Commando Crankshaft Porn

The olde ' in the correct gear ' on Gravle or in the rain , gets the olde RESPONCE somewhat more instantaeneous . Brain Cell to Tyre .
Were A high gear and a wooley conection makes for a more apparent pasenger of the pilot .

As bad as backing off when sideways , setting up for bend , then changeing Up going into it .Unless a opening bend .

Two feet on the Auto on the dirt roads ? the old overdrive / coast effect , bears comparison . Automotively .

Guys...You know......sometimes when you two get to writing, I get lost trying to read and follow.....but I wouldn't want it any other way, keeps me smiling and in good spirits. Cj

Very insightful Matt and something I learned THE Hard Way hitting THE Gravie. I've got THE Graveling down, either creep along or go balls out tire skiing power and skip outs. I'm not that practiced on the wet but had two events that I save by hi power spins ups, one by storm gust lift and drop, another turning into drive way off hwy that just letting up throttle in 1st made rear start to slide out, I'd forgotten which gear i was in, so had time to see in 1st so I could nail it for spin and did which got bike back inline then on both brakes and made the turn between drainage ditches. I I had not been able to spin back inline then would of just not turned in but rolled past to turn around. But past Peel had accidental power combo rather dangerously hotter than my factory Combat so think plain ole power was Peels digital tire traction reaction more than flywheel mass. We've seen the racer reports here that generally said heavy cranks were faster for them, which confuses me, but I don't ride Peel like other bikes once past normal 2 tires in traction handling. I have rev up contests now and then with various sports bikes and Peel beat em routinely spotting them 4000 rpm to her 2000 rpm off idle start points, VarooOOM vs bLATT!

When ya get loose enough on hi speed power then butt in seat steering comes into play, I can sense my 2 prior Cdo's as having a slight bias to fall L faster than to R. Don't know why, if heavier on LH or crank's gyro effect of both or none of the above just peoples heart mass more on the L. I'm left handed so maybe that's it, but by golly the turns here need as sharp of reactions on either side. Ya can't lean much on L if center stand in the way.

Been trying to figure the Gyroscopic Procession of the Crank / Flywheel .

A noted sod says " The force generated is at 90 degrees ( he means rotationally ) AFTER the displacement ( change in direction ) rotationally .
So his propellor , when he turns the plane hard down , pushes back left , pushes fwd right .So the wires go loose and he has to panic ( :lol: )

opposite on UP , nose goes OUT , prop clockwise from cockpit .

His word ( bar the last bit. co-incedently , Just Read Desciption . obviously the prop goes round on the front .Where our cranks go round on the side,

as in the direction of rotation is at 90 degrees in comparison to direction travled . Fiqured out centuries ago , to ' line chop ' a Ducati , the big old ones
the BLIp priciple aka Rally car blip & flick , should do it . These Duc's have the CRANK running backward to Ours . The Rotation is Opposite to Wheels .

Im sure he realised that ( Taglioni ) .

SO , does pommy twin lift nose left , dip nose right ?? :x

Matt, can you please post a pic of the Squariel crank set-up, I recall that E. Turner got the idea for his Speed Twin from watching a Squariel run with a single crank on test, thus it might be of interest to see it in this thread.
Also, was the Val Page Triumph parallel twin a 360 degree job?

Propeller torque ain't so much their mass spin as its reactive thrust of blades biting their fluid media to twist whole plane on prop axis. This also changes R and L wing lift, so don't apply to motorcycle gryo's. I'm confused on m/c gryo's. My P!! and Ms Peel learnt me that cranks don't bother attitude in straight ahead flight, only blips to lift nose or brake to drop nose by tapping wheel inertria but that ain't gyro effects. Gyro's resist change and many have remarked about Drouin impeller hindering the natural lean ease of Commandos. Experiments done with counter spine wheel gryo's didn't affect counter steering dynamics. I definitely sense more security on THE Grit if I'm in lower gear than same speed in higher gear. I sensed it as better traction harmonics even if just holding steady rate. Yet reverse sense safety factor too, as if too high a gear bike hooks up into wrong direction faster instead of just changing thrust aim to steer better the right way. Now I got ballpark size of counter rotating alternator pulley I'm no longer looking at light friction wheels but heavier steel caster wheels to cancel and then some the impeller's over 50, 000 rpm gryo effects. I've got Peel wheels off so will have to hold em spun up and mimic the front and lean action for their reaction to sink in on ride effects.

Would be educational to figure out the energy or momentum of a range of flywheel mass and diameter is prior full frontal views.

Matt, have you got a pic of the dreaded Norton Cosworth crank you could kindly post, please?
It was a 360 degree 2 main bearing job too, from memory?

NORTON P86 .

Need the X Ray specs here . will look further .

"In the January 1980 edition of the American magazine Cycle, Kevin Cameron wrote a very accurate technical analysis of the Challenge project "

http://classicbike.biz/Norton/Mags/1970 ... Norton.pdf

SO , HERE WE HAVE THEM . . click to download . Crank was alledgedly 10 lb . :?

This is the one with neumerous internal photographs & scatheing remarks .
Typical of the era . Half the road tests refer to ' obsolete ' dated ' and superceeded twin cyl motorcles .And Single Cyl . You have to have FOUR to be ' modern ' , then .

Quantel was a director at cosworths later . i presume the re did the mathmatical calculations and revised the infernal components . :lol:

Cosworth JAA 1974 750cc 65 Bhp. Norton-Villiers parallel twin Motorcycle Engine, DFV-like head layout, patron hit trouble and only 30 built




The Dungeons off the Tower of london , for the swine with the box of matches , M Lord ? .



Some good pictures here , but no infernal internals .





http://www.google.com.au/imgres?imgurl= ... sch&itbs=1

:? 8)









Early are o.h.c. 500 & 6000 , crank below

NOW , heres a ROVER ' K ' series 1800 c.c. crankshaft , with a 89.4 mm stroke , made from fancy materials standard , unless im mistook .





Obviously , a bit of hacksaw work would be involved. If dimensions are compatable . 2 piece flywheel over centre main ? . 180 or 360 chop .

BORE CENTERS are 88 m.m. :?

Whole Contraption . could be halved . if a bit awkward . Diatribe on service useability . Theres a K Rover site , with all the drivle for 500 h.p. maniacal types , so youd get halfishish



http://www.google.com.au/imgres?imgurl= ... sch&itbs=1

Definately a CRANK in there somewhere , Id say .



dunno what this download is . http://membres.multimania.fr/rebel6/norton4.html

dont blame me if smoke starts coming out of the back of youre computor .

Car mill designers usually screw up bike mills, that Norton Cosworth weighed 190lbs!
Aprilia tried the same trick with its Moto GP 990 Cube triple, being likewise a chip off the F1 car block, made good top end power - but other-wise fairly unrideable.
Thanks for the Squariel pics, Matt, so 180 degree cranks...
The Fath URS inline 4 also ran twin cranks but with 90 degree crank pin configuration.

Well if matt can post ariel pics I may as well throw this into the mix! Here,s something from the archives

When I 1st had Peel's cheeks mated to steel flywheel and balanced by Zint at Lindskog's we checked with every hi end fastener vendor world wide being unable to find any that had close enough shaft length vs threaded ends. Prior photo's show some with ARP sold fasteners so ask how they were made to fit.

From Bike Mag` Jan `81, P.64;
Bert Hopwood on Commando crank issues;
"When we were having a problem with broken crankshafts we couldn`t call in our chief metallurgist because we didn`t have one. There was practically no design department there. At first I used to have to do a lot of the drawings myself, yet I was a director who was supposed to take an interest in all departments."

sorry for a newbie questionn
i want to change the bolts on my norton cranks
to something like you guys posted here

where to order it and what is the size of the bolts for mk3 norton

Sir Eddy's 500 twin 90' crank aimed at Salt Lake @ 11,000 rpm.
Note the fastener mystery.

hobot said:

Sir Eddy's 500 twin 90' crank aimed at Salt Lake @ 11,000 rpm.
Note the fastener mystery.

Click to expand...

Custom made hex key.....

I shamelessly need my ignorance filled in Steve, what is a hex key"?
I emailed Eddy last pm on his fasteners but ain't seen a response yet.

Hex = Allen key ?