Forum

[simon]

So possibly a silly question but it won't be my first. I've purchased a B44 Shooting Star which hasn't apparently been on the road since 1980. It seems on a very cursory look to have a very similar exhaust set up to a iron 350 Bullet. Has an one got further info on this? BTW the difference between sourcing parts for the BSA and the RE is dramatic! We don't know how good we've got it here in Hitchcock's country. Not that there is any shortage of bits but service is from a different planet!

[Adrian]

The BSA unit singles mostly use 1.375" O/D exhaust pipe, except for the B50 which uses 1.5" (normally high-level only apart from the odd after-market item).



I was a fan of these for a long time, but good spare parts supply (11 years ago, at least!) was a deciding factor in going RE.



There are some high and low-level B44 Victor exhausts on ebay UK at the moment, though if my memory serves me correctly you're in NZ, which could spoil things with some extra shipping and import duties.



http://www.ebay.co.uk/sch/i.html?_odkw= ... e&_sacat=0



A.

[simon]

Thanks Adrian, the big issue with parts seems to be the fact that a lot come from the US and for some reason their postal rates are completely prohibitive. Also of course there is no one selling parts with the infrastructure and service ethic of our hosts. More than fifteen years of Enfield envolvement have raised my expectations rather high. I'm not keen on the high rise pipe, I have one that came with the bike. There is also a low one but in grotty condition but it will do for setting up the motor once it is all back in one piece.

[Adrian]

I checked that UK listing again for the non-high level pipe, they're quoting either £20.50 or £15.97 for shipping to New Zealand.



Currency converter here:



http://coinmill.com/GBP_NZD.html



A.

[simon]

Yes the postage from the UK is relatively good value and in my experience fast and efficient on the whole. The US rates though are bizarre. In one case the price of a relatively small light tool was going to be over three times the purchase price, yet delivery anywhere within the US was free. NZ Post have now set up these PO.Box addresses where you get the free internal US delivery and then pay New Zealand Post to send it across the Pacific. You have to set up an account though and I can't be bothered so tend to get stuff from the UK or Europe. Holland was particularly good value for Motoguzzi V50 bits.

[RocketRR]

Pay special attention when setting the valve clerances on the B44 using the eccentric shaft as I found a motor that has been standing can have sticking cam followers giving incorrect clearances. Remove the pushrod cover from the cylinder head and check all is moving correctly and freely and also squirt a little oil in to get things moving.

The clutch is really a 250 clutch so also check that and set carefully as that can catch you out on a trip.

I have had a few of these from the B25 to the B50 good luck they are fun but can be hand grenades

This is my old rainy day Starfire.

[simon]

Cheers I need all the advise I can get as this is my first foray into BSA's. There should be no trouble with anything sticking this time though as I've had it down to its component parts. Barn finds I've discovered have generally got there for a reason and often that reason is a fatal flaw in the previous assembly. In this case it was (so far anyway) a blanking plug for the bigend oilway left out. This would have seen all the oil destined for the bigend spewing straight into the crankcase through a 5/16 hole. My first 51 RE had had a replacement roller bigend without removing the white metal from the oilway after the expiry of the previous floating bush. I got through a couple of pistons finding that out. This time everything is apart and apart from the missing plug it all looks fairly good. Im replacing the clutch basket with a alloy one and some alloy friction plates and both lay and mainshaft third gear cogs are being replaced. Valves, seats and guides and hopefully it will be a sweet runner. Time will tell.

[Adrian]

Only the B25/C25 range and their badge engineered Triumph clones have the eccentric rocker spindles, the B44 uses the same screw-in tappet adjuster on the end of the rocker over the valve stem with a locknut as the C15 and B40, under the screw caps on the rocker box - a darn sight less fiddly to set than the Bullet!



Clearances are 0.008" inlet and 0.010" exhaust from cold, and yes, you can hear them rattle. A quick trick to save you messing with feeler gauges is to set piston at TDC on compression as per standard practice, slacken off the locknut, screw in the inlet tappet until it just touches the valve stem, then unscrew it one fifth of a turn and tighten the locknut. Do the same with the exhaust valve, only unscrew it a quarter turn. 26 TPI adjusters, go figure!



I still have my B44 Victor workshop manual, which I am loathe to part with for sentimental reasons, but they're still around. If you can't find a copy, however, get in touch with me via the forum.



A.

[simon]

Excellent thanks for the tips. I have a workshop manual although its for a 68 model rather than the 70 but i dont think the difference is huge if any.
Ive also got the correct parts book which is seriously handy. It alerted me to the fact that a previous owner has put it a B50 big end which should be good and strong. I am enjoying the restoration so far and fortunately i still have the Bullet as transport in the meantime.

[RocketRR]

Good spot Adrian I forgot that my B50 was my last of the bigger singles and that left home in about 1984..time plays tricks on the memory apart from the clutch and bruised ankles...!!!