6 minutes ago, DILLIGAD said:

Nice paint!

Yeah, almost <deleted>' engine turning on the tank....

 

Early Eldo/Ambassador with an USD front end.

 

2 hours ago, thaiguzzi said:

Yeah, almost <deleted>' engine turning on the tank....

 

Early Eldo/Ambassador with an USD front end.

 

Judging by the scrape on the crash bar, it had a sideways front end at one point too.

Roller bearing crank out of a 8 banger Bugatti engine and one half of the carrier beneath .. You can understand why they went to the wall considering the number of hours needed to build that up .. 

 

Couple of Voxon 1000's .. Bought out by some venture capitalists 10 yrs ago and very little since apart from saying they see future as electric and even that has bombed .. 

 

Another roller crank. I like the one sided crank pins. I didn't know they had that knew that before.

 

Gone are the days of the single cyl glow plug engine .. nowadays for the serious r/c buffs it has to be not only the authentic plane but also an authentic engine to go in it hence the tiny V12's that are fitted in r/c WW2 warbirds like the Spit' and P51 .. There is a yoohoo video of the Artus in the bottom shot that's fitted in a r/c WW2 Tiger tank and is being driven about in the vid' the noise it makes really does sound V12'ey .. but at €8k for the engine alone not cheap .. 

 

 

And if you're warbird was originally fitted with a radial engine then these are also available from 3 right through to 9 cyl ( the 9 cyl in pic' is close to €3k ) .. There is a 1/3 scale U S Mitchell bomber with twin 5 cyl radials fitted with remote starters the lot .. Loads of vid's of comp's flying these machines and no joke the attention to detail is top notch with 1/3 or 1/4 scale warbirds flying pukka manoeuvres with proper soundtracks from those engines .. 

 

11 hours ago, VocalNeal said:

Another roller crank. I like the one sided crank pins. I didn't know they had that knew that before.

 

Sorry must had an Alzheimer moment there with my original edit should read something like

 

"I didn't know they had that before I saw this"

 

Sat cutting and pasting Spanish text into .pdf files today so my brain must have shut down.

 

BTW not a bike. Honda S800

11 minutes ago, VocalNeal said:

Sorry must had an Alzheimer moment there with my original edit should read something like

 

"I didn't know they had that before I saw this"

 

Sat cutting and pasting Spanish text into .pdf files today so my brain must have shut down.

 

BTW not a bike. Honda S800

Nice one V N .. Absolute jewel of an engine .. 800cc , revved to 10,000 , made 70 hp and the car was said to be capable of a ton .. The gear change action is nigh on perfick with the ratios set just right for such a high revver .. Stunning little car for the day and another warning from Japan to the U K car industry of that time .. which they never heeded ...

 

 

6 hours ago, VocalNeal said:

Sorry must had an Alzheimer moment there with my original edit should read something like

 

"I didn't know they had that before I saw this"

 

Sat cutting and pasting Spanish text into .pdf files today so my brain must have shut down.

 

BTW not a bike. Honda S800

For a brief time, I owned a Honda S600 hatchback coupe.  Ran but had an engine problem.  I traded an old Montesa 250 enduro bike for it, then sold the car.  That S600 was really cute. Like a miniature version of an MGB GT.  Mine was blue.  The final drive was by chain - no room for a driveshaft and conventional diff.

 

13 hours ago, Fab5BKK said:

See your Guzzi rear end and raise you two...

 

Even half a rear end beats two sometimes...

LMI Dell'Orto carbs.

1973 Eldorado Police

 

 

4 hours ago, ballpoint said:

Even half a rear end beats two sometimes...

 

4 hours ago, ballpoint said:

LMI Dell'Orto carbs.

Guzzi big twin crank, main bearings (not cheap!) and rods. Circa late 60's - mid 2000's ie 40 odd years.

Designed for a quarter of a million miles before a regrind and new mains IF well looked after.

 

 

Guzzi std 5 speed big twin gearbox and innards. 70's -mid 2000's.

Helical gears, some race boxes used straight cut gears. Note the 3 shaft box - unusual in motorcycles, the integral internal cush drive shock absorber (hefty big spring) is not in view, the touring models also had a secondary cush drive in the back wheel = smooth long lasting final drive.

 

13 minutes ago, Fab5BKK said:

The Griso.

Fabulous motorcycle.

One of my all time favourites.

Couple over here, imported legit by BKK grey importers.

Remember seeing an ad for one about 6-7 years ago - 990,000 TB......

If i was wealthy i'd buy one.

But i'm not....

 

Here's an Italian custom one;

 

Among many impressive things about the Griso is the size of the exhaust down pipes, even stock, possibly the largest diameter on any production bike.

Wonderful.

 

 

One more rear end before bed time...

Another Griso, 

 

Sweet dreams ????

Malcolm Forbes and Elizabeth Taylor.  Malcolm brought his balloon to Thailand once.  I used to live on a small estate (I was a peon) near his house.

 

 

10 hours ago, ballpoint said:

LMI Dell'Orto carbs

As much as I love the aesthetics of some carbs like a thrice of 2in polished S U's hanging off the side of a Jag 6 banger the future for the I C engine to survive is EFI and associated ancillaries .. The carb had come a long way from the early early devices and the final designs were super efficient as far as carbs went but they are still fundamentally an inefficient means of introducing fuel into an engine .. they also became increasingly complex to try and meet tightening emission limits to the point where they became more complicated than F I .. Not that F I is a new idea as it was experimented with in the mid 20's and numerous German WW2 warplane engines used F I as it was not afflicted by gravitational and centrifugal forces that planes are exposed to .. The early commercially available systems like the K-Jetronic open loop system were not that complicated and later closed loop EFI systems are no more daunting once the principal is understood .. One of the advantages of the modern system is that they keep the fuel apart from the air until its needed which carbs can't do as they rely on the suction thru' the venturi to draw the fuel in and will always take time to adjust thereselves to the amount of air being drawn before the optimum a/f/r is achieved with some design's overfuelling on quick full throttle and then minutely over fuelling again when the throttle is snapped shut .. Put a carburettored car on a exhaust gas analyzer then give it a boot full .. critical readings like C O will go skyward , way over the amount of fuel needed for the engine to pick up with a full throttle because the carb has to react to the engines demands .. hold it at a steady rev' and the mix should sort itself out to within the limits prescribed , lift off to idle and it'll run lean then rich again as the airflow slows down and stabilises at idle .. Closed loop F I removes that over fuel/under fuel issue to a much greater extent with constant self monitoring via the lambda ( oxygen ) sensor that measures the amount of unburnt oxygen in the exhaust gas the measurement constantly updated to the ECU that adjust the fuel metering accordingly resulting in a cleaner burn through much faster reaction and optimisation .. 

14 to 1 AFR was about the accepted norm of a carb'd petrol engine when I was in school now 25-30 to 1 is achievable with the later generation direct injection EFI systems .. Ever tightening emissions legislation will see the I C engine become even more efficient through advances in F I .. Honda are working on a system and are testing it with Red Bull Racing's F1 team that has no ignition system relying rather on huge compression ratio's with the fuel injected under very high pressure in a direct injection design the idea being a spontaneous combustion occurs for a much more complete burn rather than rely on spark initiation of an ignition system .. Obviously there is more to it and Honda are very coy about releasing any info at the mo' .. But if the I C engine is to survive the Are Friends Electric brigade then F I is the future .. 

 

As much as I love the aesthetics of some carbs like a thrice of 2in polished S U's hanging off the side of a Jag 6 banger the future for the I C engine to survive is EFI and associated ancillaries .. The carb had come a long way from the early early devices and the final designs were super efficient as far as carbs went but they are still fundamentally an inefficient means of introducing fuel into an engine .. they also became increasingly complex to try and meet tightening emission limits to the point where they became more complicated than F I .. Not that F I is a new idea as it was experimented with in the mid 20's and numerous German WW2 warplane engines used F I as it was not afflicted by gravitational and centrifugal forces that planes are exposed to .. The early commercially available systems like the K-Jetronic open loop system were not that complicated and later closed loop EFI systems are no more daunting once the principal is understood .. One of the advantages of the modern system is that they keep the fuel apart from the air until its needed which carbs can't do as they rely on the suction thru' the venturi to draw the fuel in and will always take time to adjust thereselves to the amount of air being drawn before the optimum a/f/r is achieved with some design's overfuelling on quick full throttle and then minutely over fuelling again when the throttle is snapped shut .. Put a carburettored car on a exhaust gas analyzer then give it a boot full .. critical readings like C O will go skyward , way over the amount of fuel needed for the engine to pick up with a full throttle because the carb has to react to the engines demands .. hold it at a steady rev' and the mix should sort itself out to within the limits prescribed , lift off to idle and it'll run lean then rich again as the airflow slows down and stabilises at idle .. Closed loop F I removes that over fuel/under fuel issue to a much greater extent with constant self monitoring via the lambda ( oxygen ) sensor that measures the amount of unburnt oxygen in the exhaust gas the measurement constantly updated to the ECU that adjust the fuel metering accordingly resulting in a cleaner burn through much faster reaction and optimisation .. 
14 to 1 AFR was about the accepted norm of a carb'd petrol engine when I was in school now 25-30 to 1 is achievable with the later generation direct injection EFI systems .. Ever tightening emissions legislation will see the I C engine become even more efficient through advances in F I .. Honda are working on a system and are testing it with Red Bull Racing's F1 team that has no ignition system relying rather on huge compression ratio's with the fuel injected under very high pressure in a direct injection design the idea being a spontaneous combustion occurs for a much more complete burn rather than rely on spark initiation of an ignition system .. Obviously there is more to it and Honda are very coy about releasing any info at the mo' .. But if the I C engine is to survive the Are Friends Electric brigade then F I is the future .. 
 

6 hours ago, Justgrazing said:

Honda are working on a system and are testing it with Red Bull Racing's F1 team that has no ignition system relying rather on huge compression ratio's with the fuel injected under very high pressure in a direct injection design the idea being a spontaneous combustion occurs for a much more complete burn rather than rely on spark initiation of an ignition system .. Obviously there is more to it

 Called HCCI Homogenous Charge Compression Ignition. Using turbo boost to increase compression in some situations. Roumered to be the reason the Ferrari engine note changes under certain conditions. 

https://www.motorsportmagazine.com/opinion/f1/f1-s-power-secret

Nearest road going equivalent is something like Mazda Skyactive    

DUPE