Forum

[John L]

Les -
I think the reason you failed to find a different part no. for the brake plate assembly would be that only the later type is available as a replacement?
The "gee-up" was intended as nothing more than a friendly "aw, c'mon" to two guys recognised on here (I think) as Bullet aficianados...........

[John L]

Les -
I think the reason you failed to find a different part no. for the brake plate assembly would be that only the later type is available as a replacement?
The "gee-up" was intended as nothing more than a friendly "aw, c'mon" to two guys recognised on here (I think) as Bullet aficianados...........

[John L]

Okay, Sincordia - I give in (in duplicate, if you like) !!

[Phil (PJ) Berks]

Thank you all for a spirited debate on the question posed. It never fails to impress me how willing and able “the Knowledge” is put into print and sometimes amusingly given. I have trawled through the online parts book as I am sure some of the respondents have, only to be slightly confused with part numbers. Today I decided to take the bull by the horns and ring our hosts who were as helpful as ever. It would appear that the brake plate design has changed very little if at all, however as described on page 154 of the catalogue the cams and shoes certainly have.

The old cam part number is 142855 and the new is 145754, the brake plate seems to remain the same at 145735 – I only went back to 1993. Our hosts stated as per their technical notes that the top trunnion should be drilled out to allow independent shoe contact adjustment which mine has been, however the lower trunnion has also been drilled out on mine.

I am concerned that the adjusting nut trunnion interface is not radiused to the outer radii of the trunnion surface thus the contact area and pressure point is abysmally small and not good engineering practice in my view so when the dark days of winter return I will attempt to modify the adjusting nuts.

Kind regards to all

Phil (PJ)

[Alan R]

Hi PHIL---- yes, it was that lower trunnion being drilled out which concerned me earlier. Thanks for doing that research via our hosts and giving us the improvement details re}-- the cams etc. so I'll be giving my No2 bike front brake a good coat of "looking-at" soon. PS-- What's the Berks bit ?? I'm living in Shropshire now but came off the "production line" at Reading, Berks in 1949.

[Phil (PJ) Berks]

Hi Alan, I was hatched at the RBH in Reading in 1951 and weighed in at over 8lbs thus mother said “No More” and have struggled with my weight ever since. I am still in Berkshire to the east of Reading where I have lived for the past 32 years, the first 29 years in Tilehurst. Now retired after 44 years service to one employer.

Best regards

Phil (PJ)

[Riggers]

Hi all - as a winter project I decided to try to improve my 2000 Classic Twin Leading Shoe front brake, due to almost suicidal performance. So I invested in our host's improved exchange shoes, and also the heavy duty cable which perports to also improve matters. When it came to actually doing the work I found that the 'trunion mod' had already been done on my bike (even though it was new when bought!). I carefully cleaned the drum, and (carefully) ruffed it up a little, balanced the movement as directed in the technical notes, and fitted the HD cable. Since doing the work I've covered around 500 miles and can honestly say that the brake is not a jot better than before - it passes an MOT but i don't know how. Talking to friends in the pub last Friday it was suggested that the best way to improve performance is to have oversize shoes fitted and then have them machined to perfectly fit the drum - shame they didn't tell me that BEFORE I shelled out around 50 squid on parts!!!

[Alan R]

Hi PHIL---this is really SOCIAL but WTH ?? Delwood Maternity Home, Liebenrood Road--1949. Westwood Road, Tilehurst, then Southcote Lane. Now in Telford, Shropshire. Retired 3 years ago from the MoD Engineering. Must go now before I'm found out !!