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Discussion in 'Some Assembly Required' started by G 981, Dec 3, 2018.
Just been told the crank cases won't be ready for another 3 weeks, bugger.
So I'm going to press on and send the cylinders off for work.
They are damaged 1000 cylinders (see below) and the only saving of them is to cut out the damaged liner and open up the cylinders to accept 1200 liners.
In reality 1200 Laverdas are actually 1116cc.
2019-01-27 09.33.02 by Grant Duguid, on Flickr
I'll also strip the forks and send off the stanchions for hard chroming on Monday.
Hopefully by the time the cases are ready I will have everything I need to finish the engine, and by then I hope to have the rest of the bike ready too.
Ambitious target but I am aiming for it being ready by first day of the riding season.
Parcelled up the cylinders, should be collected tomorrow.
2019-01-27 09.33.09 by Grant Duguid, on Flickr
Stripped the forks down, one leg ok, the other gave a big struggle before it yielded.
The piston on the end of the damper rod had swollen so it had to be 'persuaded' to come out into the daylight.
As a result the piston broke in 2 pieces and the associated clip and washers got mangled as well.
I have ordered spares already.
2019-01-27 10.56.34 by Grant Duguid, on Flickr
Then I fitted a spare pair of stanchions and built up the headlamp brackets.
2019-01-27 11.47.41 by Grant Duguid, on Flickr
2019-01-27 12.22.59 by Grant Duguid, on Flickr
Having the headlamp shell in position means I can start to sort out the wiring, as 90% of the connections live inside the shell. A real rats nest when finished.
Here's one I prepared earlier.
2015-12-16 15.08.34 by Grant Duguid, on Flickr
It's a little late, but a trick I learned from someone here on ADV is to paint the inside of the headlight bucket white.
Makes working inside of it much easier.
Thanks, but it's easy enough to pull the connectors out of the shell, and once connected (everything new) there's no need to open up the shell again.
Great work as usual, I'm looking forward to seeing this finished. A question about the wheels that you're using, are they still good after all these years? When I had a bevel drive 900SS rebuilt 20 years ago (or so) ago I was advised to replace mine. I'm aware that Laverda used higher spec parts than Ducati did at the time.
These thin web wheels were replaced on later triples as they were found to be weak and easily dented. The later thick web wheels were more reinforced where the spokes join the rim and also around the edge of the rim there was effectively a double lip.
Saying that these wheels are round and true, it's only damage that they don't withstand very well.
I know that some Ducati alloy wheels were prone to cracking through bad design, and I assume that any survivors will not have aged well.
I hope to have the crank cases and cylinders/pistons back by the end of February. The fork stanchions were sent off today and may take longer to return.
I also ordered brake hoses today and will take a few parts for zinc plating and chroming next week.
So, when will it be ready? If funds hold out I would expect April time. It then has to be registered in the UK which means it has to go through an inspection when finished (so I can't register it before it's finished).
Took a caliper for powder coating as a test to see how it turned out.
Looks good so I dropped off the other 2.
Slight loss of definition on the Brembo logo but it will be more resistant than paint to brake fluid attack.
Should get them back next week.
2019-02-05 12.52.19 by Grant Duguid, on Flickr
2019-02-05 12.52.34 by Grant Duguid, on Flickr
2019-02-08 12.53.50 by Grant Duguid, on Flickr
2019-02-08 12.53.39 by Grant Duguid, on Flickr
Grant , What method did you use to prevent the powdercoat from getting into the caliber body where the piston and seal fit , and on the two flat faces where they bolt together?
The powder coater uses a heat-resistant tape. You can still see some of the green adhesive on one of the faces.
I just clearly explained which areas needed to be masked off and all I had to do was clean up a slight build up where it had created a hard edge.
Once I get the other 2 back I'll finesse them and build them up with new pistons, seals, pads etc.
Next time, if you don’t feel like paying for powder coating, high temp exhaust paint is actually extremely resistant to brake fluid after curing (120-150 deg C). Final finish (with the rattle can paint I’ve used) is similar to what you have above.
I have used that in the past but this will be more durable.
Ideally I will find a company in the UK who re-anodises parts for future projects.
I got mine Cerakoted and am really pleased with the result.
Thanks Grant , I'm not familiar with the process, that's a great explanation cheers
Got some parts back from zinc and chrome plating for this project.
Also got the remaining 2 calipers back from powder coating.
Poco a poco.
2019-02-13 09.25.06 by Grant Duguid, on Flickr
2 of the cylinder liners have been removed already. The problem one will have to be machined out.
Damage doing so is mitigated as the holes need to be opened up anyway to accept the 1200 liners I need for this project.
I only have a few 1000 cylinder blocks and no one wanted to part with a 1200 block as they are in hot demand with the racing crowd. (yes, there are still a few out there). This is why I chose the knackered 1000 block.
Some pics of racing Laverdas from around the world.
29 by Grant Duguid, on Flickr
9 by Grant Duguid, on Flickr
IMG_5308 by Grant Duguid, on Flickr
Got some more bling back from the polisher and chromer today.
Also, the newly hard chromed fork stanchions are in the post too, 3 weeks earlier than scheduled.
It-s all starting to come together.
Once the crank cases and cylinders/pistons arrive I will have almost all I need (except time) to finish the project.
2019-02-15 11.28.55 by Grant Duguid, on Flickr
Nice, do they polish and chrome in house? I have polisher and plater but many miles apart, could I get details?
Polisher is based next door to the chromer.
Stanchions were polished, rest was chromed.
I can co-ordinate with them if you want me to.
I always prefer the direct visit approach.