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1
General Discussion / Re: NorgeGT clutch replacement.
« Last post by theoneandonlymin on Today at 05:00:11 AM »
Onwards again now the decorating is over...

Replacement clutch from Stein Dinse at 15% discount.
Swapped out the rubbish allen bolts for hex heads.
Cam cap went back in with a bit of gentle levering.


Upside down to replace both gaskets.



Not corrosion just gasket "gum"



There's been pages about the spacer gasket. I ordered a GU01003651 from Fowlers but already had a green one for my V1000G5. One thou difference in favour of the green. But it feels like cardboard whereas the Guzzi part feels tougher/ nicer.





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General Discussion / Sodium Ion Battery
« Last post by Haioku_Mantan on Today at 04:35:46 AM »
Anyone ever used one of these?
I know the Ah on these are on the smaller side but they have just begun popping up here and for 1/2 the price of Lithiums.


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General Discussion / JMP R/R
« Last post by turboguzzi on Today at 03:23:40 AM »
Does anyone on here have experience with the JMP 700.18.19 rectifier / regulator units?

Tempting....



4
General Discussion / Re: Simplifying life
« Last post by faffi on Today at 02:25:32 AM »
I can really understand that, turboguzzi, because there is a big difference between amassing stuff that you more or less know you will never need or use, and stuff you are going to do things to or with. When we bought the cabin a year ago, it did mean more work and more time being spent, but it is work I (mostly) enjoy.

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General Discussion / Motorcycle memories from childhood
« Last post by faffi on Today at 02:19:38 AM »
My obsession with motorcycles began when I got a wind-up toy the day I turned two. The first brand name I learned was Suzuki, followed by Tempo - a neighbour had a Suzuki AC50, and later a cousin got a Tempo 50 with a double saddle. It would take several years before I learned the first model designation, which was when the neighbour upgraded from the AC to a T500, but I am not sure if it was a 1967 /Five or a 1968 Cobra. Another couple of bikes that made big impressions on little me was the Honda CB750K (the rider had a full face helmet, the first of those I saw) and the Yamaha R5 350.

The most popular, or should I say common, motorized two-wheeler in the 60s and 70s was the locally (Sandnes, Norway) Tempo Corvette, a 50cc moped featuring a Sachs two-stroke engine. However, from the late 60s, more and more Japanese motorcycles began flooding the country. When I first began riding in 1980, age 16, I first got a Suzuki A100, but it was very unreliable after being hammered for 6 years by various teenagers, so I bought a new Honda CB100. I never gelled with the sound of two-strokes, nor the smoke they produced or the lack of engine braking, so getting the Honda was fantastic.

From the age of 16 until 18, you could ride a moped with no training. These where limited to 50cc and 2.5 hp and a single seat. Top speed was restricted to 50 kph (31 mph), but quite a few tuned their mopeds. The Suzuki AC50 and Kreidler 50 could both be made to go double of the legal speed. With a license for lightweight motorcycles, you could ride up to 100cc and 7 hp, limited to a top speed of 80kph (50 mph), but again many bored them out to 125cc and removed the restrictions. If you got caught with a tuned moped or lightweight bike, it cost a lot of money. The police used to be present outside various schools with a rolling road they used to check that bikes would not go too fast. I was dependant on my bike for transportation and kept mine stock and restricted.

Back to the AC50 and my neighbour. He was a speedway racer as well, and used to tuning, and his AC was tuned to within an inch of his life. He was obsessed of getting it up to IIRC 61 kph in, I believe first gear, but while it would do 60 kph, every time he went past the crank broke. He went through a lot of cranks, but not one survived going past 60 kph (37 mph). He would also sit for a half mile at a time, in first gear, on his T500 trying to get it to an indicated 105 kph / 65 mph. He never quite made it, but the engine held up. Redline was 7000 rpm, an actual 105 kph would require 11,600 rpm. How much of this was bragging and how much was honest, I cannot say. But I, and several other kids, did witness him repeatedly sit for half a mile with the throttle pinned in first gear, apparently with no ill effect to the engine.

 
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General Discussion / Re: Arcing Dyna Coils Added pics
« Last post by turboguzzi on Today at 02:19:34 AM »
I cant even tell you how much i dislike Dyna ignitions......

Try to aim a timing gun at the flywheel at very high revs, you might discover something, tell us what you saw.

Shouldnt be difficult to go back to points just to verify.

That said, if you are so all over the place with main jets, go to a dyno and find the right one based on best WOT power, you are just confusing yourself like that,

anothe ridea, have you tested that you have enough fuel flow to carbs?

did i already asked for  :gotpics: ?

7
General Discussion / Re: Simplifying life
« Last post by turboguzzi on Today at 02:09:47 AM »
Faffi, im same age as you, plan on retiring next year, but find myslef in an opposite position.....

I love wrenching, inventing and making stuff for my bikes (one invention might come to this forum too), and there is so much other types of riding and models that i still want to try.... specially now that ill have more time

there are about 10 bikes in the herd here, 5 currently in pretty constant use, the other 5 are racers from the days i was doing the italian vintage championship. Two of them i surely not interested  in keeping, but definitely want to add a Falcone.... and maybe something from the 20's, never had a Flat tanker....

With the dropping prices in classics, now its the time to get more!



8
General Discussion / Re: 850 T3 head bolts
« Last post by Moparnut72 on December 10, 2025, 07:45:55 PM »
If you have a rattle gun set it on low and let the vibration work on it. Soak it with something like Liquid Wrench for a few days prior.
kk
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General Discussion / Re: Winter…
« Last post by StuCorpe on December 10, 2025, 06:43:02 PM »
Ah, when I blow the picture up to a larger size I can see that!  In the small format it looks like vertical lights with a reflective glow around them.
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General Discussion / Re: 850 T3 head bolts
« Last post by Antietam Classic Cycle on December 10, 2025, 06:30:32 PM »
Any engineers out there?

The 850 engine (Eldorado and T2/T3) has a short engine stud bolt with a hex socket nut.  The nut sits under a screw in cap.  So, my questions:

1.  Why is this not a regular hex nut like all of the other studs?

2.  How do you get the nut off? 

It is frozen tight and I'm not sure if it's fused to the head or fused to the stud.  I suspect the former because it will not budge under extreme torque and I would have thought the stud would unscrew if it was just the nut seized to the stud.

I've tried force, lubricant, heat (albeit rather gentle), a toque wrench and percussion but neither of them will budge.  No problems with the other head nuts.

Cheers

Rob

1. Because there's no room for a regular hex nut?

2. It'll probably need more heat and a good penetrating fluid. I like to heat the offending nut up, then spray it with CRC Freeze-Off. The thermal shock helps loosen things pretty well.

Put the other head nuts back on and torque them down to alleviate any stress on that nut.
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