top notch and their customer service is brilliant so it's fair do's all the way.
Other progress - I've started fabricating a prototype exhaust support bracket:
Because I don't have a band saw or a milling machine I need to make this stuff out of aluminium of a thickness I can handle. The prototype is made out of two strips of 2mm sandwiched together and is obviously a bit bendy, but I've ordered some 5mm for the final piece. We'll see how easy it is to bend as two curves are required on this side. Then the alloy spacer for the rear-set mounting bolt will need to be ground down proportionately, so that it's alignment for gear change is preserved.
The other side will be more tricky as the mounting is shared by rear brake master cylinder and reservoir components. Visually I am hoping 5mm flat bar ally will have enough strength to allow for some drilling, or even slotting, to make the brackets look more graceful and manufactured. You can do loads with a pillar drill, mini rotary-tool and the wonderful B&D powerfile.
Unfortunately the push fit of link-pipes into down-pipes is too loose. At the moment I am botching this with sleeving made from drink can alloy, and the use of jubilee clips. Not sure where to go with this short of having link-pipes adjusted or re-made by engineering firm. However, if I can "get away" with something that's reliable I will.
My other worry is there is some play in the manifold/downpipe so need to check whether gaskests are mounted correctly etc. The good bit is that all of this will need to be leak-tested. This means I am going to be forced to fuel-up, oil-up, and man-up and see if the thing runs soon! Very scary as this will involve discovering if ignition coils etc are wired up right, and electronic pick-up sensors are in exactly the right position. Only thing stopping me at present are some bits of hose I am waiting for for the tank and knocking up brake-side bracket prototype.
I'd bought an anodized front sprocket cover that didn't fit once the Oberon clutch slave cylinder was in position. A quick go with the powerfile sorted it and the de-anodised face is not visible when it's place:
So that's about it apart from one large downer. I started to mount front brake calipers so I could test Factory Racing brake reservoir for leaks in situ. While trying to do this I discovered that the front wheel is off centre. It's probably, no make that "definitely", something stupid, as there should be no change there other than discarding speedo drive and using it's insides as a spacer. Ahh you cry but that may make it thinner with casing missing etc. Yeah, but that's the side where I've got the bigger gap not the smaller, so what's going on?
Still I'm not dperessed. The best thing about this project is it keeps drumming into my head that nothing is insoluble. And I did get a massive buzz out of tidying up the wiring...weird......
Friday, 22 July 2011
Boomthang vs. Murdoch
Hijackin all things bike to plug the band I play guitar in's lil' rock comment on the press scandal. It's a rough demo really but a kind gentleman named Dack offered to do a free vid so we went for it on Youtube. And rock 'n roll and revolution go hand in hand with bikes anyway....c'mon people!
Thursday, 14 July 2011
Chicken Shack Board Member Shuffles Off Perch
Just a quick note to say that one of Chicken Shack Ducati Project's founder members, Ms. Betty Descended- From-Dinosaurs-And-Twice-As-Stupid Henface, sadly passed away this week, RIP.
In more news we welcome new board member Dixie the Blue Maran. Unfortunately Dixie is having the crap beaten out of her by Wilma, which is kind of upsetting because Dixie's a bit of a cutie. Apparently this is normal chicken behaviour and sets the pecking order (hence the phrase).
However you have to keep an eye on it in case of injuries, or starvation/dehydration through being denied access by the dominant hen. We're hoping it'll settle down soon, but it can take a couple of weeks and it's not guaranteed to work out. Fingers crossed that board meetings will be less violent soon.
I'll try and get a picture of Dixie up in subsequent posts. More importantly will try and actually get some work done on the bike. Summer is just too busy, and this was when I thought I would get the most done. Current preoccupation is exhaust mounting. How to fabricate and mount supporting brackets to replace the support supplied by original footrest assembly. How to get a sealed fit at the downpipe to link-pipe join which seems a bit loose....
In more news we welcome new board member Dixie the Blue Maran. Unfortunately Dixie is having the crap beaten out of her by Wilma, which is kind of upsetting because Dixie's a bit of a cutie. Apparently this is normal chicken behaviour and sets the pecking order (hence the phrase).
However you have to keep an eye on it in case of injuries, or starvation/dehydration through being denied access by the dominant hen. We're hoping it'll settle down soon, but it can take a couple of weeks and it's not guaranteed to work out. Fingers crossed that board meetings will be less violent soon.
I'll try and get a picture of Dixie up in subsequent posts. More importantly will try and actually get some work done on the bike. Summer is just too busy, and this was when I thought I would get the most done. Current preoccupation is exhaust mounting. How to fabricate and mount supporting brackets to replace the support supplied by original footrest assembly. How to get a sealed fit at the downpipe to link-pipe join which seems a bit loose....
Sunday, 3 July 2011
Good Times at The Cathedral, 2011 Assen TT (Rossi exclusive snaps :)
Assen was a blast, as was the stop over in Bruges/Brugges on the way home. We had mixed sun and showers on the 400 mile journey there, grey and drizzle at the races in Assen, baking hot in Belgium, mother of all rain storms on last bit of journey back home on UK motorways. When I say the mother of all storms I mean 20 meter visibility, hail, 2 inches standing water, multiple lightening forks across the horizon, Gatwick airport brought to standstill, some poor soul in a crane killed at the Olympic Park.
Practice day and race day were given extra icing on the cake due to VIP Paddock Passes (thanks and love to my bro-in-law,and his friends who kindly sorted it for us. Hope Senor N is back to good health). Managed to play paparazzi for a laugh, and waited 20 mins for a 20 sec fly-by from Valentino Rossi after his disappointing practice session. It was straight into the trailer, but he smiled and waved on the way.
We were in with a great crowd on the same TT trip package and had a laugh at the hotel and on trip to the Assen street parties on the Friday night. Retired pretty early though as not getting any younger and was still feeling theAs mu! Old aircooled Multistrada, or if I could afford it I would love the KTM 990 SMT. As usual Mrs Cutter was up to every challenge on her 695, but no fairing meant 80mph was the maximum cruising speed on our 800 mile round trip.
Assen TT coincided with a Yamaha anniversary of 50 years in GPs, and they brought along some legendary bikes and riders (Phil Read, Ago etc)... The old bikes are uber cool and were so beasty they had to be locked up:
Here's what they sounded like when they were set free:
When the 125's finish this year that will be it for two stroke noise and smell. Still Moto3 could be cooking - the new Honda Moto3 bike was on show in the paddock:
Here's a shot of Simo in the pit lane, one of the occasions when he was shiny side up. The guy needs some luck and to calm down a bit and then he will clean up.... If he can do it maybe he's the next Rossi, maybe a Senna for the biking world (see that movie BTW).
We went with a MotoExpress package which meant a nice hotel and coach laid on to practice and race day, so a few beers could be consumed during the day as well as in the evening. Others on the trip were all really friendly, open, great people (as is so often is the case with bikers). Hope the friends we made all got back home safe and sound.
Don't need to say much about the results, Cheered Bradley's podium on noisely in the Paddock Bar, (which is directly on pit lane entrance, overlooks start finish straight and has view of chicane), over Dutch rave oom-pah music.
Watched Simo and Lorenzo collide from Strubbel grandstand for the main race. Bad luck for Crutchlow, and Ducati still struggling. Mugello on TV today - fingers crosssed - ho hum. Back on topic of the next post.
Practice day and race day were given extra icing on the cake due to VIP Paddock Passes (thanks and love to my bro-in-law,and his friends who kindly sorted it for us. Hope Senor N is back to good health). Managed to play paparazzi for a laugh, and waited 20 mins for a 20 sec fly-by from Valentino Rossi after his disappointing practice session. It was straight into the trailer, but he smiled and waved on the way.
We were in with a great crowd on the same TT trip package and had a laugh at the hotel and on trip to the Assen street parties on the Friday night. Retired pretty early though as not getting any younger and was still feeling theAs mu! Old aircooled Multistrada, or if I could afford it I would love the KTM 990 SMT. As usual Mrs Cutter was up to every challenge on her 695, but no fairing meant 80mph was the maximum cruising speed on our 800 mile round trip.
Assen TT coincided with a Yamaha anniversary of 50 years in GPs, and they brought along some legendary bikes and riders (Phil Read, Ago etc)... The old bikes are uber cool and were so beasty they had to be locked up:
Here's what they sounded like when they were set free:
When the 125's finish this year that will be it for two stroke noise and smell. Still Moto3 could be cooking - the new Honda Moto3 bike was on show in the paddock:
Here's a shot of Simo in the pit lane, one of the occasions when he was shiny side up. The guy needs some luck and to calm down a bit and then he will clean up.... If he can do it maybe he's the next Rossi, maybe a Senna for the biking world (see that movie BTW).
We went with a MotoExpress package which meant a nice hotel and coach laid on to practice and race day, so a few beers could be consumed during the day as well as in the evening. Others on the trip were all really friendly, open, great people (as is so often is the case with bikers). Hope the friends we made all got back home safe and sound.
Don't need to say much about the results, Cheered Bradley's podium on noisely in the Paddock Bar, (which is directly on pit lane entrance, overlooks start finish straight and has view of chicane), over Dutch rave oom-pah music.
Watched Simo and Lorenzo collide from Strubbel grandstand for the main race. Bad luck for Crutchlow, and Ducati still struggling. Mugello on TV today - fingers crosssed - ho hum. Back on topic of the next post.
Wednesday, 22 June 2011
Tomorrow we rise at dawn - to Assen!
.....but in the mean time, despite kind comments from dear friends The Seat Ain't Right!!!
I have ordered some different vinyls as I am sticking to some sort of brown leathery look for now. If I can't get it right I may have to surrender and go black. The seat Lee, from Viking Seats, made to my choice of design is great - until I put it on the Chicken Shack Ducati. It's too fussy for the bike's colour scheme and the tan colour is too light. My fault not Lee's in any way of course.
Anyway Mrs Cutter and I are riding the 695 Monster and VTR1000 to Assen for the MotoGP and then stopping in Belgium on the way back. Looks like we may get as wet as we did going to Silverstone a couple of weeks back. On the plus side we have VIP passes due to very kind friends and relatives, and Rossi has a new incarnation of the Ducati to ride, Crutchlow should be healed enough, and Simoncelli is due to keep it right side up for a change. Should be massive - see ya on the other side!
I have ordered some different vinyls as I am sticking to some sort of brown leathery look for now. If I can't get it right I may have to surrender and go black. The seat Lee, from Viking Seats, made to my choice of design is great - until I put it on the Chicken Shack Ducati. It's too fussy for the bike's colour scheme and the tan colour is too light. My fault not Lee's in any way of course.
Anyway Mrs Cutter and I are riding the 695 Monster and VTR1000 to Assen for the MotoGP and then stopping in Belgium on the way back. Looks like we may get as wet as we did going to Silverstone a couple of weeks back. On the plus side we have VIP passes due to very kind friends and relatives, and Rossi has a new incarnation of the Ducati to ride, Crutchlow should be healed enough, and Simoncelli is due to keep it right side up for a change. Should be massive - see ya on the other side!
Sunday, 5 June 2011
Please Be Seated....
Big news from the 'shack is I have my custom seat!
The cover was made and fitted while I waited by Lee of Viking Seats:
Outstanding work at a very reasonable price. Lee is very friendly and will discuss what you want for your seat and contribute ideas. I wasn't able to find a vinyl that was quite as "distressed saddlery leather" as I wanted, and Lee suggested black and tan to break the colour up a bit. He also suggested the use of a synthetic suede-style for all or part of the seat. In the end I asked for black suede-style, and ribbing on the actual seating area, and tan leather-look vinyl on the rest, with double stitching. The problem of the 70's-style ribbing flare-ing out near the tank was solved by Lee putting in a "neck" section that works really well, wrapping around the rear of the tank.
The seat looks a bit new and needs to get a bit "lived in", and I'm thinking about a way to age the tan sections a bit, but I'm really pleased with it. I would definitely recommend Lee, whose prices are really good despite the high level of service. As well as a seating area with bike mags, just across the yard is a reallyu pukka cafe - best fresh cooked chips I've had for a long time! If you need to to talk to someone in the South East about any sort of seat customising, I can't recommend Lee highly enough. Like Boyz Toyz for the paint, I shall be back for subsequent projects. Find Lee's site here:
http://www.vikingmotorcycleseats.co.uk/
Other news - what's left before project is finished I hear you ask:
Brackets for front mudguard
Bracket for numberplate
Decisions about, purchase, and fitting of, indicators and rear light.
Mounting exhausts (can't find exhaust stud nuts so need to order some new ones)
Brackets for exhausts
Solve problem of Oberon M900 brake lever seeming to not fit alleged 916 unit when they should apparently be the same. Getting help and advice from Steve at Oberon which is much appreciated.
Fit front calipers
Sort side stand warning light
Establish why sprocket studs still seem a little too close to swingarm - bit of a worry this one...
Route Motogadget wiring tidily, mount speed sensor (fabricate bracket as necessary)
Mount motogadget microswitch or buy amd mount slightly less teeny switch.
Sort out some kind of shortened rear hugger, and underseat splash plate,
Fix on seat catch and get it to work tidily possible without locking unit. Although with new seat might be better it was lockable, or bolted on.
Solder on broken neutral sensor wires, tighten sensor nut which is recessed (have made a tool out of duplicate spanner using my fab Black and Decker power file)
Put on tank fittings
Put in oil and petrol and see if it actually runs...
Fix whatever doesn't work properly.
So I'm still singing the same old song - "there's a fair bit to be done yet"
I've been a bit lax lately - did manage to put together my first rivet link chain with loan of DID tool and advice from my mate Dan. That's something I'm glad I can now do myself.
The cover was made and fitted while I waited by Lee of Viking Seats:
Outstanding work at a very reasonable price. Lee is very friendly and will discuss what you want for your seat and contribute ideas. I wasn't able to find a vinyl that was quite as "distressed saddlery leather" as I wanted, and Lee suggested black and tan to break the colour up a bit. He also suggested the use of a synthetic suede-style for all or part of the seat. In the end I asked for black suede-style, and ribbing on the actual seating area, and tan leather-look vinyl on the rest, with double stitching. The problem of the 70's-style ribbing flare-ing out near the tank was solved by Lee putting in a "neck" section that works really well, wrapping around the rear of the tank.The seat looks a bit new and needs to get a bit "lived in", and I'm thinking about a way to age the tan sections a bit, but I'm really pleased with it. I would definitely recommend Lee, whose prices are really good despite the high level of service. As well as a seating area with bike mags, just across the yard is a reallyu pukka cafe - best fresh cooked chips I've had for a long time! If you need to to talk to someone in the South East about any sort of seat customising, I can't recommend Lee highly enough. Like Boyz Toyz for the paint, I shall be back for subsequent projects. Find Lee's site here:
http://www.vikingmotorcycleseats.co.uk/
Other news - what's left before project is finished I hear you ask:
Brackets for front mudguard
Bracket for numberplate
Decisions about, purchase, and fitting of, indicators and rear light.
Mounting exhausts (can't find exhaust stud nuts so need to order some new ones)
Brackets for exhausts
Solve problem of Oberon M900 brake lever seeming to not fit alleged 916 unit when they should apparently be the same. Getting help and advice from Steve at Oberon which is much appreciated.
Fit front calipers
Sort side stand warning light
Establish why sprocket studs still seem a little too close to swingarm - bit of a worry this one...
Route Motogadget wiring tidily, mount speed sensor (fabricate bracket as necessary)
Mount motogadget microswitch or buy amd mount slightly less teeny switch.
Sort out some kind of shortened rear hugger, and underseat splash plate,
Fix on seat catch and get it to work tidily possible without locking unit. Although with new seat might be better it was lockable, or bolted on.
Solder on broken neutral sensor wires, tighten sensor nut which is recessed (have made a tool out of duplicate spanner using my fab Black and Decker power file)
Put on tank fittings
Put in oil and petrol and see if it actually runs...
Fix whatever doesn't work properly.
So I'm still singing the same old song - "there's a fair bit to be done yet"
I've been a bit lax lately - did manage to put together my first rivet link chain with loan of DID tool and advice from my mate Dan. That's something I'm glad I can now do myself.
Sunday, 15 May 2011
Brothers in the Build.
I've just finished watching a recording of the Le Mans MotoGP with Mrs Cutter, about 8 hours after it happened. What a race! Ducati are on the podium with Rossi having had a smart consistent push to third aided by carnage and confusion at the front. Rossi, Burgess, and the Ducati team are doing what they said they would, developing the bike. This result became possible after some "chassis" (that's an archaic word for what is really a carbon airbox that holds the front-end, engine and rear-end together) mods, but Barcelona brings a new engine which Burgess has made clear is an important part of improving the behaviour in corners. If it has more power that won't hurt either. I won't talk about the ironies of the Simoncelli, Pedrosa and Lorenzo, Dovizioso dust-ups, other to say that I feel sorry for Dani but enjoyed watching Simoncelli stuff it up Lorenzo who has been playing the pious champion mind-games off the track. Anyway back to C-Shack business..
Last weekend was a milestone in terms of the project bike, not just because a particularly daunting (to me anyway) stage was completed, but more because of the manner in which it happened. A fellow UK Monster Owners Club member, Sam, had arranged to swap his Mivv X-Cone cans for my Sils. This was a deal made in heaven, with Sam lusting after the oval Sils he had wanted for a long time, now in a position to make use of them as he de-caffeinates his 620 for a change in riding position. In turn I got what I had been secretly longing for, pipes that are really different, with a real cafe-racer megaphone look mixed with a bit of modern GP vibe.
True, the brushed steel X-Cones are a fair bit heavier than the carbon Sils which seems a bit of a backward step performance-wise, but they are still a lot lighter than standard. However, they look phenomenal. I was worried the back end was going to look cluttered and low with everything in black around the back wheel, These swept slim cans will clean things up no end without my having to resort to high-levels which inevitably look too modern for a cafe-a-like, and on a tail-chop bike need shortening.
The Silmotors :
The Mivvs :
They look longer when in position due to the link pipes which continue the line back to the manifold.
You may be wondering what was so special about all of this, and what was daunting about exhaust pipes. The answer is nothing, what was special was that Sam, as well as travelling a couple of hundred miles to do the swap, also decided to help me out with the wiring job for the Motogadget speedo and associated LEDs. Yep, the wiring that has been worrying me for so long. He spent several hours doing a class wiring job just as a favour to a fellow Monster owner. He even had to be forced to accept a little lunch - the chickens pinned him down while Mrs Cutter force fed him Spag Bol. I have rarely met such a polite, kind, hard working and talented bloke and I owe him big time.
The speedo, complete with it's micro switch, sensor, four internal warning lights, and the three extra LEDs I'm mounting (for the remaining required "idiot lights"), are all functional. All I have to do is tidy and route the wiring, put in a in-line fuse for the 12v supply, and bracket-mount the speed sensor and switch. The wiring was scarier than it looks below where it's pretty much finished, with some changes having to be made in the loom at the back end of the bike as well as at the front. However it wasn't at all scary for Sam, who pulled of the neat trick of making it look easy without ever making me feel like the talentless chancer I am!
More news just in, this weekend - apart form sorting Kriega luggage for Mrs Cutter's 695 and my VTR, as well as a RAM mount and charging socket on the latter (all this in prep for Silverstone and Assen GP visits) - I found some time to look at the final drive on the M900. I'd been uncomfortable with how close the sprocket nuts seem to be to the swing arm, and as usual instead of noting the obvious (studs seemed a bit short - how could that be?) I was making up all kinds of panicky theories. Powder coating affecting tolerances, 750SS sourced wheel not right, sprocket carrier different or not seating properly, spacer in the wrong way round, Resolving to play around with different sprockets and swap to the old carrier to see what was what, I realised I'd put the sprocket on the wrong way round - it has indentations on one side that allow the nuts to screw further down the studs. Just a couple of mm. difference but enough to now look right.
Wth everything going so well I decided to try and put the chain on, which really needs a side-plate pressing and rivet-end squashing tool. These usually come as a multi-function jobbie that breaks the old chain too. A bit of web searching came up with some alternative methods and I tried to improvise:
This is some kind of car tool which, with a socket used to keep it's jaws open, makes a good pressing tool. This would have been fine if the instructions on the chain packet had mentioned that you need to have the side of the plate with the writing on facing outwards ( it says "Japan" unlike every other link that says "DID"). Or if I had enough sense to know that, to work as a press-fit, the holes need to be tapered, and therefore direction of application is important. I soon realised though, when my pseudo-press bent the plate instead of pressing it on. I straightened it in the vice (should be OK as all strain is lengthways) and resolved to try again later or maybe borrow the right tool from my mate Roly if he's got one. Sometimes it's best to take a breather and re-group.
I'm feeling very up because the project has so much momentum now. I need to ring a seatmaker.....
Forza Ducati! Roll on Silverstone and Catalunya!
Last weekend was a milestone in terms of the project bike, not just because a particularly daunting (to me anyway) stage was completed, but more because of the manner in which it happened. A fellow UK Monster Owners Club member, Sam, had arranged to swap his Mivv X-Cone cans for my Sils. This was a deal made in heaven, with Sam lusting after the oval Sils he had wanted for a long time, now in a position to make use of them as he de-caffeinates his 620 for a change in riding position. In turn I got what I had been secretly longing for, pipes that are really different, with a real cafe-racer megaphone look mixed with a bit of modern GP vibe.
True, the brushed steel X-Cones are a fair bit heavier than the carbon Sils which seems a bit of a backward step performance-wise, but they are still a lot lighter than standard. However, they look phenomenal. I was worried the back end was going to look cluttered and low with everything in black around the back wheel, These swept slim cans will clean things up no end without my having to resort to high-levels which inevitably look too modern for a cafe-a-like, and on a tail-chop bike need shortening.
The Silmotors :
The Mivvs :
They look longer when in position due to the link pipes which continue the line back to the manifold.
You may be wondering what was so special about all of this, and what was daunting about exhaust pipes. The answer is nothing, what was special was that Sam, as well as travelling a couple of hundred miles to do the swap, also decided to help me out with the wiring job for the Motogadget speedo and associated LEDs. Yep, the wiring that has been worrying me for so long. He spent several hours doing a class wiring job just as a favour to a fellow Monster owner. He even had to be forced to accept a little lunch - the chickens pinned him down while Mrs Cutter force fed him Spag Bol. I have rarely met such a polite, kind, hard working and talented bloke and I owe him big time.
The speedo, complete with it's micro switch, sensor, four internal warning lights, and the three extra LEDs I'm mounting (for the remaining required "idiot lights"), are all functional. All I have to do is tidy and route the wiring, put in a in-line fuse for the 12v supply, and bracket-mount the speed sensor and switch. The wiring was scarier than it looks below where it's pretty much finished, with some changes having to be made in the loom at the back end of the bike as well as at the front. However it wasn't at all scary for Sam, who pulled of the neat trick of making it look easy without ever making me feel like the talentless chancer I am!
More news just in, this weekend - apart form sorting Kriega luggage for Mrs Cutter's 695 and my VTR, as well as a RAM mount and charging socket on the latter (all this in prep for Silverstone and Assen GP visits) - I found some time to look at the final drive on the M900. I'd been uncomfortable with how close the sprocket nuts seem to be to the swing arm, and as usual instead of noting the obvious (studs seemed a bit short - how could that be?) I was making up all kinds of panicky theories. Powder coating affecting tolerances, 750SS sourced wheel not right, sprocket carrier different or not seating properly, spacer in the wrong way round, Resolving to play around with different sprockets and swap to the old carrier to see what was what, I realised I'd put the sprocket on the wrong way round - it has indentations on one side that allow the nuts to screw further down the studs. Just a couple of mm. difference but enough to now look right.
Wth everything going so well I decided to try and put the chain on, which really needs a side-plate pressing and rivet-end squashing tool. These usually come as a multi-function jobbie that breaks the old chain too. A bit of web searching came up with some alternative methods and I tried to improvise:
I'm feeling very up because the project has so much momentum now. I need to ring a seatmaker.....
Forza Ducati! Roll on Silverstone and Catalunya!
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