I (Graham) cleaned the internal surfaces of the engine and its oilways using compressed air. I also checked to see if there is anything we need to get hold of before putting the crankcases back together. To be on the safe side I have suggested that we purchase a gearbox mainshaft oil seal and a clutch pushrod oil seal. This is because both these seal are secured when the crankcases are tightened up. Whilst they can be forced in without splitting the cases, there is a good chance they will rip. A new clutch pushrod is also needed as the seal has worn a groove in it. Next on the agenda...Once we have the oil seals – begin re-building the engine.

No progress this week. It is hoped that the European parts supplier come up trumps with the correct piston for it. Once we have the correct piston I will send off to get the reed valve petal re-manufactured.

The bike’s owner bought in brand new throttle and clutch cables for the bike. Phil the mechanic set about installing them both. Next on the agenda will be things such as.. Replacing the choke cable and the bodged choke lever. Replacing the rear wheel bearings. Changing the front fork seals Changing the steering head bearings.

As well as a number of new hand tools and consumable items, a new air compressor arrived at the workshop. It immediately proved its worth by allowing me to blow clean the components of the XS500 engine. Of course in time it will have many other uses and will prove invaluable. Once again a huge thank you to John for going out to purchase the pies for lunch!!

Its owner set off with a rag tag crew of volunteers to go and collect the remaining parts and bring them to the workshop. When they arrived they consisted of the engine and frame still assembled in one piece but minus the wheels and suspension which were already in the workshop. The bike had clearly stood idle for some time and been exposed to the best the Welsh weather could throw at it. Work began to start disassembling it.

Steve and Chairman Phil re-fitted the engine back into the frame, I then assisted by setting up the contact points using nothing more complex than a spanner (to turn the crank), a screw driver to loosen the contact point screws and a piece of glossy paper to slip between the points to tell when they are beginning to open. This is not very scientific and will only give an approximation of the point at which they open. As we don’t yet have a timing buzzer or multimeter, it’s the best we’ve got and the timing should be good enough to get the engine running. Once running a strobe light could be useful to help with final adjustments. In days of old a cigarette paper was the tool of choice if you didn’t have something posher! However you need to be careful that the surface of the points are free from pits. In other words a build up of metal transferred from one contact to the other by the arcing of the electrical current. Pitting will make it impossible to set the correct gap and of course w...

 The top end of the engine awaits disassembly and inspection but this was deferred to avoid having too many engines in pieces at one time. However Mark set about logging all the components that will be sent for blasting/powder coating etc.