Internett er en vanvittig tidstyv når du starter søk etter noe spesielt, det dukker bestandig opp andre ting som er av interesse i tillegg til det du i utgangspunktet søkte etter som blir lest og plutselig er hele kvelden gått.
Ofte kommer jeg inn på andre forum hvor trådene kan være veldig gamle og ofte linkes det til andre sider som er avgjørende for innholdet men sidene er endret eller ikke eksisterende lengre. Med snevre interesser hvor det har vært kreative løsninger med alternative deler og ombygging for å få eldre tohjulinger på veien igjen.
Det jeg søkte opp i dette tillfelle var gearkasse alternativ / deler til Z1 900 hvor innlegget jeg har limt inn her dukket opp, fant i samme runde en Danske på FB som så sent som for noen dager siden annonserer att han utfører denne ombygging eller selger ombyggingskit som trengs for ombygging.
Conversion J / GPZ transmission to the early 900 / 1000 cases.
To fit the J/GPZ trans in the Z1/KZ case the mods are as follows: Input shaft: Using a J input shaft you must bore the threaded end so the 3/8” ball and the Z1 pusher fits inside. Using a GPZ shaft the threaded end must be shortened and re threaded as well as boring.
The 5th gear input needs to be turned down to clear the shift drum and the drum must also be turned because you cannot take all the material from just one of them.
The 4th – 5th fork must be clearanced on both sides to clear 3rd and 4th gear on the input shaft.
A conversion bearing, spacer and seal are also necessary.
There is also some re shimming to be done on both shafts to obtain proper neutral clearances and engagements. If this is not done correctly, it will get itself into 2nd and 5th at the same time and cause considerable damage. I’ve seen it plenty of times. Chewed up teeth and broken dogs—Very ugly!
There are two different 3rd gear sets and output shafts. The J has 21/30 T and the GPZ has 19/ 27T. They are both the same ratio, but the GPZ set uses a larger tooth pitch with less teeth. The J output shaft uses a bolt to secure the sprocket and the GPZ uses a nut and also has about 3mm. more spline. The GPZ parts are the more desirable ones. If you cannot find these parts, the gpz output shaft (13128-1048) and 3rd input (13129-1566) are still available from BB Racing. The 3rd output is no longer available, but I make a replacement that is stronger than the stock one.
There are a few more small details, but this is the majority of what has to be done.
BB Racing carries the full Robinson Industries Bearing conversion kit. It costs $125.00
Var også inne på en side som omtalte prosessen restaurering av motorsykkel med merking av deler, lagre, organisere, demontere / montere samt dele prosjektet inn i mindre håndterbare arbeidsmål. Ser på det som veldig viktig ved fullstendig demontering av en Z1 900 inklusiv motor som gjerne vil ta litt tid fra demontering til alt er ferdig og montert igjen. Ikke fordi det er så vanvittig mange arbeidstimer men noe må sendes bort for chrom, kulepolering, pulverlakk, lakk osv og noen deler kan ta lang tid å skaffe. Garasjeoppholdet skal være kos med rom for prat kaffe og rom for andre sysler
Motorcycle Restoration Planning – Breaking Your Project Into Manageable Segments
Restoring motorcycles has been a long, 40+ year dream that became a hobby many years ago. As a hobby, it’s given me years of enjoyment and fulfillment of those years waiting. I’ve met many of my best friends in the process of restoring and collecting too. The restorations had me reaching out to people and businesses all across the world for parts, knowledge, and resources. It’s really amazing how much the Internet changed the How, What, and most significantly, the Quality of restoring I could accomplish. Starting in the mid 90’s, the Internet boom gave us forums, message boards, and on-line shopping where we could learn and find better parts. In just a few short years, NOS parts long gone from local dealerships could be purchased off of eBay and other valuable sites. With today’s Internet resources, I believe it is possible to produce almost any production motorcycle ever made from new, NOS or pattern parts. It is possible to build a vintage machine today and do it better than it was new – you can “Google” and buy today what was practically impossible to find 20 years ago…..
Way too often, I run into people that see me out on one of my old, antique machines that say “I had one of those”, or “I had a (put your favorite here) and I wish I still had it”. Well, “Wishing won’t do it” I tell them. “Go home tonight and start looking on the Internet. Someone has one they don’t want and will sell it”. I can only hope that some of you have taken or will take my advice and replace your memories. For those that have or will do, I want to share these steps that I’ve learned through many years of restoring and my collecting of vintage motorcycles. Keep in mind as you read and look at the photos, all of these were done out of my home’s garage. No fancy shop, just good tools and a love for the process of restoring. You can do it too, just break it down into small, manageable steps that you can do daily, weekly, or 2 months later – all at your pace and you won’t get lost.
Ja det er mye mer, se link.
Link til artikkel:
https://www.rrrtoolsolutions.com/motorc ... e-segments
