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Old 02-12-2013, 01:57 PM   #7066
England-Kev
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My mate Paul is buying an old Gilera...



Lots more here... http://kevindean.zenfolio.com/p512787931/slideshow

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Old 02-12-2013, 05:38 PM   #7067
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Quote:
Originally Posted by Bubbachicken View Post
Do I have to destroy the bezel in removing it, then buy another one someplace (like anyone will HAVE one???). Is this going to be the start of my ratting of this bike? Is it going to be cheaper to just get another entire gauge??
That is the first tricky step in working on these things - how to remove the bezel without trashing it so it'll go back on looking nice. If you pry up on the crimp, the bezel wants to splay outward - not a good thing. So having some way to support the outside edge while prying on the lip is necessary to a clean job.
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Old 02-12-2013, 10:10 PM   #7068
Bubbachicken
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Eek

Quote:
Originally Posted by Wirespokes View Post
That is the first tricky step in working on these things - how to remove the bezel without trashing it so it'll go back on looking nice. If you pry up on the crimp, the bezel wants to splay outward - not a good thing. So having some way to support the outside edge while prying on the lip is necessary to a clean job.

hmmm... So... What you are saying is... Carefully lift the edge while keeping the edge in current circumference and not allow it to oval out or to curl from the prying point?? So if that is right, how the heck does THAT work? Gear puller??? I don't follow (I think...).
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Old 02-13-2013, 07:54 PM   #7069
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It's simple - support the outer edge so it doesn't splay outwards.
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Old 02-14-2013, 05:44 AM   #7070
Bubbachicken
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Question

Quote:
Originally Posted by Wirespokes View Post
It's simple - support the outer edge so it doesn't splay outwards.
So... Putty knife, screwdriver, pocket knife...? Any particular tool you have had better luck prying with than another?
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Old 02-14-2013, 07:06 PM   #7071
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http://www.youtube.com/watch?feature...&v=ND4EA0dnAM8

Not technically a "Ride" yet but, it's coming.
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Old 02-14-2013, 07:30 PM   #7072
Bubbachicken
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Thumb

Quote:
Originally Posted by bk brkr baker View Post
http://www.youtube.com/watch?feature...&v=ND4EA0dnAM8

Not technically a "Ride" yet but, it's coming.

Holy crap! Where did you find the thought of using the cylinders of an aircraft engine for a bike? That is going to be one unique, but insanely powerful, motorcycle, and you will probably have the only one on the next rally! Great job! Now, how to put into a frame and hold on! It does come standard with a drag chute, doesn't it?
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Old 02-14-2013, 08:36 PM   #7073
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Uh, Allen Millward built this mighty V-twin. And the V-8 Kawasaki 900 based bike in the Barber Museum. And a 100 cc V-twin based on honda ohc 50's. And a 4 cylinder two stroke b ased on a Kaw triple, and a 5 , and a 7.
Oh yeah, can't forget his V-12 based on 2 KZ 1300 six bangers.
He's the savant.
I can take credit for wanting a v-twin based on a couple of cylinders from a radial motor years back. But th at's as far as it got for me.
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Old 02-15-2013, 05:38 AM   #7074
woodly1069
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Holy crap! The "Flying Millyard" is GIANT! I bet that dudes neighbors hate him and his fire breathing monsters! HA! That will need to be some big ass bike! Maybe that's how you get a Harley to go fast with a pushrod v-twin
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Old 02-20-2013, 11:14 AM   #7075
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Quote:
Originally Posted by Wirespokes View Post
It's simple - support the outer edge so it doesn't splay outwards.
Hose clamp?
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Old 02-20-2013, 05:47 PM   #7076
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You can do it...
I have a link for you...
and I too have had the same trouble.
I used some little diamond bits to drill through the glass, then like a puzzle where you shake and rattle the little ball into a hole, got the screw back into the threaded area and screwed it back down. On my 650 I've had them wiggle then the screw come all the way out. I've had both screws do it...don't let it get that far. In all I've had 4-5 speedos on my 650 over more than 100,000 miles. They vibrate, the screws pop out, the needle flies off, the cable attachment busts loose from the plastic housing...ect, ect.

My friend carfully pried his bezel apart and got it back together nicely. And here's a simular method;

http://xs650temp.proboards.com/index...ay&thread=6285




You see that I had already generated a lot of dust with the wiggly one I repaired, but it serves as a back-up now.
I have actualy turned over some of these speedos. all on the same 650!
Funny to see it go back to zero again!
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http://www.youtube.com/user/2manyrides?feature=mhsn#p/u
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Old 02-21-2013, 05:20 AM   #7077
ADW
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Gauge disassembly info

Quote:
Originally Posted by Bubbachicken View Post
hmmm... So... What you are saying is... Carefully lift the edge while keeping the edge in current circumference and not allow it to oval out or to curl from the prying point?? So if that is right, how the heck does THAT work? Gear puller??? I don't follow (I think...).
Try this: http://forums.sohc4.net/index.php?topic=88193.0
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Old 02-21-2013, 10:44 AM   #7078
Bubbachicken
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Talking Thanks!!!!

Thanks guys, I now have hope and inspiration! Sherwin Williams, here I come!!

So is the bezel made of something soft like aluminum? That would be nice... At least if I rough it up a hair in this process I can use the Dremel and smooth the nicks and repaint! I tend to be less gentle than some with precise operations, though I try not to be! Now if it will just stop raining / dropping ice pellets (it is getting pretty crappy out there - I SOOO need a garage...)..
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Old 02-21-2013, 07:11 PM   #7079
drrider1
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Quote:
Originally Posted by bk brkr baker View Post
http://www.youtube.com/watch?feature...&v=ND4EA0dnAM8

Not technically a "Ride" yet but, it's coming.
what did the cylinders come off of?
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Old 02-24-2013, 06:46 AM   #7080
bk brkr baker
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Quote:
Originally Posted by drrider1 View Post
what did the cylinders come off of?

Pratt and Whitney radial.






Pratt & Whitney R-985 Wasp Junior

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R-985 Wasp Junior



Pratt & Whitney R-985 AN-1 mounted in a Boeing Stearman
TypeAir-cooled 9-cylinder radial piston engine
National originUnited States
ManufacturerPratt & Whitney
First run1929
Major applicationsBeechcraft Model 18
Vultee BT-13 Valiant
de Havilland Canada DHC-2 Beaver
Vought OS2U Kingfisher
Sikorsky H-5 helicopter
Produced1929-1953
Number built39,037
Developed fromR-1340 Wasp
Developed intoR-1535 Twin Wasp Junior

The Pratt & Whitney R-985 Wasp Junior is a series of nine-cylinder air-cooled radial aircraft engines built by the Pratt & Whitney Aircraft Company from the 1930s to the 1950s.[1] These engines have a displacement of 985 cu in (16 L); initial versions produced 300 hp (220 kW), while the most widely used versions produce 450 hp (340 kW).
Wasp Juniors have powered numerous smaller civil and military aircraft, including small transports, utility aircraft, trainers, agricultural aircraft, and helicopters. Over 39,000 of these engines were built, and many are still in service today.
Contents

[hide]

[edit] Design and development

Pratt & Whitney developed the R-985 Wasp Junior as a smaller version of the R-1340 Wasp to compete in the market for medium-sized aircraft engines. Like its larger brother, the Wasp Junior was an air-cooled nine-cylinder radial, with its power boosted by a gear-driven single-speed centrifugal supercharger. Its cylinders were smaller, however, with a bore and stroke of 5+316 in (132 mm), giving a lesser total displacement. The Wasp Junior used many parts from the Wasp and even had the same mounting dimensions, allowing an aircraft to easily use either the smaller or the larger engine.[2] The first run of the Wasp Junior was in 1929,[3] and sales began in 1930. The initial version, the Wasp Junior A, produced 300 hp (224 kW).[4][5]
The U.S. military designated the Wasp Junior as the R-985, with various suffixes denoting different military engine models. However, Pratt & Whitney never adopted the R-985 designation scheme for its civil Wasp Juniors, identifying them simply by name and model (e.g. "Wasp Junior A").
Pratt & Whitney followed the Wasp Junior A with more powerful models in the "A series". These had higher compression ratios, greater RPM limits, and more effective supercharging, and they led to the "B series". The first B series model was the Wasp Junior TB, which could maintain 420 hp (313 kW) at sea level and could reach 440 hp (328 kW) for takeoff.[4][6] The TB was tuned for best performance at sea level; it was soon joined by the Wasp Junior SB, which was tuned for best performance at altitude and could sustain 400 hp (298 kW) at altitudes up to 5,000 ft (1,500 m), with 450 hp (336 kW) available for takeoff.[4][7] A still later model, the Wasp Junior T1B2, had improved performance at low level, being able to sustain 450 hp (336 kW) up to 1,500 ft (460 m)[4][7] while still matching the SB's power at high altitudes.[8] The SB and T1B2, and later versions of these with similar performance, were the most popular Wasp Junior models. One later development of the T1B2, the Wasp Junior B4, was especially designed for vertical mounting in helicopters.[7][9]
During the mid-1930s, Pratt & Whitney developed a still greater improvement of the Wasp Junior, the "C series", with an even higher compression ratio and RPM limit. The only type produced in this series, the Wasp Junior SC-G, could sustain 525 hp (391 kW) at an altitude of 9,500 ft (2,900 m) and could produce 600 hp (447 kW) for takeoff.[9] It also included reduction gearing to allow the high-revving engine to drive a propeller at suitable speeds, hence the "-G" suffix. Aviator Jacqueline Cochran flew a special Model D17W Beechcraft Staggerwing with this engine in 1937, setting a speed and altitude record and placing third in the Bendix transcontinental race. However, the SC-G never got past the experimental stage.
[edit] Operational history

Early versions of the Wasp Junior were used in various small civil and military utility aircraft, but only in limited numbers. The type became more popular later in the 1930s. It was selected for the Lockheed Model 10A Electra twin-engined airliner, as well as for other small twin-engined civil transports like the Lockheed Model 12A Electra Junior, the Beechcraft Model 18, and the Grumman Goose amphibian. It was also used in single-engined civil utility aircraft like the Beechcraft Staggerwing, the Howard DGA-15, and the Spartan Executive.
As World War II arrived, the U.S. military chose the Wasp Junior for the Vultee BT-13 Valiant and North American BT-14 basic training aircraft and for the Vought OS2U Kingfisher observation floatplane. Military versions of existing Wasp-Junior-powered civil aircraft were also produced, such as the military derivatives of the Beech 18, Beech Staggerwing, Grumman Goose, and Howard DGA-15. The Wasp Junior also powered some versions of the British Avro Anson and Airspeed Oxford twin-engine trainers. The demands of World War II led to the production of many thousands of Wasp Juniors.
Up until the end of the war, the Wasp Junior's closest competitor was Wright Aeronautical's R-975 Whirlwind. However, during the war, the Wasp Junior was far more widely used in aircraft than the R-975, and Wright ceased production of the R-975 in 1945.
After World War II, many military-surplus aircraft with Wasp Junior engines entered the civil market. Production of the Beech 18 with the Wasp Junior engine continued until 1970. New designs based on the Wasp Junior were also introduced, such as the Sikorsky H-5 helicopter, the de Havilland Beaver and Max Holste Broussard bush airplanes, and agricultural aircraft like the Snow S-2B and S-2C, Grumman Ag Cat, and Weatherley 201.
Pratt & Whitney ceased production of the Wasp Junior in 1953, having built 39,037 engines.[3] Many Wasp Junior engines are still in use today in older bush planes and agricultural planes, as well as in antique aircraft. Some antique aircraft, such as the Boeing-Stearman Model 75, which originally used other engines have had them replaced with the Wasp Junior to provide more power or for easier maintenance, since parts for the Wasp Junior are readily available.
[edit] Variants

Wasp Junior A
U.S. military version: R-985-1.[10]
300 hp (224 kW) at 2,000 RPM at sea level and for takeoff.[4][5] First production version.
Wasp Junior TB, TB2
U.S. military versions: R-985-9, -11, -11A, -21, -46.[10]
420 hp (313 kW) at 2,200 RPM at sea level, 440 hp (328 kW) at 2,300 RPM for takeoff.[4][6] Early B-series versions rated for sea-level performance.
Wasp Junior SB, SB2, SB3
U.S. military versions: R-985-13, -17, -23, -33, -48, -50; R-985-AN-2, -4, -6, -6B, -8, -10, -12, -12B, -14B.[10][11]
400 hp (298 kW) at 2,200 RPM up to 5,000 ft (1,500 m), 450 hp (336 kW) at 2,300 RPM for takeoff.[7][12] Common B-series versions rated for performance at altitude.
Wasp Junior T1B2, T1B3
U.S. military versions: R-985-25, -27, -39, -39A; R-985-AN-1, -1A, -3, -3A.[10][11]
450 hp (336 kW) at 2,300 RPM up to 1,500 ft (460 m) and for takeoff.[4][7] Common B-series versions with improved sea-level performance.
Wasp Junior B4
U.S. military versions: R-985-AN-5, -7.[10][11]
450 hp (336 kW) at 2,300 RPM up to 2,300 ft (700 m) and for takeoff.[7][9] Vertically mounted development of T1B3, for helicopters.
Wasp Junior SC-G
525 hp (391 kW) at 2,700 RPM up to 9,500 ft (2,900 m), 600 hp (447 kW) at 2,850 RPM for takeoff.[9] Experimental high-powered version with propeller reduction gearing.

[edit] Applications


R-985 fitted to a DHC-2 Beaver



[edit] Engines on display

Some museums which have Wasp Junior engines on display:[edit] Specifications (R-985 Wasp Junior SB)

Data from FAA type certificate data sheet for the Wasp Junior SB;[7] dimensions from Pratt & Whitney (1956), p. A2.
General characteristics
  • Type: 9-cylinder supercharged air-cooled radial piston engine
  • Bore: 5+316 in (132 mm)
  • Stroke: 5+316 in (132 mm)
  • Displacement: 985 cu in (16.14 L)
  • Length: 41.59 in (1,056 mm)
  • Diameter: 45.75 in (1,162 mm)
  • Dry weight: 640 lb (290 kg)
Components
Performance
Specifications for different R-985 Wasp Junior variants
EnginePower, continuousCritical altitude[t 1]Power, takeoffCompression ratioSupercharger gear ratioOctane ratingDry weight
Wasp Jr. A[5]300 hp (224 kW) at 2,000 RPMsea levelsame5.0:17:168565 lb (256 kg)
Wasp Jr. TB[6]420 hp (313 kW) at 2,200 RPMsea level440 hp (328 kW) at 2,300 RPM6.0:18:180640 lb (290 kg)
Wasp Jr. SB[7]400 hp (298 kW) at 2,200 RPM5,000 ft (1,500 m)450 hp (336 kW) at 2,300 RPM6.0:110:180/87640 lb (290 kg)
Wasp Jr. T1B2[7]450 hp (336 kW) at 2,300 RPM1,500 ft (460 m)same6.0:110:180/87653 lb (296 kg)
Wasp Jr. B4[7]450 hp (336 kW) at 2,300 RPM2,300 ft (700 m)same6.0:110:180/87684 lb (310 kg)
Wasp Jr. SC-G[9]525 hp (391 kW) at 2,700 RPM9,500 ft (2,900 m)600 hp (447 kW) at 2,850 RPM6.7:110:1100864 lb (392 kg)
  1. ^ This is the highest altitude at which the engine can achieve its full continuous power rating. Above this altitude, power falls off with height as with a naturally aspirated engine. See Supercharger#Altitude effects for detail

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