Some Vincent projects for John

[ATinkerer]

I like your small hammer for those delicate adjustments?

Gordon

[John H]

It takes a few tons to press the assembly together. Shifting the flywheels a few thou is done by holding the rods in one hand and one main shaft in the other, then bringing it down on the stump on and angle with a heavy blow. Once within a couple of thou the rest is the lead mallet. Right now, my hands are a bit sore but the crank is trued.

[ATinkerer]

Just enjoying watching the detail work.

Gordon

[John H]

All the bearings and races are installed in the cases. One race went in tight so I had to make a bore lap to hone
out the race by .0015 thou. Back in the day, these engines were assembled by a craftsman who had access
to graded bearings that used the DOT method. Dot 0 being the least clearance and 0000 being the most clearance. After the race was installed the builder would choose which DOT was correct. Since certain bearings aren't available anymore honing is required. Just another time consuming step.

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[DougErickson]

You made me chuckle with the lead hammer John, everytime I would get mine out at work the other guys would point and laugh at me- but sometimes only a lead hammer will do!

[Dragonknee]

Thats so very interesting pics of work that has been something I haven't seen. Thanks for bring all this up and show some things that most will never do. Very cool.

[John H]

After several months of cleaning, repairing or replacing parts it's time to start assembling them. Hopefully won't have too many left over. How many bike engines have 17 bolts holding the cases together.

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[John H]

The heart of the beast is in place. Next will be the timing chest with cams, lifters and the decompression mechanism.

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[John H]

Setting gear lash is tedious. It starts by installing the cams (upper two gears) then the big idler which is on a bolted on spindle. The lash between each gear is set at .003". Next is the small crankcase breather gear that also meshes with the magneto gear. This gear comes in different sizes from -.006" to +.006" to get the correct mesh.
Last is the half-time pinion gear on the crankshaft which also comes in different sizes from -.010 to +.010". in .002 increments. Of course then they all have to be timed correctly for the engine to run. The final setting is to choose one of the five key slots in the half-time pinion gear that advances or retards the camshaft timing. Advance for low end power, retard for top end power.

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[ATinkerer]

Thanks for sharing this build John.
Makes me think about working on Jag V12. The Jag was more parts, but less precise.

Gordon