Fast Eddie
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Things change, things develop, things improve.
That new 21mm belt is stronger than any old 30mm belt... possibly any 40mm belt. It’s a none issue.
Maney 920 & TTI transplant
- Thread starter Fast Eddie
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Things change, things develop, things improve.
That new 21mm belt is stronger than any old 30mm belt... possibly any 40mm belt. It’s a none issue.
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How do you know?
Fast Eddie
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I know these things. It’s a gift.
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Deets55
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Nigel,
Beautiful piece of work. Like every other build I have seen from you, well thought out and executed. I wish I had your patience. Although I’m looking forward to the Dyno results I am equally interested in the real world road/track impressions. I’m sure they will be awesome. Good luck.
Pete
Beautiful piece of work. Like every other build I have seen from you, well thought out and executed. I wish I had your patience. Although I’m looking forward to the Dyno results I am equally interested in the real world road/track impressions. I’m sure they will be awesome. Good luck.
Pete
Fast Eddie
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Thanks Pete!
If y’all are interested, I’ll write up some riding impressions later on when things are bedded in.
Last edited:
Fast Eddie
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I am slowly putting some bedding in miles on the 920 now.
First impressions are good. Very good in fact.
It shakes a little at tickover and just above, but at anything more than that it is remarkably vibration free.
It picks up revs very quickly indeed and sounds very different to your usual Commando whilst doing so.
The clutch wasn’t completely freeing off, it would drag a little in traffic. I put this down to it all being so new as to need some bedding in, it has new Barnet friction and plain plates, new cNw clutch centre, and it’s all in the new Maney clutch basket.
But when I gave it a little squirt to 6k rpm the clutch slipped. Clearly a clutch that drags and slips ain’t right.
Upon inspection I could see the plain plates were binding in the basket. It wasn’t difficult to spot, they were a swine to get out! With them out, I tried sliding the old plates in and they were worse as they had slight raised ‘bruise’ marks from use.
I fettled the plain plates and bingo, lovely free clutch and no slipping.
When I took it out for a test ride it started FIRST KICK ... I nearly fell over with shock ! Nevertheless, starting is still a rather theatrical affair, and something of a cause of anxiety (will it or won’t it?).
Digital speedo wasn’t working despite me wiring it up and setting it up carefully. I hate those jobs on these units so was a little peeved and not looking forward to delving into it all again. Then I thought I’d try adjusting the gap twixt magnet and pick-up and bingo again, nice smooth speedo operation.
I tightened up the belt and the rear chain today, adjusted the rear-sets a tad, went over the fasteners and did a few other tweaks and adjustments here and there.
So, I think it’s pretty much set for Mallory Park next weekend.
I’m quite looking forward to that!
First impressions are good. Very good in fact.
It shakes a little at tickover and just above, but at anything more than that it is remarkably vibration free.
It picks up revs very quickly indeed and sounds very different to your usual Commando whilst doing so.
The clutch wasn’t completely freeing off, it would drag a little in traffic. I put this down to it all being so new as to need some bedding in, it has new Barnet friction and plain plates, new cNw clutch centre, and it’s all in the new Maney clutch basket.
But when I gave it a little squirt to 6k rpm the clutch slipped. Clearly a clutch that drags and slips ain’t right.
Upon inspection I could see the plain plates were binding in the basket. It wasn’t difficult to spot, they were a swine to get out! With them out, I tried sliding the old plates in and they were worse as they had slight raised ‘bruise’ marks from use.
I fettled the plain plates and bingo, lovely free clutch and no slipping.
When I took it out for a test ride it started FIRST KICK ... I nearly fell over with shock ! Nevertheless, starting is still a rather theatrical affair, and something of a cause of anxiety (will it or won’t it?).
Digital speedo wasn’t working despite me wiring it up and setting it up carefully. I hate those jobs on these units so was a little peeved and not looking forward to delving into it all again. Then I thought I’d try adjusting the gap twixt magnet and pick-up and bingo again, nice smooth speedo operation.
I tightened up the belt and the rear chain today, adjusted the rear-sets a tad, went over the fasteners and did a few other tweaks and adjustments here and there.
So, I think it’s pretty much set for Mallory Park next weekend.
I’m quite looking forward to that!
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Well done. Looks like you're having a good time!
Sounds just like my new motor, albeit your motor is a bit... bigger.
Sounds just like my new motor, albeit your motor is a bit... bigger.
Fast Eddie
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Ok chaps, the bike performed flawlessly at Mallory this weekend.
It definitely feels quick! But I’ve changed so much it’s difficult to ‘calibrate’ properly.
The linkage gear shift set up is brilliant, I’ve now shelved all plans to change the selector drum and fit a reverse lever.
Most surprising of all, it started second kick every time all weekend... even when there was a crowd watching... which was just about every time I went to start it...!
Handling seems much improved, but I do need to dial the Maxton’s in I think.
All in all, I’m pretty pleased.
It definitely feels quick! But I’ve changed so much it’s difficult to ‘calibrate’ properly.
The linkage gear shift set up is brilliant, I’ve now shelved all plans to change the selector drum and fit a reverse lever.
Most surprising of all, it started second kick every time all weekend... even when there was a crowd watching... which was just about every time I went to start it...!
Handling seems much improved, but I do need to dial the Maxton’s in I think.
All in all, I’m pretty pleased.
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Awesome progress mate
Fast Eddie
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I’ve had a few people message me asking for more info, prompting me to think I’d been too brief with my feedback.
So, for the anoraks, you asked for it...
I've changed such a lot, it’s a very different bike now, in many ways it doesn’t feel much like a Commando anymore. I guess I was expecting a 920 to feel big and lumpy ‘potato, potato’ kinda thing. But it’s absolutely the opposite, it feels super crisp, lithe and lively, it’s revy and it feels very happy at revs too.
It’s low end pull is still very strong, it’s just overshadowed by how good it is higher up the rev range. Although it shakes around a bit at tick-over I didn’t notice vibration other than that.
First off, we have new footrests, clip ons and taller ride height. Small things perhaps, but they make for a different riding position. The clip ons are narrower and the ride height difference is noticeable, it made it feel smaller and a lot more ‘racer like’.
Then we’ve got the weight savings on lasts years bike, 16-17 lbs or thereabouts. This was also (to my surprise) quite noticeable. I think the firmer Maxton suspension also creates a feeling of lightness as my brain equates less sag and wallow to lighter weight!
The combined effect of the riding position, suspension and weight savings made it feel like a small capacity race bike!
But, strangely, the power delivery kinda does too...
The 5 speed TTI box, which has closer ratios, is fabulous, not a fluffed change or false neutral or missed gear, or hard to find neutral all weekend, that’s much more than can be said for the stock box and that’s even though it was my first time out with the box and brand new linkage set up etc. The close ratios definitely make themselves felt. There is a strong synergy effect here with the lighter crank and livelier engine. Again, it feels like a smaller capacity race bike in the way it builds revs and snicks through the gears. I never thought I’d think this, but the bike could even use a 6 speed box!
But I repeat; it’s low end pull is still VERY strong. It would eat a stock Commando off the line. It’s just that this motor gets exponentially better as the revs rise, so bottom end performance is overshadowed by how good it is higher up the rev range.
Of course, twin peashooters are a trademark look and sound of the Commando, and both are absent on mine now. The 2:1 Mike Brooking Maney replica pipe delivers a very different sound. At tickover it’s a tad harsh and makes you wonder what the heck it’s going to sound like, but at revs it sounds SO sweet. It just sounds ‘right’. It is fairly obvious (even to a layman like me) that this is the sound of a well designed set-up. Steve certainly new what he was doing with this pipe / cam combo and Mike has done it justice.
I hope the trackside photographer got some good mid corner shots as that’s really useful in understanding how the suspension is working. Such shots of the bike last year, with the rear end fully bottomed out, were part of the reason for the extensive Maxtonisation of the forks and shocks, so I’m keen to see this years shots. I think I still have the suspension a little too stiff and would imagine there is still some gains to be made in fine tuning here.
I also fitted an Ohlins steering damper. The bike has never gotten into a tank slapper, but to me, it has occasionally felt like it might (probably due to a 50 somethings heightened fear of crashing vs the immortality of youth). I started out with this on a middle setting but gradually backed it off during the weekend. It’s actual effect is now probably more psychological than physical!
Some may recall I had to fettle the clutch plates as they were binding / catching. With this done the clutch performed perfectly, no slip or grab and the lever action with the Triumph type lifter in the TTI box, Commando clutch and dog leg lever is SO light and precise.
So, to the heart of the matter, the engine... first off, although starting is still a very theatrical and tense affair (especially with a large audience) it actually started very reliably.
One very experienced friend said “I’ve had several Vincent’s, it’s all in the technique you know, let me have a go” so I did. He got it on compression and proceeded to seemingly kick against a solid object “you’re pulling my leg” he shouts, “is it in gear”. I wasn’t pulling his leg and it wasn’t in gear. But I’m learning the required technique of easing over compression etc. It takes a while to do that with the total seal rings, but it all adds to the theatrical starting drill! And when it’s followed correctly it usually starts.
As posted before, this engine picks up revs so quickly. Remember, when it’s in gear, quick pick up in engine revs translates directly into quick pick up of rear wheel revs, ie acceleration! But As I said above, I’m not saying that it’s some kind of peaky monster that the torquey old 850 would leave at the lights. This motor would pull away from the stock one as soon as they were off of tickover. It’s just that the higher the revs, the greater the difference. And it gets into those higher revs SO quickly and feels SO good!
I believe the combination of the lighter crank and the JS piston / rod combo combines to enhance this effect.
The motor was still new, so I didn’t want to go crazy with revs and tried not to go above 6,000. Actually, this felt very good, power climbs strongly and dramatically up to 6,000 but it then felt like it was tapering off a little and probably wouldn’t yield all that much in terms of enhanced acceleration by going higher. But with the 5 speed box, changing up at 6,000 put it smack bang in the middle of that strong / dramatic power climb and before I could blink, it was time to change at 6,000 again.
It’s not been on the dyno yet, so things may change, but as it feels currently, I’m thinking that changing up 6,000 is what I’ll stick with as it’s very strong in that range and the engine feels just about as unstressed as I could imagine it being.
All in all I’m am seriously impressed and rather chuffed.
So, for the anoraks, you asked for it...
I've changed such a lot, it’s a very different bike now, in many ways it doesn’t feel much like a Commando anymore. I guess I was expecting a 920 to feel big and lumpy ‘potato, potato’ kinda thing. But it’s absolutely the opposite, it feels super crisp, lithe and lively, it’s revy and it feels very happy at revs too.
It’s low end pull is still very strong, it’s just overshadowed by how good it is higher up the rev range. Although it shakes around a bit at tick-over I didn’t notice vibration other than that.
First off, we have new footrests, clip ons and taller ride height. Small things perhaps, but they make for a different riding position. The clip ons are narrower and the ride height difference is noticeable, it made it feel smaller and a lot more ‘racer like’.
Then we’ve got the weight savings on lasts years bike, 16-17 lbs or thereabouts. This was also (to my surprise) quite noticeable. I think the firmer Maxton suspension also creates a feeling of lightness as my brain equates less sag and wallow to lighter weight!
The combined effect of the riding position, suspension and weight savings made it feel like a small capacity race bike!
But, strangely, the power delivery kinda does too...
The 5 speed TTI box, which has closer ratios, is fabulous, not a fluffed change or false neutral or missed gear, or hard to find neutral all weekend, that’s much more than can be said for the stock box and that’s even though it was my first time out with the box and brand new linkage set up etc. The close ratios definitely make themselves felt. There is a strong synergy effect here with the lighter crank and livelier engine. Again, it feels like a smaller capacity race bike in the way it builds revs and snicks through the gears. I never thought I’d think this, but the bike could even use a 6 speed box!
But I repeat; it’s low end pull is still VERY strong. It would eat a stock Commando off the line. It’s just that this motor gets exponentially better as the revs rise, so bottom end performance is overshadowed by how good it is higher up the rev range.
Of course, twin peashooters are a trademark look and sound of the Commando, and both are absent on mine now. The 2:1 Mike Brooking Maney replica pipe delivers a very different sound. At tickover it’s a tad harsh and makes you wonder what the heck it’s going to sound like, but at revs it sounds SO sweet. It just sounds ‘right’. It is fairly obvious (even to a layman like me) that this is the sound of a well designed set-up. Steve certainly new what he was doing with this pipe / cam combo and Mike has done it justice.
I hope the trackside photographer got some good mid corner shots as that’s really useful in understanding how the suspension is working. Such shots of the bike last year, with the rear end fully bottomed out, were part of the reason for the extensive Maxtonisation of the forks and shocks, so I’m keen to see this years shots. I think I still have the suspension a little too stiff and would imagine there is still some gains to be made in fine tuning here.
I also fitted an Ohlins steering damper. The bike has never gotten into a tank slapper, but to me, it has occasionally felt like it might (probably due to a 50 somethings heightened fear of crashing vs the immortality of youth). I started out with this on a middle setting but gradually backed it off during the weekend. It’s actual effect is now probably more psychological than physical!
Some may recall I had to fettle the clutch plates as they were binding / catching. With this done the clutch performed perfectly, no slip or grab and the lever action with the Triumph type lifter in the TTI box, Commando clutch and dog leg lever is SO light and precise.
So, to the heart of the matter, the engine... first off, although starting is still a very theatrical and tense affair (especially with a large audience) it actually started very reliably.
One very experienced friend said “I’ve had several Vincent’s, it’s all in the technique you know, let me have a go” so I did. He got it on compression and proceeded to seemingly kick against a solid object “you’re pulling my leg” he shouts, “is it in gear”. I wasn’t pulling his leg and it wasn’t in gear. But I’m learning the required technique of easing over compression etc. It takes a while to do that with the total seal rings, but it all adds to the theatrical starting drill! And when it’s followed correctly it usually starts.
As posted before, this engine picks up revs so quickly. Remember, when it’s in gear, quick pick up in engine revs translates directly into quick pick up of rear wheel revs, ie acceleration! But As I said above, I’m not saying that it’s some kind of peaky monster that the torquey old 850 would leave at the lights. This motor would pull away from the stock one as soon as they were off of tickover. It’s just that the higher the revs, the greater the difference. And it gets into those higher revs SO quickly and feels SO good!
I believe the combination of the lighter crank and the JS piston / rod combo combines to enhance this effect.
The motor was still new, so I didn’t want to go crazy with revs and tried not to go above 6,000. Actually, this felt very good, power climbs strongly and dramatically up to 6,000 but it then felt like it was tapering off a little and probably wouldn’t yield all that much in terms of enhanced acceleration by going higher. But with the 5 speed box, changing up at 6,000 put it smack bang in the middle of that strong / dramatic power climb and before I could blink, it was time to change at 6,000 again.
It’s not been on the dyno yet, so things may change, but as it feels currently, I’m thinking that changing up 6,000 is what I’ll stick with as it’s very strong in that range and the engine feels just about as unstressed as I could imagine it being.
All in all I’m am seriously impressed and rather chuffed.
Last edited:
storm42
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Hmm, when I asked about how hard it was to start, Nigel just said have a go!! OK so I bring it up to compression, re-adjust my stance and jump on it, I swear it didn't move at all, it felt like it was locked up. It turned over on the second jump though and went through the next compression stroke so would have probably started if it was turned on. So hard but not impossible.
The bike is stunning though and sounds brilliant on the track, some things are just right.
The bike is stunning though and sounds brilliant on the track, some things are just right.
Fast Eddie
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Great to finally get to try it out...
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Looks superb!
As you're in Japan for Beezumph and I'm going how about you...
nah, never mind, I already know what the answer will be.
Fast Eddie
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Here’s a teaser for y’all...
Yet again, my choice of mix n match, none standard parts (Maney cases, TTI box, etc) are making this a less than straight forward installation.
Yet again, my choice of mix n match, none standard parts (Maney cases, TTI box, etc) are making this a less than straight forward installation.
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The challenge is half the fun... or so they say. You really need a lift, man. They make a challenge much easier to overcome.
Fast Eddie
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I’ve got a lift! But since moving to my new workshop space is a challenge, my lift is therefore on long term loan to a mate...
