Frame crossbar

After having a long look and think about how best to replace the under tank crossbar, today i mocked up option two in Grizzy's sketch below







The steel version will extend 3" forward and pick up a fixing from the web of the front headstock casting, a fourth fixing will drop vertically from just in front of the seat hinge mount and pick up the headsteady




This will give 1.5" of clearance between the tanks to let me move the oil line fittings in there and aid cooling!

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Seat n feet

Picked up a package from parcelforce this morning that had come from Australia, complete subframe for my Messinger seat, sits a bit too far forward and high for my taste so I'll need to make up a longer front pivot bar and the spring mounts... once the rear guard is fitted.
Cast alloy scripted footboards c/o Tony @ Indian Trading










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Blower and SU

Picture of a blown 1936 MG ta that pulled up outside the shop last week have got me thinking.....







1250cc motor 1.5" SU and a Shorrock supercharger, my concerns about reliability dispelled by the driver who told me he was touring around tje coast of Scotland!


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The first cut!

With the Sport Scout away for the day at the MOT station in Inverness. I decided today would be a good day to cut the crossbar out of the 101 frame and see if i could get the motor sitting in nicely
















Just as i was fitting the tanks this beaut of a 1936 MG TA pulled up! More pics of it on the Speedshop blog.


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Waitimg patiently

While I get the Sport Scout back together




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Jig completed

Used the tapered sleeves from my wheel truing stand to make up a headstock fixing and fabricated a front engine mount centre fixing, everything centred in the jig now ready to cut the crossbar out!






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Building the frame jig

Just got to make up a support for the headstock then i can start to modify the frame ready for the 1940 Chief powerplant.

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Location:Achnasheen

Starting on the frame

I set to this morning with the big electric wire brush and a box of flapwheels... getting there! Under the oily crust the tubes are sound :o)



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Engine plate templates

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Making space for a bit of frameworks

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Sitting out in the sun shining like a Hobo Nickel

Finally got all the big lumps together in one place!

Introducing the "Hobo Nickel"

74cu" 1940 Chief motor in a 1929 101 Scout frame

On the doorstep this morning

Good straight 101 frame for the '40 motor, not so straight 101 frame on the left to be retubed on the bottom rails and rear for the '33 motor ... and most of another frames worth of castings to build a 45" 101 flattrack special...... one day!

Wheel for the Alchemist

From a late 1960's Honda CB160, nice and narrow so it will fit in between the rockers and won't hit the pivots

Oil pump

Turned up from the US this week, this is for '33 motor... shaft turns smoothly and seems to pump oil 8o)

Any Old Iron

I collected two international parcels this morning. Think I need to build a jig!



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Importing more rust

Lower half of a 101 frame coming from Ziggy's and a 101 headstock casting coming from Chicago.. more pieces of the Alchemist jigsaw

Forks n hubs

Indian 101 forks are very narrow.. not much space between the rockers, and the pivot bolts reduce the usable width considerably.
Today I tried a few of the hubs in my parts stash for size.. 741b Scout hub (above RHS) is way too wide.. about 2", a Triumph tiger Cub hub, (below RHS) is a tight squeeze but will fit, then I found what I believe to be a pre war Triumph 3T hub, same size as the 741b hub bit 1.5 " narrower, the drum bolts to a cotton reel style hub so it shouldnt be too difficult to narrow it further and then Ill be able to use the 741b brake plate, shoes pivots and cam tyhat I have in hand... saves cutting up an Indian hub too!

Quality rust

Nothing like a piece of proper 80 year old rusty motosickle to cheer you up on a cold december morning







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Pre 1934 Indian Primary Study

Indian Chief and Scout primary drive was by helical gears up until the end of the 1933 season, after which they were superceded by the chain driven setup that was used until the Wigwam closed in 1953.

The helical clutch basket gear/pulley is the same for all models and years up to 1933 with 84 gear teeth.

The intermediate gears were different on the Scouts and Chiefs from 1922 through to 1933.

Scouts ran 33 tooth front pulleys with a 36 tooth intermediate

Chiefs ran the same 33 front until 1932 with a 40 tooth intermediate to make up the difference in hub centre distance on the longer Chief primary case

My 1933 motor was a one year only special, the factory had decided the more powerful motor could pull harder and changed the front pulley to a 39 tooth lowering the primary drive ratio from 2.54:1 to 2.15:1 ...

This has left me with a bit of a problem and a dilema.. Problem is I have the 39 tooth front pulley, and I have the earlier type gearbox and primary cases c/w a 40 tooth intermediate gear. I don't, however have, the rare as DodoDo, 1933 primary set and intermediate gear to suit or the earlier 33 tooth front pulley.

Dilema... should I
Try and get hold of the earlier 33 tooth pulley and run 2.54:1 gearing?

Run a later chain type primary ?(not so keen to do this because I would not be able to use the nicer looking vintage era outer primary case)

Or... get a one off belt primary made that will let me run a 1" neoprene belt on a 39 tooth front and 84 tooth rear pulley with the rear one being a modified Indian clutch basket/gear?

Big advantages here, front pulley could be made up in alloy, reducing the spinning mass on the end of the crankshaft.. massively reduced drag from the primary and with some modification to the clutch pulley a bit of weight reduction there too.

The belts used in Triumph belt drive kits are suitable for running in an oil bath or alternatively the inner primary case could be drilled, the oil holes in the transmission bunged, the transmission clutch bearing fitted with a seal and the primary could be run semi open.

Picture below the 33 gearset alongside a Hayward Triumph beltdrive kit

Top cover is mid 20's Scout lower one mid 20's Chief

A tale of two Chouts

The steel arrived form Rigwood Engineering last week, enough 1.125" and 0.875" cds tubing to re tube two 101 frames, When I can afford to, I hope to get a set of frame castings from Moen at IPE and have Richi at Foss Fabrication build a second Chout frame at the same time as rebuilding the 101 frame I have. Richi is clearing space on the bench ready to make up a 101?Chout frame jig.

Yes folks.... TWO Chouts..

A road going hotrod 1940 Chief powered one and a sprinter/racer built up using the 1933 powerplant. These original 101 forks are on their way from Illinois

I have a spare top yoke/handlebar centre, and a pair of 19" steel rim wheels set aside for it.

This morning a little box from the Netherlands arrived with a 33 chief clutch basket, this will get modified to take a new outer ring so that I can run a belt drive primary in the earlier bevel drive type primaries.

Hot Cams

Just came through the post. These hi lift, offset pin, Shunk cams will go in the '33 chief motor along with S&S 80" flywheels and special alloy heads. This will be the "hot" hillclimb motor.





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Powerplant

Just the primary to finish, need to order a set of nuts n bolts and a new chain.


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Transmission

Late last year i picked up a complete '46 on chief transmission. It all looks good inside, some wear on slider gear and cluster gear but still a bit of life left in it! I decided just to use it as it is. I have a full set of new gears and shafts set aside if it needs a rebuild later on.


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Motor built

Headbolts to tighten down but otherwise ready for fitting in to the frame, will start on the transmission tomorrow 8-)


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