A man after my own heart Land Rover and old Triumph 500, in my case an Range Rover classic and a T100s, the electronic ignition will transform the bike no end, looking forward to more video's.
Hello Brian Do enjoy your videos. I'm doing my 1st restoration on a 1972 T100R and try to work your videos into my project. The bike came with a number of missing bits and bobs, so hopefully you could answer my questions. Regarding the points etc,, Mine didn't have the securing bolt for the AI unit and my parts book doesn't identify that bolt. Would you have a part number for that bolt? I'm also wondering how you get the contact breaker plate assembly in with the wires entering in the bottom right quadrant. Seems awful tight. Thanks, Bill
Hi Bill, the part number for the pillar bolts that secure the points plate to the timing case and are drilled and tapped for the points cover plate is: 70-7680. It’s very tight, but the 2 wires should come through, l used a 2 core flex (.7mm sq) as the outer insulation on the original wires had gone hard and brittle. I am in Australia until the end of May, but one of the first videos l do will be removing the points and fitting electronic ignition, also making a new wiring harness due to poor insulation due to age. Good luck with T100R project. Regards Brian
Thanks for the reply and have a great time in Australia. Always wanted to go, but haven't made it yet. I was not referring to the pillar bolts but the single centre bolt that you used ( approximately 1/4 or 5/16 inch ) when you locked down the points cover plate. Then after you said you had to take off the washers before securing the centre bolt again. Does that make sense? Bill @@TheCADengineer
Yes the headers with the balance pipe between them are standard from 1966 with the low level exhaust systems. It was part of the performance upgrade of the T100’s by Doug Hale. By connecting the exhaust pipes together reduced the exhaust back pressure as you were using both pipes and silencers per one exhaust cycle, it also reduced the exhaust sound giving a deeper tone which was more compliant for the US market. The cam profiles and lift heights were altered and the heads were given a better gas flow on the inlet side for the twin concentric carbs (originally monoblocs) The compression ratio was also raised with a larger domes on the piston crowns. The design upgrades gave the T100 a big win at the 1966 Daytona raceway circuit with an average speed over 96mph. The upgrades were the added to the production bikes and the Daytona was borne. The best years for a T100 are 66 to 73. The Daytona may not have the top end speed of the Bonnie but is a nicer bike to ride being very light and agile. Some of Doug Hale’s performance upgrades were also passed to the Bonneville like the balance pipe at the headers. Regards Brian
@@TheCADengineer very cool...one more question, if you will, what do you think of the squish band heads? I don't know if it was camera angle but those header looked a bit like the pipes on the Vincent's with the swooping shape..which I prefer to the more angular type.
Definitely hi dome topped pistons and angled valves to keep the squish band clearance as tight as possible between the piston crown and matching shape of the cylinder head, the valve angles were too acute in the prototype engine and with the high lift cams the inlet and exhaust valves touched at high rpm’s on valve overlap so the angle was reduced by to give clearance. There is a good book written by a motorcycle journalist about the developments Doug Hele made at the Triumph factory during his time there. The book is called Triumph Experimental, the other interesting read is The Road Racing History of the Triumph 500 Unit Twin. I don’t own the second book but borrowed it to read many years ago and don’t know if it’s still in publication. Regards Brian
Nicely done on the static timing 👍Look forward to the progress on your next vlog.
A man after my own heart Land Rover and old Triumph 500, in my case an Range Rover classic and a T100s, the electronic ignition will transform the bike no end, looking forward to more video's.
Well done. Nice video and look forward to seeing your progress
Hello Brian Do enjoy your videos. I'm doing my 1st restoration on a 1972 T100R and try to work your videos into my project. The bike came with a number of missing bits and bobs, so hopefully you could answer my questions. Regarding the points etc,, Mine didn't have the securing bolt for the AI unit and my parts book doesn't identify that bolt. Would you have a part number for that bolt? I'm also wondering how you get the contact breaker plate assembly in with the wires entering in the bottom right quadrant. Seems awful tight. Thanks, Bill
Hi Bill, the part number for the pillar bolts that secure the points plate to the timing case and are drilled and tapped for the points cover plate is: 70-7680. It’s very tight, but the 2 wires should come through, l used a 2 core flex (.7mm sq) as the outer insulation on the original wires had gone hard and brittle. I am in Australia until the end of May, but one of the first videos l do will be removing the points and fitting electronic ignition, also making a new wiring harness due to poor insulation due to age. Good luck with T100R project. Regards Brian
Thanks for the reply and have a great time in Australia. Always wanted to go, but haven't made it yet. I was not referring to the pillar bolts but the single centre bolt that you used ( approximately 1/4 or 5/16 inch ) when you locked down the points cover plate. Then after you said you had to take off the washers before securing the centre bolt again. Does that make sense? Bill @@TheCADengineer
Hi Bill, got it! The securing bolt for the advanced unit into the camshaft is part number 14-0208 which is a 1/4”UNF X 2.1/4” long. Regards Brian
Thanks for that Brian.
@@TheCADengineer
Very nice work, are those pipes(headers) stock?
Yes the headers with the balance pipe between them are standard from 1966 with the low level exhaust systems. It was part of the performance upgrade of the T100’s by Doug Hale. By connecting the exhaust pipes together reduced the exhaust back pressure as you were using both pipes and silencers per one exhaust cycle, it also reduced the exhaust sound giving a deeper tone which was more compliant for the US market. The cam profiles and lift heights were altered and the heads were given a better gas flow on the inlet side for the twin concentric carbs (originally monoblocs) The compression ratio was also raised with a larger domes on the piston crowns. The design upgrades gave the T100 a big win at the 1966 Daytona raceway circuit with an average speed over 96mph. The upgrades were the added to the production bikes and the Daytona was borne. The best years for a T100 are 66 to 73. The Daytona may not have the top end speed of the Bonnie but is a nicer bike to ride being very light and agile. Some of Doug Hale’s performance upgrades were also passed to the Bonneville like the balance pipe at the headers. Regards Brian
@@TheCADengineer very cool...one more question, if you will, what do you think of the squish band heads? I don't know if it was camera angle but those header looked a bit like the pipes on the Vincent's with the swooping shape..which I prefer to the more angular type.
Definitely hi dome topped pistons and angled valves to keep the squish band clearance as tight as possible between the piston crown and matching shape of the cylinder head, the valve angles were too acute in the prototype engine and with the high lift cams the inlet and exhaust valves touched at high rpm’s on valve overlap so the angle was reduced by to give clearance. There is a good book written by a motorcycle journalist about the developments Doug Hele made at the Triumph factory during his time there. The book is called Triumph Experimental, the other interesting read is The Road Racing History of the Triumph 500 Unit Twin. I don’t own the second book but borrowed it to read many years ago and don’t know if it’s still in publication. Regards Brian