This reminds me. When I was a mechanic I had a customer come in and unload his bike. I got a blank service ticket out and ask him when he needed. he said He needed a tune up, anything to get the bike running. Then he confided in me that he had just bought the bike, had heard the bike run but was never able to get it started once he got the bike home. The bike in question was a square barreled 441 Victor. I walked around it and asked if I could give it a try? With the gas on I tickled the carb. I used the compression release to turn the engine over a couple of times to prime it. I used the compression release again to east the piston just over TDC. I turned ignition on. I returned kickstart lever to the top of the stroke and gave it a solid but not over hard kick. It fired right up. I thought the guy would be pleased but he was mad. "It's TRICK! He blurted out." I had no idea how long he had been try to start it but I am sure it was pretty cruel. As many of you know, you think you are kicking the bike through but all you are doing is slipping through the clutch. I told him that yes, it was a trick but I could show him. I gave him a lesson and helped him put his bike back in the truck. He called me at the shop a few hours later completely overjoyed. He had managed the trick.
I think this is well presented as far as it went. Would have been nice for viewers to see/hear an explanation as to why the clutch spring screwdriver is the shape it is. Very useful though. Thanks
The last shout of the BSA/Triumph 250's. In order to try and compete with the Japanese products these bikes were tuned beyond what they liked with compression ratio around 10.5 to one. All their power was high up the rev range which wasn't good for reliability. It was not unknown for the 'con-rod' to split going up from the big end which often spelled a big repair build too. If not ridden continually 'flat-out' continually which meant the competition disappeared into the distance, reliability wasn't too bad. I actually owned a 441 Shooting Star from new and that wasn't too bright either.
I still think this range had the best model naming and the best styling by miles. Especially that tank. The seat looks great too but it wasn't too comferttt able.
its better to inspect the clutch plates before tightening the clutch springs, if that clutch had been slipping a while the cork plates could be damaged.
Take the brake pivot off and fold it backwards and replace those cheese pozi head screws and tighten on diagonals to avoid warpage. Find tdc before trying to kick it that is basic single procedure it's not a fake modern Triumph made by slave labor in Thailand! 441rider 35 year BSA daily rider.
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This reminds me. When I was a mechanic I had a customer come in and unload his bike. I got a blank service ticket out and ask him when he needed. he said He needed a tune up, anything to get the bike running. Then he confided in me that he had just bought the bike, had heard the bike run but was never able to get it started once he got the bike home. The bike in question was a square barreled 441 Victor. I walked around it and asked if I could give it a try?
With the gas on I tickled the carb.
I used the compression release to turn the engine over a couple of times to prime it.
I used the compression release again to east the piston just over TDC.
I turned ignition on.
I returned kickstart lever to the top of the stroke and gave it a solid but not over hard kick.
It fired right up.
I thought the guy would be pleased but he was mad. "It's TRICK! He blurted out." I had no idea how long he had been try to start it but I am sure it was pretty cruel. As many of you know, you think you are kicking the bike through but all you are doing is slipping through the clutch. I told him that yes, it was a trick but I could show him. I gave him a lesson and helped him put his bike back in the truck. He called me at the shop a few hours later completely overjoyed. He had managed the trick.
Excellent maintenance tutorial Rod. Thanks for posting. I'm looking forward to your next instalments.
I think this is well presented as far as it went. Would have been nice for viewers to see/hear an explanation as to why the clutch spring screwdriver is the shape it is. Very useful though. Thanks
I would have thought anyone could guess the screwdriver bit has a slot so the screw doesn't push it off when it touches the bit.
The last shout of the BSA/Triumph 250's. In order to try and compete with the Japanese products these bikes were tuned beyond what they liked with compression ratio around 10.5 to one. All their power was high up the rev range which wasn't good for reliability. It was not unknown for the 'con-rod' to split going up from the big end which often spelled a big repair build too. If not ridden continually 'flat-out' continually which meant the competition disappeared into the distance, reliability wasn't too bad. I actually owned a 441 Shooting Star from new and that wasn't too bright either.
I didn't Realize BSA was using Triumph singles at this stage of production to fill their singles range. Is the triumph equivalent a tiger cub?
I still think this range had the best model naming and the best styling by miles. Especially that tank. The seat looks great too but it wasn't too comferttt able.
Great knowledge and skill with good presentation style but could you get some more lights please.
its better to inspect the clutch plates before tightening the clutch springs, if that clutch had been slipping a while the cork plates could be damaged.
Take the brake pivot off and fold it backwards and replace those cheese pozi head screws and tighten on diagonals to avoid warpage. Find tdc before trying to kick it that is basic single procedure it's not a fake modern Triumph made by slave labor in Thailand! 441rider 35 year BSA daily rider.
NEVER let the kickstart smack back against the stop. The breakers yards are full of busted cases.