No further progress made on re-assembling this moped to date. As well as being in possession of a piston and ring set that fits the 38.4mm diameter of its cylinder barrel, Kia from Showe performance informs me that he hopes to get the new reed valve petals manufactured in the coming week. The only other part needed for re-assembly of the engine that we don’t yet have is the small end bearing. It fits between the connecting rod and the piston pin to allow the piston and connecting rod to move freely relative to one another.

Annabelle, john and others worked on Annabelle’s Royal Enfield. A new battery was installed. Filters were replaced and the engine oil changed. Phil H helped out by stripping the bike’s single carburettor to clean out the green gunge that its fuel had turned into. The above picture shows just how badly ‘gunged up’ the main jet was. Once the bike was all back together a few presses of its electric starter got it running. In this case, it was the first time in around five years that the bike had run. There are other things to be dealt with such as the overflowing carburettor but it was good progress indeed. Despite many person hours spent trying to install new fork seals on the Pulse Adrenalin success had eluded us. During the week Irfon purchased a fresh pair of seals and managed to install one of the seals and today Steve and others managed to install the other seal. Jack’s Mum and sister worked on the bike’s wiring to see if it was possible to get the bike’s heated grips going again. T...

I spent several hours working to fix up the electrics. Starting with the wiring for the starter solenoid and fuse. No power was getting to the coils, so the under-tank connector for right hand handlebar switch was disconnected. Power was reaching the connector but not reaching the feed to the coils. Off came the right hand handlebar switch. Power was reaching to the kill switch and the wire leading running from it, that should have provided the feed to the coils. All very strange. Eventually the dodgy state of the coil’s feed in the under tank connector was found to be the cause of the lack of voltage and a new length of wire soldered in to overcome the problem. So now we had power going to the coils but no voltage across the contact points themselves. Actually, there was power right up to he end of the points lead. I removed the leads and repositioned them so that they were next to the contact point spring and bingo we had power across the points. Now it was time to set the points gap...

 Mark and Jack worked together on the bike’s alloy wheels and re-installed the various wheel bearings from both the wheels. Once the wheels had been fully masked up Jack undercoated them. A fine newly re-chromed pair of fork stanchions are now waiting to be installed.

Things have literally been ground to a halt by the need to obtain a new cam chain. It is proving both rare and extremely expensive.

No further progress made on re-assembling this moped to date. However we hopefully have some good news about it. We are now in possession of a piston and ring set that fits the 38.4mm diameter of its cylinder barrel and the damaged reed valve is with a company called Showe Performance who are going to re-manufacture the reed valve petals. The only other part needed for re-assembly of the engine that we don’t yet have is the small end bearing. It fits between the connecting rod and the piston pin to allow the piston and connecting rod to move freely relative to one another.

One of our newer members (Annabelle) bought her Royal Enfield in to try and get it back on the road after 5 years standing idle. Helped by Jack’s Mum and Sister the bike began to appear from under the grime and in particular Jack’s Mum did a fantastic job of bringing some shine back to the corroded exhaust pipes. Battery, Oil, Oil Filter and Air filter are all on the shopping list ready to fire the bike back up. Phil worked on a Honda Deauville replacing its front brake pads.

Sad news – after much deliberation it was concluded that the cost of rebuilding the monster reached far deeper than the pockets of its donor and it was put back on it wheels and trailered away.

No further progress was made on this project during our 11/06 meeting. At the previous meeting the bike’s air filter box reluctantly allowed itself to be re-fitted with the aid of a lot of ingenuity and hot water. In fact the carb to air-filter box rubbers had to be pulled from the air filter box and heated as much as possible before they could both be fitted onto the neck of each carburettor. One had shrunk so much a couple of cuts had to be made in it to get it to fit at all. The air filter box was then pushed forwards towards the carbs as the rubbers were fiddled back into place in its openings. Careful testing of the rather tatty wiring helped to identify the purpose of most of it. However despite all the connections being made (Or at least so I thought) to get the starter motor spinning nothing happened when the starter motor was pressed. The best thing to come out of this, was that we discovered that the starter motor could be removed without fully removing the carburettors. Push...

 No further work on the engine this week. It remains in one piece, sat at the side of he workshop awaiting disassembly. Mark spent some time stripping the paint from the alloy wheels with paint stripper but the last of the paint proved too stubborn. I believe the wheels and frame/swinging arm are being sent for blasting to remove the paint/corrosion ready for us to begin repainting them. The front forks were disassembled and reluctantly came apart after many years. It took the heat of a blow lamp plus some very clever hexagon sockets to break the rust and get the bottom bolts turning. After that it was just a case of removing the circlip above the fork seals and a hefty yank to get the fork seals out and the forks disassembled.. The fork legs are going for re-chroming.