Author Topic: T3 California Restoration (Read 39006 times)

Dave Swanson · « **Reply #60 on:** October 31, 2020, 08:04:56 AM »

The sludge trap was about 1/8th full. The sludge trap threaded plug turned out with no resistance!

Dave Swanson · « **Reply #61 on:** October 31, 2020, 08:07:09 AM »

These are the engine assembly errors I have found which occurred at about 100k miles which was 30k miles ago.

Sludge trap threaded plug - loose, no Loctite.

When replacing rings the Nigusil plated barrels were severely cross hatch honed leaving deep hatch marks. Honing of Nigusil barrels is not recommended when replacing rings. Certainly not with such a coarse stone. Oil consumption must have went up after that hone job!

Hollow dowel tubes missing from both front and rear main bearings. Since the dowels major purpose in life is serving as an anti-rotation device for the bearings leaving them out is risking a total loss of oil to the crankshaft if the bearings turn slightly.

Rear main bearing was installed with sealant on all surfaces! This made removal of the main rear bearing much more difficult than necessary!

When last removing the rotor a soft piece of metal was used in the crank to push the rotor off instead of the proper hardened piece. This wedged the soft piece in the crankshaft. Rather than take the extra time to extract the soft piece the rotor bolt threads were shortened! It only required 10 minutes to set up the crankshaft in my drill press to drill a pilot hole and remove the piece with an Easy Out.

A substantial amount of sludge was found in the pan. One of the pan socket head bolts had the "socket" rounded to the point it was useless. The bolt required extraction with judicious use of a sharp punch to get it to move. I am betting that the pan hadn't been dropped since the "overhaul" due to this bolt.

The oil filter was loose enough that a toddler could have turned it. This filter definitely could have benefited from the hose clamp safety feature, but it wasn't present. Another near miss avoided!

And!! Orings were present on every cylinder head stud at the base gasket instead of the required 2 at 12 and 6 o'clock. I guess the mechanic thought more was better!

Dave Swanson · « **Reply #62 on:** October 31, 2020, 12:10:43 PM »

Going together. The old adjustable fixed timing chain tensioner replaced by a modern "automatic" adjuster with a new chain.

I always appreciate the simple, but elegant engineering that went into the Guzzi V twin. I was fairly experienced overhauling Harley engines before I attempted my first Guzzi. I was amazed at how simple the engines are to overhaul. That simplicity does not come by accident. The design is an inspired one.

Canuck750 · « **Reply #63 on:** October 31, 2020, 08:02:39 PM »

Nice work Dave! Agreed, the Guzzi V Twin is a very clever and robust design,

Wildguzzi.com · « **Reply #63 on:** October 31, 2020, 08:02:39 PM »

Dave Swanson · « **Reply #64 on:** November 02, 2020, 09:17:18 AM »

I am sure Charlie has seen many worse but this is the grimiest Guzzi I have seen.

Before and after.

Antietam Classic Cycle · « **Reply #65 on:** November 02, 2020, 03:46:42 PM »

Quote from: Dave Swanson on November 02, 2020, 09:17:18 AM

I am sure Charlie has seen many worse but this is the grimiest Guzzi I have seen.

Before and after.

That was pretty bad, just missing a bunch of mud/oil mix caked between the fins!

Dave Swanson · « **Reply #66 on:** November 05, 2020, 03:23:59 PM »

I found one more assembly error by the shop that did the 100k mile "overhaul".

I had marked the flywheel before I removed it for easy reassembly. When I installed the flywheel this afternoon I double checked to make sure it was in the right position. The shop had assembled it 180 degrees off! I am scratching my head trying to figure out how they timed the engine!!

Dave Swanson · « **Reply #67 on:** November 10, 2020, 10:18:11 AM »

I went through the heads. They were in great shape. I good cleanup and they are ready to go.

The exhaust studs did need replacing though.

I assembled the valve train but decided the wear on the rocker pivot shafts was enough to warrant replacement. Hopefully I can button up the top end by the end of week.

Dave Swanson · « **Reply #68 on:** November 11, 2020, 01:35:08 PM »

I backed up a bit and removed the flywheel to add some JB Weld to the top freeze plug.

Dave Swanson · « **Reply #69 on:** November 13, 2020, 03:03:26 PM »

The engine is buttoned up. Looks a bit better now!

Antietam Classic Cycle · « **Reply #70 on:** November 13, 2020, 03:31:52 PM »

Quote from: Dave Swanson on November 13, 2020, 03:03:26 PM

The engine is buttoned up. Looks a bit better now!

A little bit of Loopframe goodness added?

Dave Swanson · « **Reply #71 on:** November 13, 2020, 03:46:32 PM »

Quote from: Antietam Classic Cycle on November 13, 2020, 03:31:52 PM

A little bit of Loopframe goodness added?

Ha! I can't get anything by you! It was on the engine when I tore it down, so it can stay.

Antietam Classic Cycle · « **Reply #72 on:** November 13, 2020, 05:57:40 PM »

It's actually a good upgrade. Never saw one leak.

jwinwi · « **Reply #73 on:** November 17, 2020, 02:46:26 PM »

Quote from: Dave Swanson on October 31, 2020, 08:04:56 AM

The sludge trap was about 1/8th full. The sludge trap threaded plug turned out with no resistance!

Ok, I give up. What is this a picture of? Something to do with the crankshaft sludge trap...

Dave Swanson · « **Reply #74 on:** November 17, 2020, 02:59:37 PM »

Quote from: jwinwi on November 17, 2020, 02:46:26 PM

Ok, I give up. What is this a picture of? Something to do with the crankshaft sludge trap...

That's what the solidified sludge looks like when you remove it. Very normal amount.

And it collects in here.

Canuck750 · « **Reply #75 on:** November 17, 2020, 07:16:48 PM »

The sludge residue look familiar, the trap is such a brilliant and simple design.

s1120 · « **Reply #76 on:** November 18, 2020, 06:31:57 AM »

Quote from: Canuck750 on November 17, 2020, 07:16:48 PM

The sludge residue look familiar, the trap is such a brilliant and simple design.

Ive been around engines my whole life, and never seen one before. Is this common in any other engines? Is it open to the oil gallerys, and CF just flings the heavy junk out?

Dave Swanson · « **Reply #77 on:** November 18, 2020, 06:39:28 AM »

Quote from: s1120 on November 18, 2020, 06:31:57 AM

Ive been around engines my whole life, and never seen one before. Is this common in any other engines? Is it open to the oil gallerys, and CF just flings the heavy junk out?

Correct the centrifugal force causes the particles to be forced against the wall of the sludge trap and those that manage to stick don't pass through with the oil.

With non oil filter Guzzis this is the only "filtration" available. Most old Brit engines use this method. All old Triumphs have sludge traps in the crank. Many old Hondas like the CB350 have a oil slinger that operates the same way. My 66 BMW R69S has an oil slinger that collect the sludge. This is the only filtration method used on older BMWs, and I am sure many more.

jwinwi · « **Reply #78 on:** November 18, 2020, 11:39:40 AM »

Quote from: Dave Swanson on November 17, 2020, 02:59:37 PM

That's what the solidified sludge looks like when you remove it. Very normal amount.

And it collects in here.

Got it. Didn't think the sludge would form a solid mass; I thought it would be more like mud that has to be rinsed out...

Groover · « **Reply #79 on:** November 18, 2020, 04:13:49 PM »

Quote from: Dave Swanson on November 13, 2020, 03:46:32 PM

Ha! I can't get anything by you! It was on the engine when I tore it down, so it can stay.

I give up, what am I looking for?

Dave Swanson · « **Reply #80 on:** November 18, 2020, 04:39:51 PM »

Quote from: Groover on November 18, 2020, 04:13:49 PM

I give up, what am I looking for?

It has a Loop frame oil feed pipe to the heads.

Dave Swanson · « **Reply #81 on:** November 21, 2020, 11:41:12 AM »

With the arrival of the gaskets for the intakes I was able to finish this up.

Glawster · « **Reply #82 on:** November 21, 2020, 01:23:21 PM »

I'm not a regular on this forum and only just found this Restoration section. Man, there's some great stuff on here! I'm enjoying this particular thread Dave as I did a bit of light refurbishment to a T3 Cali in 2016. Rather stupidly I let one of my friends talk me into selling it to him last year and I replaced it with a V85TT, which really wasn't what I needed. I do love the T3 Cali. Looks like it should handle like a canal barge, but has a wonderful nimble chassis. I look forward to seeing the final result!
Cheers,
Derek

DSC_2161 by Derek Wardell, on Flickr

DSC_2352 by Derek Wardell, on Flickr

Dave Swanson · « **Reply #83 on:** November 21, 2020, 01:43:10 PM »

Derek, we certainly started at about the same point. Light refurbishment indeed!! I will be happy if mine turns out as well! I just love the look of the T3 California. All the bric a brac but still has all the qualities of the early Tontis.

Dave Swanson · « **Reply #84 on:** November 22, 2020, 05:25:40 PM »

I wasn't sure if I could salvage the front rim.

This is how it looked after an aggressive scrub in the solvent tank.

After working my fingers to the bone for a few hours today this is the result. I was thinking about throwing in the towel and sending the hub to Buchanan to have a nice, new Borrani laced up. But dodged that expense. I am retired now so I have more time than money.

keener · « **Reply #85 on:** November 22, 2020, 05:53:03 PM »

good on YOU

Antietam Classic Cycle · « **Reply #86 on:** November 22, 2020, 09:42:12 PM »

Glawster · « **Reply #87 on:** November 23, 2020, 04:05:37 AM »

That's a great job! I would have sent them for vapour blasting to get them clean and tried polishing from there, but thought of hand polishing those awkward profiles puts me off. On my T3 the wheel builder mechanically polished the rims, but didn't get the best result.

Dave Swanson · « **Reply #88 on:** November 23, 2020, 10:53:11 AM »

The rear rim went faster. I was able to start with 2000 grit and then polishing compound. I was able to finish it while listening to disc 2 of the Allman Brothers at Filmore East which is over 1 hour long. Mountain Jam being one of the best songs to listen to while polishing known to man.

I still have 80 spokes and nipples to polish, but the befores and afters are pretty dramatic.

As with most of my restorations the level I aim for is what a very well cared for machine might look like after 40 years or more, rather than trying for the "new" look. I admire those that can accomplish the new look level, but I never seem to have the patience to take it to that level.

Rear before.

Rear after.

Front before.

Front after.

Turin · « **Reply #89 on:** November 23, 2020, 08:57:28 PM »

Making stuff look brand new is all fine and good, but then you can't ride it. god forbid you get a stone chip.

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Author Topic: T3 California Restoration (Read 39006 times)

Wildguzzi.com

jwinwi

jwinwi