Everyday TR1 - V-star conversion (part 2)

Now the incentive to give building a V-star based TR1-engine a shot came from the fact that I managed to get hold off a BT1100 engine for approx. a third of the usual price, because allegedly it had lunched its gearbox in a rather spectacular manner.

The rear cylinder had come off normally, but unfortunately the front cylinderstuds are covered with some black plastic tubing and if rust forms underneath it, things become unpleasant. 

The angle grinder gave the stud its final haircut. 

The lathework on the BT cylinders was actually easier than on the TR1 test piece as these are made from aluminium and machine very nicely, when the correct insert tooling (or sharpened HSS) is used.

A quick fit on an older TR1 engine case showed that they indeed fit nicely into the crankcase mouths now.

For reasons, which aren't fully clear to me either, I prefer an all silver engine in my TR1. So the cylinders had to be painted in heat-resistant paint.

While I was at it, I removed the breather hose on the camchain-tensioner cover. Originally I meant to reuse one of my old TR1 covers, but the bore-spacing is slightly different, so that wouldn't work at all. 

The fitting was helicoiled in M6 and a countersunk bolt used to plug it up.  

Next was to free the crankshaft from its current home and inspect it. In order to get the rotor's taper up to sufficient temperature, I used a jeweller's oxy-propane torch to heat it up in individual spots and make it distort ever so slightly, so it loses its grip on the taper.

A very satisfying moment, indeed. Also not the usage of one euro-cent coins to protect the crank end. (Also they are cheaper than buying little copper buttons to use...)

An almost new oilpump for the new engine. 

With the right crankcase-half off, it's time to inspect the gearbox and make some room inside the cases. 

Totally fried. 

Pushing the crank out, requires a special tool, which in my case is just some angle-iron with a few suitably spaced holes and a spacer ring to spread the load evenly on the outer bearing race. 

And finally the crank: already stripped of the oil-pump gear and the ball bearing, because it had a flat bearing ball in it and the conrods removed to inspect the clearances.

New bearing shells and pistons and rings have been ordered as the pistons had some marks on them, which made me ever so slightly uneasy and as such I decided not to reuse them. (Even though they probably are perfectly fine to use.) Once the parts the parts arrive, it will be time to take the engine out and dig into it.