Fueled by this progress I decided to be brave and have a look at the bottom end of the engine. Because in an ideal world, a swap of the crankshaft seals should be sufficient to get the bottom end in working condition again and swap out the alternator and ignition setup for something a bit more suited for its future application, i.e. racing. (Especially as the completely misadjusted ignition was probably the case for the engine failure in the first place.)
In order to get the rotor off, a M10x1.25 bolt is needed. And compared to some similar setups on other bikes it was dead-easy.
On the other side under the clutch cover things looked even better. There was oil in there and the clutch looks like it hasn't done a lot of miles and there was nothing horribly wrong with it.
As the oil-pump will not be used again, the drive gear can be removed. (It's just a press-fit.)
The clutch basket was in good shape and I didn't lose the ball that sits between the pushrod and the pressure-mushroom.
Splitting the cases is pretty simple on old RDs, but this was when the first (and only) nasty surprise came up. As the Stinkerle is parked near the workshop door some rain must have gotten into the crank-case and made the crank start to rust.
My loss is your gain though, as this means, I'll do something I haven't done in ages: rebuild a two-stroke-crank. (But not today - I first need the bearings and I have to either borrow a press or build my own - let's be honest, expect a hydraulic press build soon!)
Lastly the black paint smeared on the cases looks remotely acceptable in the pictures, but in real life a bit of industrial grade paint stripper quickly dealt with the matter.
Just a little bit of cleaning up with a plastic brush later and the cases look good again!
So what are the next steps? I need a hydraulic press (wanted one for a long time anyway) and then have to rebuild the crank. Also I will check the bore-size on the cylinders and then have a look, what the next suitable oversize will be.
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