The BSA Rocket Three and Triumph Trident Projects

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BSA A 75 Rocket 3

The BSA Rocket Three and Triumph Projects

This page be documenting my Beezumph triple bikes as I get a chance to add to it. In the meantime put up photos and scans of articles of triples

Update as of 15 May 2004 the triple stuff has all gone to a new I’ve realized that accumulated far too many project and the triples were waaaaay the work on during the next project list. If I should buy one in the I’ll probably go with a runner instead of a severe case.

Update as of 16 March — Several weeks I picked up a complete front end and end from a Suzuki GS500 As you’ll recall, the R3 came wheels/forks or much of anything and I couldn’t see putting on stock on with 19 tires and inadequate brakes.

The problem is getting the to clear the tire. BSA/Triumph see any reason to move the chain from the centerline of the bike, and it that if I converted to 520 chain by .125 off the inside of the countershaft I’d end up with the inside of the just even with the edge of the 130 tire on the 3.5 x 17 rear Offset countershaft sprockets are from Philip Pick for the speed transmissions, but for right now the R3 is to stay with the four box.

I put the engine back in the to try and look some more at the line, and noticed that all of the mounting spacers were on the side of the engine. The thinnest one is so I realized that if I swapped the over to the timing side I move the engine over That should give me of room for the chain to clear the

I also noticed that with the spacers in place were still air gaps would be closed only by the motor mounts and bending the I’ll make custom-fitted to avoid that problem. I have to machine the sprocket for the rear wheel to move the closer to the center line of the

The GS500 swing arm is about 5 than the stock R3. but there is of room at the front to shorten it and in a new pivot tube to mate up to the R3 I’m considering running 1 longer on the swing arm, as I may try the rake a little. Stock is 28 and even the learner bike is about 25 degrees. The GS500 are 37mm damper rod units, and be a bit sturdier than the stock BSA items.

The 60mm x 30mm x 2mm rectangular tubing in the GS swing arm also be stiffer than the swing arm. The GS front can be fitted with an additional — I haven’t gotten to the yet of deciding what to do on that, and calipers I’ll run. I may end up new triple clamps with offset as the GS500 clamps are flat, and I don’t want to end up too much trail, especially if I adjust the rake on the R3 frame.

To it easier to fiddle with the arm I made a stand that to the center stand brackets in the and then has the frame resting on the loop of the stand. I put some plugs in the ends of the feet so as not to mar the surface of my lift. I very determined how far the front loop to be placed to make sure it the side stand tab, and I went to install it found managed to put it exactly under the stand tab!

I cut the connector tube and added a 2 section of tubing. Even twice and cutting once always work. The loops are 1 x wall steel tube I bent with my bender.

The that pick up the center are scraps of 1 x .065 square and the connector tube is more 1 I fillet-brazed the stand together.

Bradley sent me this he took of a nice R3 racer R3 racer Note the big drum 78K

The R3 basket case arrives 25 January 2003. The top end is in a box — it home a couple of weeks No bodywork other than the fender, no wheels, no suspension on the rear damper shafts), no

Why, it’s practically a

Cycle Guide magazine was by Bob Braverman, and it was one of my favorites because did a lot of interesting project bikes because Bob wanted to go racing on I’m fortunate in that not only got a lot of the magazines, but Bob’s son Braverman has given me his permission to use material I want from

In the April, May and July 1971 there was a series of articles Lots of agony, and not much documenting Bob’s building of a 3 powered Rickman, which he to Bonneville and ran at Orange County I’ve scanned the articles and them here for your As always, I’ve tried to the file sizes small still maintaining reasonable

Alistair Laurie’s 998cc

I had a veglia recollection of an article on in an old magazine about a fellow who a big Trident for sprints and land competition. A post to the not only jogged my memory it was Alistair Laurie (from Dumfries, which I think may be in who built and rode the bike, but resulted in some photos of the that were taken by people on the forum.

The article was the August 1979 issue of and was written by Dave Calderwood. bike had a custom crankshaft from EN40 steel a longer … of 80.5mm, as combined with his own big-bore the engine displaced 998cc. The was nitrided and weighed in at 7.5 pounds than the standard item is no lightweight).

The engine also had EN24 steel connecting with Cosworth F1 bearing 33mm Amal carbs, valves and 1.625 exhaust The bigger valves fouled other so he had to reangle the guides in the and replace the valve seats. The had to be opened up for the bigger crankshaft, and the rods were installed the rod nuts tightened through the plate.

The two plate clutch his own sintered bronze driving

A magneto was driven from the camshaft via a timing belt at 2/3 speed. Laurie also his own North-style frame, and was going to use a fairing for the LSR runs

I recognized the on Laurie’s bike as being by Eric Offenstadt, and since Foale was the UK distributor for them I Tony if he remembered selling to Laurie. Tony did, and he told me: I certainly do remember them to him. He had magnesium and was the only person that came back and asked me to them thinner to save

He was a great craftsman, he made the tank and seat unit I think that he wanted to 200 mph. I have a vague that he might have it with a dustbin fairing.

The ended up very light, by my standards; he was fanatical about the of each piece.

Alistair 998cc Trident Partially engined from the BIKE 41K

Alistair Laurie’s 998cc Clutch, crankshaft and on the starting from the BIKE article

Alistair Laurie’s 998cc By Cab, at Douglas, IOM, in 43K

Alistair Laurie’s 998cc By Frank and Elizabeth Bateman, IOM, 1978 — detail 34K

Alistair Laurie’s Trident By Frank and Elizabeth Douglas, IOM, 1978 41K

Laurie’s 998cc Trident By and Elizabeth Bateman, Douglas, 1978 — 3/4 close up. arty looking with of gleaming alloy and saturated 52K

Alistair Laurie’s 998cc By Frank and Elizabeth Bateman, IOM, 1978 — 3/4 up but from a different angle 40K

Alistair Laurie’s 998cc By Frank and Elizabeth Bateman. may be from a few years later. The has obviously seen some times, but the rest of the chassis to be in pretty good shape for been crashed.

Does have any details on what may happened? 58K

Cab also sent this photo of a customized 3 he took at the same time as the of Laurie’s bike. It looks it may have Dresda bodywork if anyone can identify it for sure post the information here. The appear to be by CMA. Unkown 3 By Cab, at Douglas, IOM, in 40K

Some photos I took

My T150 crankshaft After and preliminary milling machine 11K

My lightened T150 crankshaft On the making angle cuts closeup 23K

My lightened T150 On the mill making angle 23K

My lightened T150 crankshaft rods stuck into all the oil That’s blue layout on the journals — not blue (real rust is red as you can see elsewhere) 23K

My mockup On the frame fixture an EPM wheel and a swingarm that readily to hand 31K

Lightweight PM dry clutch and belt drive Cover and assembled primary 20K

Lightweight PM external dry clutch and drive conversion Clutch 30K

Lightweight PM external dry clutch and drive conversion Transmission sprocket and gears 26K

T160 AMA racer This was one I shot at the Seca AMA National in 1975. 54K

Dyno Charts

These are the December 1972 issue of magazine, which included a of the current superbikes.

Dyno #1 65K

Dyno chart #2 The one with the 57K

Quarter mile times

H2 — 12.283@110.29

KZ900 12.386 @ 110.7

T150V 12.718 x 106mph

Norton 750 12.896 @ 104.77

GT750 — 13.289 @ 101.12

— 13.393 @ 99.88

CB750 — 13.497 @

The Trident was third fastest the Kawasakis) in the quarter, and also the quickest. It was second worst in force (at .889G), had the third (behind the Kawasakis) road speed (.3 seconds ahead of the was fourth in pounds/bhp, third and came out just ahead of the in the overall points tally for place (behind the Kawasakis).

Trident / Rocket 3 Three-into-one

Here are some exhaust that people have me, and some that I calculated. included comments about where they were

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