dorset

lol open pipes always sound like fun.

i hit them occasionally in the pickup, but have missed them on a bike so far. damn near centerpunched a big doe on the buell earlier this year, though. i zigged and she kept going. could have been ugly.

fastest bike was 236, i think.

got back from loring, maine a few weeks ago. a long trip, and i'm still gathering up the loose ends. ran my 1965 triumph bonneville on the 12,000 foot runway to a new record in the mile-- 130.946 mph, and in the mile and a half-- 134.287. so far as i know, it's now the fastest gasoline production-framed triumph in the world, beating australia (116) and bonneville (123). cams, pipes, jets, and weather all came together on the last day, and i beat the mile record three times and mile and a half record twice. managed 29 runs without going into the motor beyond the removing the clutch to change gearing. my neighbor in the pits lent me his gopro for what turned out to be the record run: fastest vehicle there was a late model corvette running 258 in the mile. my neighbor got 203 on his ZX14. took him three days to do it, because he had to find a way through a pavement transition that bounced his machine in the air at 90. i didn't even know there was a problem, because i took it at 40. going back at the end of the month, then it's time to work on the track bike.

cool. going to moonlight as a soviet sniper?

lol i'm not proud. a friend of mine said to me, wanna buy a hipoint for $75? i said, sure. i'd sold my government model to cabelas to buy groceries. this thing weighs as much as the spare tire on my one ton, looks as sophisticated as a walmart toaster, but shoots when i pull the trigger, and the slugs go more or less where i point it. what the hell. it's so stupid crude i haven't even bothered to take it apart to see how it works yet.

. . . may i make a neutral comment? i drive a semi, 80,000 pounds, 350 miles a day, every day i'm working. that's not very much, for a semi. i can't dodge. i can't swerve. i move in slow motion, everywhere i go, or i roll the whole thing onto its roof. if you're on a bike, feel free to move in and out of my space anytime you need to. that's fine. i ride, and i understand. just don't expect me to compensate if you make a mistake, because i will squash you in a heartbeat rather than risk other people who aren't dancing on the edge. please remember that i am a giant killing machine with no ability to do anything quickly, whether i want to or not.

rocker assemblies from something or other will work fine with the head. the head itself is stock, with just oversize valves and beehive springs good for far more lift than the current camshafts are capable of. got enough bits to put a clutch and primary drive together: and an electronic ignition module to fit alongside the early battery box. i thought about running a fixed-advance magneto, but i already have the ignition, so we'll try it for starters. i'm running a four-speed gearbox on the mile machine, but i thought about converting it to a five speed, which can be done by hand with a dremel, if you have the right parts. these are from somewhere in the 1970s, and may be a better choice than the existing four-speed for a track bike. the pegs won't work, as i'll have to come up with rear sets, but the motor mounts will work either way. these are chromed, from some forgotten chopper years ago. i tune with a stopwatch and an AF gauge. the numbers from the gauge aren't really useable without calibration, but once i establish baselines with a stopwatch, the oxygen sensor is invaluable for repeating the mixture settings under different situations. tach doesn't read below 2000 rpm, but that's okay, as all the tuning there is by ear anyway. and then i have some fiberglass. something to sit on, and something to tuck in behind. lot's of separate bits at the moment, but when things warm up i'll accelerate the build.

well, the shop is 25 F, so work is sporadic, but i've gathered enough bits to make a stab at something. the front frame is a 1965, the rear fram is 63-70. i have a 1970 650 motor with a fresh head, although the motor will have to come apart. forks from a 69-70, fuel tank, oil tank, and miscellaneous bits left over from the mile bike that i didn't use:

the last day: By Nigel Winter 12:52PM BST 20 May 2015 The incident was over in seconds; the distant roar of a powerful motorcycle, probably travelling far faster than anyone appreciated. And then the cycle was knocked from under a schoolboy, who was left dazed to ponder who it was that was lying face down by the roadside. Only one man on the Isle of Purbeck rode such an expensive motorcycle. That man was Lawrence of Arabia. From that moment on, a corner of Dorset went into lockdown. Lawrence was taken away in an army truck, a guard was placed on his cottage and there was a media blackout. No one came. No one went. The two schoolboys involved in the incident (one of whom had been knocked off his bicycle) who had started the day looking for bird's eggs were wide-eyed and in custody. Most people in Britain did not believe MI5 actually existed. Most people in rural Dorset had not even heard of the organisation and now the county was teeming with its curious members. Thomas Edward Lawrence CB DSO's beloved 998cc Brough Superior motorcycle had a tarpaulin thrown over it before it was secretly driven away on the back of a Ford truck. This was the very motorcycle that Lawrence prophetically described as "…a skittish motorcycle with a touch of blood in it". The Brough Superior SS100 on which Lawrence met his end appealed to his complex personality. His life after Arabia was a mass of contradictions. He wanted to avoid the fame that Arabia had brought him and disappeared into the ranks, albeit after telling the press. He was troubled after the revolt in the desert and anxious to see that Britain kept her promise to the Arabs. The spectre of public revelation of his illegitimacy haunted him. Motorcycles presented him with the escape. And it was another showman in the form of George Brough who built him the "Rolls-Royce Of Motorcycles" and personally guaranteed that each of the eight Lawrence owned in his lifetime would top 100mph. Lawrence was gushing in his appreciation: "Yesterday I completed 100,000 miles since 1922 on five successive Brough Superiors… thank you for the road pleasure I got out of them… your present machines are as fast and reliable as express trains, and the greatest fun in the world." And he should know. His trips could range from 500 to 700 miles per day visiting friends from Winston Churchill to Nancy Astor and managing to race with a Sopwith Camel biplane en route. Lawrence of Arabia was never destined to die in an old people's home. Instead, 80 years ago this week, his life was drawing quietly to a close in a secluded corner of England, shrouded in almost obsessive secrecy. For six days he fought for his life until on May 19, 1935 he succumbed to his injuries. The coroner Ralph Neville Jones was called and duly inspected the motorcycle in the course the inquest. The boys who entered police custody stating that a black car had been involved in the accident now emerged denying any such knowledge, thereby planting the seeds of a conspiracy theory that has never been established or comprehensively dismissed. After the accident, the motorcycle spent three months in the garage in Dorset that had serviced it. George Brough offered to renovate the bike for the princely sum of £40 but Lawrence's brother Arnold baulked at the price – the bike cost £180 when new and the average wage was £3 per week. Eventually the bike was sold back to Brough, who carried out the repairs. It was then sold to a Cambridge dealer in whose window it languished for "publicity purposes". Publicity. Lawrence once said: "I suppose they'll come back to rattle my bones." Of course they would, he'd make sure of it. Even before David Lean's masterpiece starring Peter O'Toole as Lawrence of Arabia, the American journalist Lowell Thomas knew a star when he saw one. His first account of the desert campaign alone ensured Lawrence's immortality. His passing was front page news. Clouds Hill was besieged by souvenir hunters and pressmen as if to portend media habits to come. Arnold Lawrence had to quickly have bars installed at the windows of his brother's remote Dorset cottage. On Monday, May 20 the papers hit the newsstands: "Lawrence the Soldier Dies to Live Forever" rang out the Daily Sketch. And there, immortalised beneath Lawrence, was his purposeful Brough Superior. Long before The Great Escape or Girl on a Motorcycle, a popular figure was giving momentum to the motorcycle as a brand. But George Brough's tiny factory was otherwise employed throughout the war and motorcycle production never resumed thereafter. Of the 3,000 models produced some 1,100 remain on the road, helped by a flow of spares that continued to be produced right up until 1969. By this time the world had inescapably moved on and the chequered flag fell for the very last time. Or so they thought. Small numbers and Lawrence's association guaranteed the Brough's value and a decent one will today set you back £100,000. Six of the eight Lawrence Broughs are beyond certain identification. But the final Lawrence Brough splits its time between the Imperial War Museum and the National Motor Museum. Many have tried to purchase it, without success. One vintage motorcycle dealer in southern England received an approach from the agent of an unidentified Middle Eastern buyer who put £750,000 on the table; it didn't come close. The real value "could" be in excess of £1.5million. But the right brand has a phoenix-like quality, as both revitalised Triumph and now Indian motorcycles can testify. And now a hand-built Brough Superior for the 21st century has emerged. Instantly recognisable and cunningly modernised, today's SS100 will set you back £50,000, which is roughly the equivalent in real terms with the price in 1935. The current Brough Superior Limited makes every bit as much of its association with Lawrence of Arabia as the late George Brough intended. Clearly he remains very good for business. Even so, if you are interested in purchasing one of these very exclusive motorcycles, arranging a corresponding race with a Sopwith Camel might not be so easy. the last bike: if you haven't read the seven pillars of wisdom, your life is incomplete.

this was one of lawrence's broughs. he owned five of them in all, not a small achievement when you factor in that only three hundred were ever made.

not my ride. someone else's. The Road The extravagance in which my surplus emotion expressed itself lay on the road. So long as roads were tarred blue and straight; not hedged; and empty and dry, so long I was rich. Nightly I’d run up from the hangar, upon the last stroke of work, spurring my tired feet to be nimble. The very movement refreshed them, after the day-long restraint of service. In five minutes my bed would be down, ready for the night: in four more I was in breeches and puttees, pulling on my gauntlets as I walked over to my bike, which lived in a garage-hut, opposite. Its tyres never wanted air, its engine had a habit of starting at second kick: a good habit, for only by frantic plunges upon the starting pedal could my puny weight force the engine over the seven atmospheres of its compression. Boanerges’ first glad roar at being alive again nightly jarred the huts of Cadet College into life. ‘There he goes, the noisy bugger,’ someone would say enviously in every flight. It is part of an airman’s profession to be knowing with engines: and a thoroughbred engine is our undying satisfaction. The camp wore the virtue of my Brough like a flower in its cap. Tonight Tug and Dusty came to the step of our hut to see me off. ‘Running down to Smoke, perhaps?’ jeered Dusty; hitting at my regular game of London and back for tea on fine Wednesday afternoons. Boa is a top-gear machine, as sweet in that as most single-cylinders in middle. I chug lordlily past the guard-room and through the speed limit at no more than sixteen. Round the bend, past the farm, and the way straightens. Now for it. The engine’s final development is fifty-two horse-power. A miracle that all this docile strength waits behind one tiny lever for the pleasure of my hand. Another bend: and I have the honour of one of England’ straightest and fastest roads. The burble of my exhaust unwound like a long cord behind me. Soon my speed snapped it, and I heard only the cry of the wind which my battering head split and fended aside. The cry rose with my speed to a shriek: while the air’s coldness streamed like two jets of iced water into my dissolving eyes. I screwed them to slits, and focused my sight two hundred yards ahead of me on the empty mosaic of the tar’s gravelled undulations. Like arrows the tiny flies pricked my cheeks: and sometimes a heavier body, some house-fly or beetle, would crash into face or lips like a spent bullet. A glance at the speedometer: seventy-eight. Boanerges is warming up. I pull the throttle right open, on the top of the slope, and we swoop flying across the dip, and up-down up-down the switchback beyond: the weighty machine launching itself like a projectile with a whirr of wheels into the air at the take-off of each rise, to land lurchingly with such a snatch of the driving chain as jerks my spine like a rictus. Once we so fled across the evening light, with the yellow sun on my left, when a huge shadow roared just overhead. A Bristol Fighter, from Whitewash Villas, our neighbour aerodrome, was banking sharply round. I checked speed an instant to wave: and the slip-stream of my impetus snapped my arm and elbow astern, like a raised flail. The pilot pointed down the road towards Lincoln. I sat hard in the saddle, folded back my ears and went away after him, like a dog after a hare. Quickly we drew abreast, as the impulse of his dive to my level exhausted itself. The next mile of road was rough. I braced my feet into the rests, thrust with my arms, and clenched my knees on the tank till its rubber grips goggled under my thighs. Over the first pot-hole Boanerges screamed in surprise, its mud-guard bottoming with a yawp upon the tyre. Through the plunges of the next ten seconds I clung on, wedging my gloved hand in the throttle lever so that no bump should close it and spoil our speed. Then the bicycle wrenched sideways into three long ruts: it swayed dizzily, wagging its tail for thirty awful yards. Out came the clutch, the engine raced freely: Boa checked and straightened his head with a shake, as a Brough should. The bad ground was passed and on the new road our flight became birdlike. My head was blown out with air so that my ears had failed and we seemed to whirl soundlessly between the sun-gilt stubble fields. I dared, on a rise, to slow imperceptibly and glance sideways into the sky. There the Bif was, two hundred yards and more back. Play with the fellow? Why not? I slowed to ninety: signalled with my hand for him to overtake. Slowed ten more: sat up. Over he rattled. His passenger, a helmeted and goggled grin, hung out of the cock-pit to pass me the ‘Up yer’ Raf randy greeting. They were hoping I was a flash in the pan, giving them best. Open went my throttle again. Boa crept level, fifty feet below: held them: sailed ahead into the clean and lonely country. An approaching car pulled nearly into its ditch at the sight of our race. The Bif was zooming among the trees and telegraph poles, with my scurrying spot only eighty yards ahead. I gained though, gained steadily: was perhaps five miles an hour the faster. Down went my left hand to give the engine two extra dollops of oil, for fear that something was running hot: but an overhead Jap twin, super-tuned like this one, would carry on to the moon and back, unfaltering. We drew near the settlement. A long mile before the first houses I closed down and coasted to the cross-roads by the hospital. Bif caught up, banked, climbed and turned for home, waving to me as long as he was in sight. Fourteen miles from camp, we are, here: and fifteen minutes since I left Tug and Dusty at the hut door. I let in the clutch again, and eased Boanerges down the hill along the tram-lines through the dirty streets and up-hill to the aloof cathedral, where it stood in frigid perfection above the cowering close. No message of mercy in Lincoln. Our God is a jealous God: and man’s very best offering will fall disdainfully short of worthiness, in the sight of Saint Hugh and his angels. Remigius, earthy old Remigius, looks with more charity on and Boanerges. I stabled the steel magnificence of strength and speed at his west door and went in: to find the organist practising something slow and rhythmical, like a multiplication table in notes on the organ. The fretted, unsatisfying and unsatisfied lace-work of choir screen and spandrels drank in the main sound. Its surplus spilled thoughtfully into my ears. By then my belly had forgotten its lunch, my eyes smarted and streamed. Out again, to sluice my head under the White Hart’s yard-pump. A cup of real chocolate and a muffin at the teashop: and Boa and I took the Newark road for the last hour of daylight. He ambles at forty-five and when roaring his utmost, surpasses the hundred. A skittish motor-bike with a touch of blood in it is better than all the riding animals on earth, because of its logical extension of our faculties, and the hint, the provocation, to excess conferred by its honeyed untiring smoothness. Because Boa loves me, he gives me five more miles of speed than a stranger would get from him. At Nottingham I added sausages from my wholesaler to the bacon which I’d bought at Lincoln: bacon so nicely sliced that each rasher meant a penny. The solid pannier-bags behind the saddle took all this and at my next stop a (farm) took also a felt-hammocked box of fifteen eggs. Home by Sleaford, our squalid, purse-proud, local village. Its butcher had six penn’orth of dripping ready for me. For months have I been making my evening round a marketing, twice a week, riding a hundred miles for the joy of it and picking up the best food cheapest, over half the country side.

32 mm carbs-- VM mikunis got these cheap from a a friend of mine who took them off something odd he bought. i've been running round-slide mikunis on various machines for years, so i have pilot and needle jets, needles and main jets. plus some extra slides with different cutaways. the mikunis are easy carbs, very similar to the later british amals, mostly because the companies merged back in the 1930s and shared technology all the way into the 70s.

holy shit that motion picture is over 50 years old.

frame! a 1965 TR6SR frame from a brit in georgia. the TR6 was the single carb 650, SR means that it was a roadster frame, as opposed to a scrambler. identical except for the numbers to the two-carb bonneville engine, which will bolt right in. here's a TR6 about that same age from hollywood:

remember that half throttle won't be the main jet-- it's the needle jet that the needle goes in and out of. the needle jet drops into the casting from above, and you can see the top of it when you look through the bellmouth, with the needle stuck into it. the main jet is immersed in fuel in the float bowl, and screws into the bottom of the needle jet to hold it in. before you buy anything, drop the clip all the way to the bottom groove on the needle. that will be as rich as that needle/needle jet can go, and if all is well, it will be *too* rich, which means that the correct mixture is within range of what you have. if it's still too lean in the bottom groove, you'll have to start testing richer needle/needle jet combinations. that's not hard to do, but may be unnecessary. to tape your throttle, just wrap a ring of masking tape around the throttle barrel and stick another piece on the throttle housing with a mark in the middle. close the throttle and mark a line for zero on the tape on the throttle barrel. then open it all the way and mark another line. divide the space between them with three evenly-spaced marks, and you will have marks for zero, 1/4, 1/2, 3/4, and WFO. the needle/needle jet controls mixture in the half-throttle rang, while the main jet has essentially no effect below 3/4 throttle.

is the stumbling right at half throttle, or a bit below or above? if you mark the twist grip barrel at 1/4, 1/2, 3/4, and full rotation, you can figure out pretty closely which circuit is the one giving you trouble. the metering overlaps, and so a lean stumble at exactly half throttle could be the clip position, the needle taper, or lingering effects of the needle/needle jet diameter: this old chart gives you an idea of which circuits dominate at which throttle positions: "straight diameter" is referring to the size of the annulus between the straight portion of the needle and the needle jet. you can vary each independently to change that. there are two screws-- the idle adjuster screw is knurled, up high on the body, and raises and lowers the slide to change the idle speed. and the idle air screw is brass with a slot, over by the bellmouth. it's just a needle-- turn it in to richen the mixture, and out to lean it.

i'm close to six feet and that sucks because it makes it hard to fold up out of the wind. if i were 5'8" life would be a lot easier.

putting a tight tire on is easier if you use a rubber lubricant like P-80. it's super expensive but a little goes quite a ways. i use it on tires, seals, O-rings, and so on. goes away after it dries. https://www.google.com/search?q=p-80+lubricant&source=lnms&tbm=shop&sa=X&ved=0ahUKEwjH1fzz8f_XAhVP02MKHSBlBzwQ_AUICigB&biw=1143&bih=549&dpr=1.63#spd=2267592297128014198 ^^^this is really cheap, for 200 ml. i got an $800 jug for 20 bucks on eBay once.

sure have a ways to go still . . .

lol we'll see what comes in the mail. still haven't seen the frame.

you're right at that. i was originally going to build a 750 and put a disc brake on the front, at least. but then i thought, well, maybe it would be interesting to compete with it after all. for the AHMRA stuff, the machine would be in "classic sixties," which nixes increasing the bore, and limits the machine to period brakes, suspension, and carburation. that puts some pretty severe limits on things, but the forks are in pretty good shape, anyway: just need some tubes and new rubber bits

okay you folks have got me hooked on trying out track days. but i don't have a machine to run that way, so i'm gathering up parts for a 650 triumph, because that's what i understand. got a frame coming from georgia, and a rear section i already have with fuel and oil tanks, pegs, motor mounts, tin ware, controls and instruments, an ignition and carburetors left over from another project, and even a seat. no wheels until i found a guy north of detroit who had these: two twin leading shoe front wheels in the bunch, plus a couple of 50s-60s front wheels i can flip to pay for what i needed out of the lot. there was more i brought home, but the 60-year-old stuff isn't useful for what i need here, except to sell on eBay to help pay for it. the motor and head are street-tuned stuff i have left over from the mile bike. if i put in a hotter cam along with a rebore, i might have something that can hold its own in the corners, although the straights will be a totally humorous matter. most of the fork assembly is coming from northern california, a late 60s unit with rebound damping. hard to get those these days, so i'm building it up with old hard parts and new tubes. this will be a slow-motion build, as i don't have time or money much to spare, but it will happen. stay tuned.

this is all you need: i've never had three. buying a set of tire irons would be cheaper than paying somebody else to do it, and you have the irons afterwards. forty minutes.

this is the biggest trucker internet forum https://www.thetruckersreport.com/truckingindustryforum/threads/tanker-comanies-that-pay-o-o-i-c-percentage-pay.254908/page-3?gclid=EAIaIQobChMIvMzVnoHL1wIVEcZkCh0Hlg4mEAAYASAAEgLaevD_BwE#post-5043016