Found This
Here : ( story Time :wink: )
http://southsiders-mc.blogspot.com.au/2 ... alive.html
" Damn... big valves inside, this head is a also a Production racer... good surprise ! "
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Ran 1 5/8 in. in my 750 , RH5 head , I think . ( & the 55 Triumph 500 , JoMoCo Valves were 1 5/8 for these . 500 c.c. . The 650 Ran 1 9/16 750 valves )
the secret is intelligent port work. My feory is the induction pulse is paramount for performance . The head had standard chambers , cleaned up ports
where the radius after the guides flares to the cut on the valve seat . The guides tapered in the ports . Up stream the ports were tapered as a Mk III was said to be ,
:? the 30.5 tapered to 32 at the manifold face . Id made coustom smoothly curved port matched manifolds to the 32 mm Mk II Amals , which are equivilant in flow
to a 34 Concentric , but give refined operation .
so they tell me . Or the tripe scribled in the day did .
With A STANDARD Cam , with a BSA Auto Advance - 15 Deg. giveing 30 Deg. retard to 1 btdc at idle , stronger springs holding that to 1100 fully advanced at 2500 .
You could let in the clutch at 800 , but wanted fully engaged at 1100 . as it ran 23 T Sprocket , unless lunacy ( or wheelspin ) prevailed even a 2500 launch would
pull the rpms down thereabouts ( maybe 1500 with a bit of slip ) HOWEVER , beside a excess 1100 in a hurry with a 4-1 Ex. likely engaged at 2000 .
Which was sufficent to hold position aft a wheel or fore a few , till 80 mph . Where red lights then traffic obstructions intervened both pilots integredy .
Power to weight this makes sense , the Xses 5000 Lbs & 800 Hp Vs the Nortons 400 & 60 .
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Nevertheless , the previous SS Camshaft went like snot in comparison , that ign. giving ' Two stage ' effect , 3500 being the poimt where you no longer
put the throttle untinkingly on the stop . One Morning with the brain at half mast , on the gravel forcourt , g;oves etc maladjusted , the clutch take up shifted the machine foward
( Ive always got a foot on the Right Footrest ) . Thefore Id twisted left , the throttle rolling on as I dragged the left foot disengageing the clutch. thankfully .
As everyones noticed , the higher the RPMs the further out the engagement is .
The sequence was the rpms went up so the clutch didnt engage till the rpms were up , which shifted
the thing forward , as I was adjusting the gloves , dragging a boot , wondering about breakfast , as I grabbed the front brake & skidded that , as i attempted to not fall over to the left as I disenguaged the cluch
again as It wheelspun as it shifted foward with my left foot still down hard , as the revs came up again as the clutch went out again at Higher rpms . Takeing stock at this point I let go of the throttle and got the clutch in , grabbed neutral , and got foot down level to start the job again with the mind on the Job.
The alternate sequence was the machine dissapearing into the yard opposite at 4000 me partly attached , likely twisted round on my back observeing the morning sky prone, whick isnt the best seating position, on your back . Notice I manadged to observe the rev counter throughout .Thankfully the engement was further out again at 3/4000 , as the left hand went to the same position . The Instant Shock of this was enough to make the well practised training 8) :lol: take hold. or was it self preservation .Observeing transiting vehicals simultaeneously . Pretty much like a Horse starting to Bolt . You wake up pretty smartly .
Thereafter I exhibited a degree of caution approaching the machine , staying clear till fully dressed & comfortable , carrying out a visuall inspection , and nodding aquaintance to it , somewhat on the lines of a pre flight 7 take off checks , for a Mk IX Spitfire .
All trims in correct position , controls operateing , and take off field clear of obstructions . Also attention being paid to the direction you intend to travel, as clutch out with that gearings a minimum of 15 mph , warm .
RIGHt . the Valve Springs were the W&S set up , set up as per the instructions . These are the Production Racer set up , W&S by JoMoCo . ( Those people again , developed for Triumph , back in the day of the 55 T100R , along with the 1 5/8 inlet valves ) So , theyre NOT oversize for a 750 , let alone a 828 . In fact theyre About RIGHT .If its going to haul ass & disgrace oriental misscreants .
The SS Combat Cam with this set up running interstate headers ( theyre longer ) & a inadvertant .016 clearance ( the Trple S clearance , and overlap at 3 Deg. btdc , occasionally had a stutter at 3200 .
pulled from 3500 as hard or harder than a standard 750 , rather harder from 4000 , and from 5000 was searing when WFO , on the street rideing minimum rpms , you only got it on the stop upright .
But at say 5000 in 2nd at 60 mph the throttle modulation was excelent if you were foolhardy enough to do the 45 mph sweeper thataways in a nicepower on drift with the pipes kissing the deck . With the 2 way damped gas girlings they scrape the chrome along the full length .
The 2-1 Ex worked well with the STANDARD cam , power ( full thrttle ) from stanstill to past 7.000 . You need to anticipte as theres 200 rpm + in the reaction time .This exhaust didnt suit the 2S cam .
But the XS11 wouldntve got near it , as long as id not flipped it in the first right angle take off from the kerb .
SO , if you always ride in the rain , and give right of way to Hondas , tweeking the thing so it goes properly may well be not to youre likeing , as it wont slow it down. In fact , it may pretty much require your Undevided Attention , in town . Or you may find youreself in unanticipated situations twice as quickly and twice as often . So it pays to check the way ahead is clear .
Mindboggling haveing the whole right hand lane of the motorway pull clear for a mile ahead as you accelerate on on the morning commute . Put it down to God being on his throne , that day .
The ways of God and the ways of Men , are two differant things . These modifications enable you to distance yourself from inferior beings ! .
:lol: :wink:
. bugger . i missed . 
