Manx GP trip

I've started a record of the Manx adventure on my other blog here: http://dorisadventures.blogspot.co.uk/2012/08/manx-gp.html

All ready for the Manx GP

It's quite a while since I posted and Doris hasn't been out much recently. 

I had the oil leak fixed and they were supposed to be sorting out the problem with the front brake master cylinder not releasing as well. They tickled with it but didn't fix it so poor Doris was still not roadworthy.

With the Manx fast approaching, I really wanted to take Doris rather than the VFR so I ordered a remanufactured master cylinder from David Silver. Lesson learned there - the cost of the new master cylinder and brake lever etc was very little more than what I previously paid for the seal kit and a separate lever. Plus I had to repaint it. I really tried hard to reuse stuff in preference to replacing but this one went against me.

Anyway, it's now replaced - that went very well. I sucked some brake fluid down from the master cylinder using my big syringe attached to the bleed valve on the caliper; swapped over the master cylinders; then "injected" the fluid back up. Job done - no need to bleed or anything :)

I took Doris out for a spin and what a revelation to have the front end running free. She was a delight. I stopped at the seafront at West Kirby and took a photo to celebrate! I think she looks gorgeous in the sunset.

Anyway, she'll be due a good wash and polish before setting off to the Island next Saturday night. I'll update the other blog with that adventure.

In for surgery

No great activity over the past couple of weeks. I've been trying to muster the courage / enthusiasm to look at this oil leak, but keep putting it off... I concluded this week that the reason I'm doing that is because I'm not confident that I'll succeed, so I decided that meant I should call on the experts again.
So Doris has gone to see kind Doctor John again today. He's going to sort it out for me next week. On the way down there, the front brake was binding on again, so I've also asked him to look at the master cylinder for me. May as well be hung for a sheep as a lamb!

I had to laugh the other day. Here is me worrying about spending a couple of hundred quid at the garage - my mate at work was telling me he's taking delivery of a new Ducati next week and hasn't told his wife yet !!

I'm really looking forward to being able to ride Doris again. I won an EBay auction a week or two back for a pair of new, unused Oxford panniers that fit her perfectly and match my tank bag - £15 - what a bargain :) They will be great for the Manx in August.

Further update once she's back from hospital.

Poor Incontinent Doris

I haven't posted for a couple of weeks. Once we hit the deadline and made it to the Thundersprint, I've had to catch up on all those other things that had been sacrificed to finish her. It's also been a busy time of year for "adventures" - with weekends away cycling and then a day away to the TT.

I finally found some time to investigate the oil leak from the base gasket today, having done the sensible thing and bought myself another torque wrench with a lower range. What did I find? Well, I had over-torqued, not under-torqued the bolts for starters. More seriously, there is also a residual issue from the previous owner. One of the long bolts holding down the head/barrel must have previously stripped a thread and had been replaced by a stud and nut, which had similarly stripped the thread and was doing next to bugger all :(.

Hmm this is turning into a big job now. I'll get proper Honda base and head gaskets if I can now and a replacement head bolt, but I'm going to have to strip all the top end down again and heli-coil the stripped thread, which I've never done before. The "how to" articles I've read about it look fairly straight forward though.

It's likely to be a few weeks before Doris is back on the road, so the VFR has been pressed back into service. Hey ho - no one said this would be straight forward......

I've booked a ferry ticket for passenger and bike for a few days at the Manx GP in the Isle of Man at the end of August. It would be nice if Doris could use the ticket :)

Noel & Doris's grand day out

Well Friday dawned and it was not a nice dawn at all. It had been raining overnight and more rain was predicted through the day before the sunshine came in for the weekend for a change.

The original plan had been to ride to work loaded up and then head straight for Northwich after work, but I decided that I'd have to spend a load of time cleaning the bike before the show if I did that, so I left the bike at home and headed off straight from there. It meant I didn't arrive at the campsite till later but was a load easier.

For a change, the weather followed the forecast. I left shortly after 6 and was there by 7, after a lovely ride down the A roads to Northwich. Doris ran like a .... Dream. By the time we arrived at Witton Albion Football Club, I was completely smitten. Lovely smooth, unthreatening power delivery - never going to set the world alight, but perfectly OK in normal traffic on A roads. She encouraged me to sit up and enjoy the journey a lot more than I'm used to on the VFR, which always seems to be egging me on to look for the next overtake or take that corner just a little faster next time. I really felt in my comfort zone.

One minor problem was evident - there was oil leaking from all around the base gasket. I know I'm a really bad mechanic, but when I tightened the head down I found that my torque wrench didn't have a low enough range for those bolts, so I guessed (shame :( ). But I definitely erred on the side of caution - too much on the side of caution it would appear....... Snagging job no 1 - buy another torque wrench and get it torqued down properly. It was not enough to be a problem though - the oil level was stll well up. So I mopped up the mess and gave a few bits a little clean ready for the following day.

This was my third year camping at Witton Albion and it's feeling like a nice tradition now. I got the tent set up quickly - decided to camp in the "quiet area" on the pitch this year (mainly because it's nearer the loos!)

Then I called into the Social Club for a drink. It was heaving, as they'd put a Race Night on to entertain the campers - not really my thing so I had a couple of pints then settled down for the night. Really clear skies were forecast and it was a very cold night's sleep. Reminder to self - get better sleeping bag!

Up early the next morning as all the show entrants were to be in place by 9.15. I rolled up and was slotted onto the "general modern classics" line - right between a GSXR Suzuki Barry Sheene special edition (one of only 3 in the country)  and a very well used Yamaha TTR250 that had recently completed a 20,000 mile journey to Cape Horn. Suddenly my Dream felt very mundane......

But what good fortune to be next to adventurer Ken Thomas - the most interesting person I have had the good fortune to meet in many a year. Read the blog of his amazing journey here then look at the journeys of Ewan McGregor and Charlie Boorman in a whole new light. Thanks Ken for a fascinating day.

The show was a huge success, with great attendance and loads of people taking the time to come and talk to me about Doris. One of the highlights for me was when previous owner Steve and his wife Sally called in to say Hi. Again - lovely people, and it was great to be able to share the journey with them, as I knew Steve had been disappointed not to be able to do the restoration himself. Nice to see a couple of members of the Classic Bikers Club forum that had been following the blog as well and also some friends from work showed up.

The very best bit was when one guy gushed at me that he'd had one in his 20's but hadn't seen one for years and it was by far the best bike he'd seen at the show so far! (I think he had a very specific point of reference compared to most people, but my ego is very easily inflated!)

You can see the dribble of oil in the photo above. Several people were amused to tell me that they thought only British bikes leaked oil - it was funny the first 4 or 5 times...... (Apologies to Northwich Council for the stain on your pavement, by the way.)

And so back to Witton Albion to camp overnight again. Another chilly night but I compensated with extra socks! I could afford a lie in this time though and once I'd got most of my camping kit packed, I rode back down to Northwich for the Thundersprint proper.

This is getting bigger every year - the crowds were huge this year. I spent the morning mooching round the race paddock and all the trade stalls - some serious classic bike porn in that paddock!

At midday, I went up to watch the cavalcade.

Then after that I took up position on the hill for the Spitfire display and the Thundersprint itself.

The fastest lap time I saw was 21.08 seconds - they don't call it a sprint for nothing! It also doesn't take itself too seriously, as evidenced by the George Formby tribute below - apparently from the film "No Limits that he did about the TT.

So, all over for another year - I headed back to the campsite to take down my tent and head for home. As I was heading back to the site and getting more confident in the bike, I braked a little harder for something. A minute later, the bike started labouring and slowing down as if it was running out of fuel. Uh oh! Actually, the front brake was stuck on - the handle was pumped up solid. Obviously, John hadn't quite sorted it out - it was OK for normal braking but not releasing after heavy braking ......

I sat by the side of the road, really disappointed as I was thinking that there was really nothing I could do to sort out  a wonky master cylinder at the side of the road, and that Doris would end her journey going home on a trailer. The only thing I could think of was to just crack open the hose union a fraction to let off the pressure and then see how it felt - bingo! We were moving again.

So we made a pact (well I did!) that on the journey home I'd anticipate like never before; only use the rear brake if I could and not go over 50 (remember the slight oil incontinence problem the old lady has!) and in return I asked Doris to deliver me home safely, which she did :).

A fine first adventure - we looked after each other well and had a marvellous time. Doris will now get a thorough clean and those two issues (oil and brake) sorted before we venture forth again but, on the evidence of this weekend, I have no doubt that our relationship is going to be a long and happy one.

Made it! (With 5 minutes to spare....)

Doctor John the bike mechanic is a magician! What a guy - he has worked his magic on Doris and turned her from a rattly, unbalanced, underpowered slug to a smooth, quiet, mid-range sports bike! I have nothing but praise for what he has done and in good time too (just!)

Thoroughly recommended: Truebikes

Here's what was wrong:

• The engne was still on the original camchain, which appears to have been made out of cheese, as it had so much stretch in it that it looked like it had done 100k miles not 10k. Apparently there was an early recall to swap these original chains for DID - mine was clearly not done. It had skipped a tooth on the cam sprocket so the timing was on Eastern Standard Time I think! Luckily there is sufficient clearance between valve and piston and no damage was done. It would have taken me weeks before I'd thought of this as an issue.
• The carbs, that I sent away and paid lots and lots to have overhauled and new jets fitted, appear not to have had quite everything done..... There is a deep seated jet controlling low speed running in each carb which is very hard to get to and which had chewed up heads so couldn't be removed. They were completely gummed up, so lots of time was spent softening up old fuel residue and cleaning  to get those jets clear. That was why I couldn't get it running below 5000rpm - there was no fuel passing over the air screws, so it made no difference how I adjusted them. Lesson - don't assume that, just because you've paid to have something overhauled, that it has actually been overhauled......
• The pattern front brake lever that I fitted was not quite the right shape, so it was not fully releasing the master cylinder piston. The impact of this was that the return valve on the master cylinder wasn't being exposed, so the brake wasn't freeing off properly. No wonder I couldn't pump air back up through the system using the "syringe method" - the damn return hole was blocked. Again, I would never have thought of that.

The moral of this story is really to know your limitations. There was more "kerching"ing noises but you really do need to recognise asap when to bring in the experts. The forums are full of people "trying" to fix issues and stabbing in the dark (including me). I could easily have spent £100+ on swapping out perfectly good electrical kit trying to hunt down the source of my problems, and it would have been a complete waste of money.

Anyway, the end result is that Doris is now runing like a Dream - sorry, I lasted this long without an awful pun. She has her first MOT since 1986 and I got to the post office to get tax 5 minutes before it closed. Those who have read the blog right through will recall that the target I set myself 3 months ago was to have the bike ready to ride to, and display at, the Northwich Thundersprint on 12th May. Today is the 10th May and my Plan A was to ride to work in the morning, loaded with camping gear, so that I could go straight to Northwich after work and camp overnight ready for the early show entry time on Saturday morning. That depended on me taxing the bike today, so I really did make it with 5 minutes to spare!!

Of course I then needed to road test her properly, so off to the garage to fill up and then I got 20 miles around the local lanes in. I can report that she is a delight to ride. Sure footed handling, sounds lovely and all in all she feels like not far off a new bike (which of course she should, after all of the money thrown at her in the last 2 years!) I have never before sat on a bike that I felt so comfortable on and confident in from the off, and I'm really looking forward to some great adventures with her.

Doris is now loaded with camping gear and resting in the garage, ready for our first adventure to begin tomorrow:

Thanks for listening everyone - now let the real fun begin :)

Noel & Doris

Doris and The Bike Doctor

After failing to get Doris MOT'd or running properly at the weekend, I bit the bullet and have called in the specialists, in a bid to be ready for the ThunderSprint bike show on Saturday.
The initial findings are that the camchain is too slack and at the adjustment limit, so a new chain is called for. I assume the timing will be very ropey till that's done.
The compression was all ok though which is good.
Doctor John said that there was an early recall on the Dream related to camchains - maybe mine got missed? 
Anyway, he's hopeful of getting me sorted out for the weekend, which is great news.

I give in!

Well I've followed all of the good advice on the various forums I subscribe to and still can't get the running below 5000rpm anything like what it should be.

At work I would be telling me that I need to know the limits of my abilities and bring the specialists in once I reach them. I'm at that point so I'm going to arrange to take Doris up to my local mechanics on Tuesday and get them to sort it and do the MOT.

Best laid plans......

Well I got all of the little bits done this morning and headed up to my "just turn up" local MOT station. Closed for Bank Holiday - "damn"!

Plan B - I headed into Birkenhead to another bike shop where you can normally just turn up - they couldn't fit me in.

So I'll have to take some time off next week to do it instead.

Positives though: I got a chance to do probably 20 miles and everything went well - above 5000rpm she runs real nice, but i still need to sort out this slow running. Hopefully, resetting the air screws will address that (fingers crossed). The handling is lovely, being used to much heavier bikes now. All systems seem to work well.

I think the front tyre is not quite central on the rim as there is some "chattering" from the front end at certain speed - it feels like the tyre is slightly off centre in the vertical plane.

A nice thing happened today. I'd tried to get in touch with Steve that I bought the bike from and got the following e-mail back:

"Hi Noel, What a brilliant surprise to get your message. I often wondered how you were getting on. I am amazed by the transformation from the sorry state you picked her up in - Doris now looks stunning. I can see you have had quite a journey. You have my appreciation and admiration for what you have achieved. I will certainly pass on the information to Martin, who I know will be so pleased at the result. I will try to make it to Northwich next week, so hopefully see you there.
Steve"

MOT time

The day of reckoning has arrived - I need to get Doris MOT'd tomorrow if I'm going to have any time to get a few shakedown rides in before the journey to Northwich for the bike show next week. So I've been doing a few jobs tonight.

First, the petrol tap leaks, so I'd ordered a new (pattern) one. When it arrived I could see that it had a built in filter, so all my hard work last week to retro fit a filter was unneccessary! I replaced the tap and reinstalled the original pipe which is much neater.

The most irritating job tonight was to fit a new ignition switch assembly (pattern again). After I had the test run last weekend and moved Doris to her new home in the garage, I promptly lost the key and have no spare....... To say I was annoyed is a minor understatement. Anyway, new switch fitted now, so the original key will show up tomorrow......

I've had an ongoing issue about the indicator switch - very tempremental when using the RH one. I stripped the switch down tonight and cleaned it all up, so it works great now. But I lost the spring and detent ball out of it! I have a spare switch assembly, so I've stripped that down and I'll sort that in the morning. But the wiring is so old and fragile in there, that the horn has now stopped working!!

I've stripped the horn section out of the spare loom and cleaned up the switch etc so I know that's OK now. In the morning I'll run that down the side of the existing loom as a temporary fix but soon I'll order up some new cable in the right colours and re-wire it so that I know it's reliable.

Oh I also put the new number plate on, which arrived this week. It cost quite a lot more for an original style pressed steel one but it looks soooooo much nicer and in keeping than a modern perspex one :) I rivetted it on to match how it was done originally. Really looks the part.

So, hopefully, once I sort those little bits out in the morning that should see all the issues sorted for the MOT. If it passes (please!), I can tax it in the morning and then get some miles in.

Before and After...

It just occurred to me that I can finally do a whole before and after comparison.

Before:

After:

First Ride and a new home for Doris

I had a few hours to play this afternoon so set sorting out the fuelling issues.

First off I needed to sort a fuel filter. Regular readers will recall I was struggling to fit a filter into the short pipe run and had broken one in the process. I got hold of a smaller filter and also some newer and more flexible fuel hose. After a lot of thought about how to fit the filter into such a short pipe run, I ended up with a fairly simple solution. What I did was attach a 90degree bend to the fuel tap with a short length of hose, then ran a length of hose in a gentle loop round, under and behind the tap so that I could mount the filter further back and then it was a nice gentle bend to the carb. Hard to describe, but I'll load a photo to show it when I get one.

Now that I had a "clean" fuel supply, I could balance the carbs. Judging from the heat of each pipe, the right one was doing very little compared to the left and that was borne out by the readings on the gauges. A lot smoother now :)

I couldn't resist taking a quick run around the block to see how she ran, so I attached the old number plate and off we went:

She's not quite running right below about 4-500rpm, but then picks up her skirts and flies :) Not sure if I've got the air screws adjusted right, so I'll have a look at that next. Or maybe something to do with the auto advance? Any ideas welcome....

Final little bits - I added the shiny new mirrors. I also got the new horn working. Another lesson in not jumping to conclusions - when the new one arrived I hooked it up and it beeped once, then wouldn't work again. So I started thinking it was the handlebar controls that were faulty again. Then I thought to just try tweaking the adjuster on the new horn and bingo she beeps like a good 'un!

Now all I need to do to be ready for the MOT is to get the right hand indicators working reliably - that does need the switchgear looking at, but I think I can get to that OK. I'm aiming to book the MOT for next Saturday, which will give me the bank holiday weekend to get some shakedown running in before the "long" (1 hour!) journey to Northwich the following week.

So Doris's long occupation of the shed is at an end and she can now take up her rightful place in the garage beside the VFR, who shall henceforth be known as Dorothy (don't ask!).

Video evidence of the Grand Start-Up!

Video of the grand start up!

A bit smoky from the oil used to rebuild the top end but that soon settled down.

:)

She lives!

2 evenings of great progress!

Last night I got all of the paintwork sorted - so the side panels had their chrome trims replaced and then went on, followed by the tank with badges, hinged cap, petrol tap etc. Looking gooooood!

I LOVE the metallic grey wheels and polished rims against that deep red paintwork - it looks exactly like I'd imagined it. I can't believe that I managed to resist seeing how it looked until tonight!

I struggled when trying to fit the fuel filter though. There is such a small space betweek the tap outlet and carb inlet. Eventually I got it fitted, but with some quite extreme bends in the pipe, and I had to twist the fuel tap out of it's normal position so that the pipe exited kind of sideways to give a little more room.

I also fitted the clutch cable. The pattern one is a couple of inches longer than the original and so doesn't sit quite as neatly, but it does work. So I thought I'd check the clutch is working - engaged 2nd gear, clutch in and try to spin back wheel - locked solid. Bum! Another problem to sort......

I ran out of time to go for the burn. In truth, I didn't like the thought of it not starting and having to end the night on a low!

So to tonight. I rolled her out of the shed for the first time in 2+ years; fuelled her up; switched fuel on; kicked over on the kick start a couple of times; thumbed the starter, and .....she fired up second press of the button! I couldn't believe it. Even settled into a reasonable, if a little lumpy, tickover.

Anyway, celebrations dying down; as she warmed up she was running progressively worse. Then I noticed the pool of petrol on the floor! The cheap plastic fuel filter had snapped at the pipe union - my fault I think, as I must have put it under too much stress. So the bike wasn't running rough - just running out of petrol! I cleaned up and took the filter out (gulp - risky) as I couldn't resist seeing what she was like when warmed up. The answer was "fine" - a bit lumpy - one cylinder is obviously working harder than the other - but that should be OK once I balance the carbs. The engine sounds like the mileage is correct at 10k.

About that sticky clutch now. With the engine warmed up, and on the centre stand (rear wheel off the ground), I stuck it in first - clutch in, wheel still spinning. Jammed on the rear brake - stall! Hmmm well at least I know the brake works, even if the clutch doesn't! I tried again, this time in second and success; the clutch freed up. So a quick ride round the garden was called for :)

The photos below were taken just after the first start, which is why it's all a bit smoky, while the oil from the rebuild is burnt off.

Couldn't be happier tonight!

For some reason I am feeling an urge to give her a name, now that she's pretty much complete. Strangely, Doris keeps coming to mind - don't ask me why because I don't know (other than it also begins with D.) I have never felt the need to name any of my other bikes ....... Must me the emotional attachment and investment that comes with the rebuild?

Light at the end of the tunnel - but boy am I a numpty!

Lots of progress this weekend, while Elaine was away on a girlie weekend in Scotland - I felt compelled to closet myself away in the shed so that the lads could concentrate on revision....

Most of the remaining work is engine related. First off, I cleaned up the old valves with the trusty Black & Decker and wire brush attachment, then lapped them in. That went surprisingly well. Refitting the valves was a bit of a problem, but mainly because of the pretty basic spring compressor that I bought. Done now though, and a nice clean combustion chamber to show for it. Non-geeks may leave now!

Cylinder block was then refitted, with the help of no 1 son, who held the block while I squeezed the rings. The Haynes manual suggested doing it this way without a ring compressor would result in nightmares, but it went surprisingly well! (The nightmares were saved for a short while later.)



Then the cylinder head went on sweetly - it's starting to look like an engine again. The vapour blasted parts look great against the newly painted cases.



Here is where it all went horribly wrong and I took leave of my senses. I could skip over this bit and no-one would be any the wiser, but I hope by sharing this I might save someone else making the same idiotic mistake that I made.

You see, I came to install the very long bolts that hold the cylinder and head down and there are 4 that sit in the centre of the head under the "spine" of the frame. The photo below shows the problem I faced - that there was insufficient clearance to get the bolts in, as the frame was in the way. The photo also shows the blindingly obvious way that Honda designed this problem out, but I missed it! I was tired; it was late and I decided to sleep on it.

My solution involved having to virtually remove the engine again to get enough clearance - see below.

Clever Mr Honda's solution, which I didn't see until I was bemoaning my fate to my son, was to thoughtfully provide 4 nice holes in the frame to drop the bolts through! I must concede here that I think Honda's solution is better than mine!

It has taught me a really good lesson though - I think I am normally pretty good at stepping back and thinking about the bigger picture, but this time I was so blinkered to finding a much more obvious solution. Shame on me......

Anyway, all's well that ends well and before long the tappets were set and the head cover installed.

So now the gorgeous new exhausts could finally be properly fitted. This time I thought a bit harder about it and it all went much smoother!

It was those short stumpy exhausts that first attracted me to the styling of this bike all those years ago when it was launched!

Finally, for today, the carburretors have been reinstalled. I'm not mad on the look of the jubilee clips holding the airbox connectors but the original hose clamps are shot. I think I'll bite the bullet and get some new Honda ones pretty soon (or next winter? :) )

You can see from this photo that I've also done a lot of the detail stuff as well - the engine side cases are on; kick start and gear lever refitted; head steady installed etc

Incidentally, the replacement left hand switch gear turned up and was in worse condition than mine, with a definite intermittent cable break somewhere in the loom - beware EBay descriptions by scrappers beginning "Good Condition"! It will be going back for a refund. 

On further investigation, my horn problem was not in the switchgear but is a faulty horn! I've ordered a new one from Wemoto. There's a pattern here of me overlooking the bleeding obvious!

Final bits to do this week before trying for a start are the clutch cable, fit out the tank and install a fuel filter and then all of the fluids etc. I'm really hoping it works, otherwise the Thundersprint Show is under threat.

24 days to go...

...till Northwich Thundersprint Bike Show

This was the deadline I set myself to motivate me to finish the restoration after 2 years of drifting.

So, just over 3 weeks to finish the reassembly, snag and MOT then get a few shakedown miles under the wheels before the show. I'm really hoping that the engine will run well, with the carbs having been rebuilt with all new parts. Any problems and I might be knackered!

Last polishing finished :)

I've been struggling with our internet connection ovr the last few days, so this is the first chance I've had to post the work over the weekend.

I finally got the motivation to do the last bit of polishing - the 2 engine side cases. I detest polishing! It took me the best part of 5 hours on Sunday and the results are presentable but not world class by any means! Either I'm not very good at it or it's just a godforsaken horrible job.....

Anyway, before:

... and after:

A 500% improvement, but there were a lot of little bits I couldn't get into, if you look closely. Good enough for me though. I've painted in the black detailing since then as well and will update the photos when I get a chance.

This week's work will concentrate on rebuilding the top end of the engine, but work has intervened so far with early mornings and late nights. Hoping to get some done tonight though.

Bl**ding brakes....

Progress has slowed down over the last couple of days as I've been catching up on life outside of the rebuild :)

There have been lots of little detail bits done though. The indicators are all installed now and looking good on their new or rechromed stems. I charged up the new battery and connected that up today. Indicators - check (but with an intermittent cutting out on the right); lighting - check (but with an intermittent cutting out on the headlight); horn - fail; lights on/off - check; starter solenoid - check; clock lighting and warning lights - check.

All the "fails" are routed through the left hand switchgear. I think that was the side that had been exposed to most of the weather while the bike was laid-up. I've opened it up and it's pretty corroded in there, so I think I'll bite the bullet and try to find a decent second hand one to replace it.

The front brake caliper and hose etc are all fitted up now - most of my pain this last couple of days has come from trying to bleed the bugger! First off, I tried the Haynes method (Tube from the nipple into a jar of fluid. Squeeze, release nipple, tighten, release lever. Repeat.) This has worked OK for me in the past but was a complete failure this time.

After a bit of internet research, I decided that "reverse bleeding" was definitely the way to go. (Apply pressure from the bottom end so you can drive the air out of the top.) While this looks fantastic in principle, I just couldn't get the fluid to flow back through the master cylinder. What I did do though was use this method to make sure that the brake line was full of fluid by pumping it upwards with a syringe, till it ran clear from the top end, then reconnecting to the master cylinder. Still, the bugger wouldn't generate any pressure.

I then decided to bleed down in sections. So I wrapped a cloth round the union between master cylinder and hose, pumped the brake, then gently cracked open the union to release any built up air there before quickly nipping it up again. I did that twice and BINGO the lever went firm. I'm assuming that there must have been an airlock at that point? Anyway, I just bled off a little remaining air from the caliper and it is now fine. Another half hour job that took half a day!

I couldn't resist adding some bling next, so the silencers are on, although they'll need to be taken off again to fit the collector box seals, which I'd forgotten to order. These are pattern silencers from David Silvers and I'm very pleased with the quality, but I had to trim about 5mm off the ends (where they go into the collector) to get them to fit. Minor issue though.

Heavily into blingy bits now, I realised that I still needed to move the catches etc across from the old seat onto my new pattern one. I thought I'd finished with the wire brush attachment and black spray paint, but out it came again! Seat's looking good, though the fittings for the grab strap are a bit cheap looking. I may refurbish the existing seat at some point.

Primary drive cover removed for paint stripping and polishing. I've also taken the chance to check the clutch spring free length (fine) and adjusted the balancer shaft.

Yesterday, I collected the upper engine parts from F&J Halliwells (01695 722004) http://www.scoot.co.uk/England/Lancashire/Skelmersdale/F-%26-J-Halliwell-EBO425.html . Mark has done a lovely job and I thoroughly recommend him. A true enthusiast as well - he has a beautifully restored RD350LC in his garage, which I lusted over!

I've given the head cover a coat of paint to match the crankases. Incidentally, CarPlan silver wheel paint is an excellent colour match. I'll report back on durability..... A quick reminder of what they looked like before:

And finally, I couldn't resist another quick "before and after" of the handlebar area:

We're getting perilously close to being ready to try for a start soon - I did a list of outstanding jobs in the workshop last night and reckon there are about 10 hours of work to do. :)