Hunter CNC

03/07/2022

03/07/2022

A couple of photos showing the finished shaft with the parts fitted
And it dismantled the sprocket is from a Honda VFR 750 I pick it because it has nice wide splines
The sprocket nut shaft threads and spline are a lot longer than needed so I can move the sprocket
To line up with the rear sprocket
The Hypoid gear is from a Yamaha XZ 550 this is driven by the output shaft from the BMW K100 gearbox

23/12/2021

A video of the bike running the sound is not very good

23/12/2021

Hi everybody
It's been over a year since my last post have done a lot of work on the GUZZI DUCATI BMW
All the bikes the parts are from
Front-wheel Honda VFR 750
Forks BMW K75
Front brakes BMW K1100?
Frame BMW K100
Seat subframe Ducati 916
Tank Ducati ST2 the underside has been modified to fit the frame
Seat unit Ducati 916
Engine crankcase and crank Guzzi V1000
Barrels pistons heads Ducati ST3
Cam gear drive homemade
Gearbox BMW K100
90-degree gearbox gears Yamaha XZ550
The starter motor was K100 but not up to the job so changed it for a cut-down Guzzi starter
Radiator Triumph something?
Water pump Bosch Electric
Alternator Yamaha XJ 600
Carburettor Harley Davidson SS Shorty
Ignition was BMW K100 but was not advancing properly so changed it for Honda Transalp 600
Exhaust silencers Ducati 1198? de catted they made the silencer overheat
Swingarm Honda VFR 400 NC30 cut down was too long
Rear-wheel was VFR 400 NC30 but now changed for a Honda VFR 750 had to modify the hub
Theirs a few other bikes in there somewhere

26/10/2020

Hi everybody
Sorry for the wait had the engine running please see the video of the first startup with no water in it so only a short run before it overheats using a Harley carb for test runs The K100 starter is no up to the job so changed it for a modified Guzzi unit
ignition unit is off a k100 with pickups on the crank set at 90 degrees apart static timing set to 6 BTDC ran it several times this time with water cooling but didn’t take any video’s
Been working on the frame and front and rear engine mounts swing arm and 90-degree gearbox The swingarm is a cut-down Honda VFR 400 NC30 bored a new pivot point on my Wilson lathe
For a 51mm aluminium tube to take the bearings 2 on the chain side and one on the other side The tube will be TIG welded to the arm shock is off a Ducati scrambler
For a 51mm aluminum tube to take the bearings 2 on the chain side and one on the other side The tube will be TIG welded to the arm shock is off a Ducati scrambler

26/10/2020

FIRST START UP

04/08/2020

Some more photos of the Guzzi/Ducati engine final assembly, made 2 copper head gaskets installed the crank rods barrels and heads all torqued up.
Have extended the sump by 50mm machined fins on the inside and outside to help the cooling as trying to get away with a small radiator but will have to see!!!
External oil filter housing from a Yamaha XS250 will help the cooling as well, attached the engine to gearbox adaptor,
installed the clutch assembly made from a BMW K100 clutch with a Moto Guzzi ring gear. Made some oil feed pipework for the heads from copper brake line,
machined 4 brass banjos and soldered them together

22/05/2020

Some photo to go with the crank balancing video

22/05/2020

An update on my build, I just balanced the crank for the Ducati ST3 pistons with wrist pin, clips and rings they weigh 433 grams they are quite a bit lighter than the 88mm Guzzi pistons at 544 grams, a total of 222 grams difference for both pistons. The wrist pin for the Ducati pistons is 20mm where the Guzzi is 22mm so I had to make new little end bearings for the Guzzi rods from 25mm bronze bar with a 20mm hole. The big end bolts were changed from the M9 original to M10 X 1mm pitch 12.9 cap bolts the rods were tapped with an M10 X 1 tap and the caps bored out to 10mm
The crank was set up in a wheel balancing jig. I made some 8mm adapters for the end of the crank. Centering them with a dial gauge off the main bearing surface. The jig needs to be as level as possible.
The rods were weighed with bolts/shells and little end bearings, rod 1 = 615g, rod 2 = 613g. Then I had to get the split weight, little end/ big end ( LE 1.- 171g , BE 1.- 442g), ( LE2.-171g, BE2.- 440g). The big end 1. needs 2 grams removed a couple of minutes with the die grinder Both big ends weigh 440g. To static balance the crank you need to add the weight of all the rotating mass (both big ends with shells and bolts) and 50% of the reciprocating mass (Little end /piston /rings/ wrist pin and clips) big end 440g X 2 = 880g, one piston with rings pin and clips =433g + one little end 171g = 604g + 880g for 2 big ends = 1484g. One more thing needs to be added, The oil in the big end sludge trap = about 25g, total weight to add 1.509 kg. A piece of steel round I had which weigh around 1.4 kg. I bored it through on the lathe to just over the big end size to allow for some tape on the big end journal to protect It, then I cut in half on the band saw and drilled for 2 fixing bolts, then added 2 bits of lead to make it 1.509 kg. It`s important that the added mass is centered as close as possible around the big end . The crank was then mounted in the jig I drilled more holes in the crank counterweights until when the crank was lightly spun in the jig it stops randomly Then the crank should be perfectly balanced, just to check I mounted it in my lathe and spun it up to 1700 /1800 RPM (as fast as my lathe will go) without hardly any vibration just got to balance the clutch assembly next! Tim