That storm is going to march all the way across the continent. We will get some rain from it - but no cold weather.
Ian's TSS Rebuild
- Thread starter ianashdown
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ianashdown
Active Member
I'm not familiar with Bing carbs on this bike but is seems likely that we make have some jets blocked here. I'll change the plugs tomorrow, and see if that makes a difference. I'm sure it could be something in the electronic ignition but it does run OK at some RPM and at some loads.
Has anyone else got any thoughts or suggestions?
In addition to the misfire it seems I may have some problems registering the bike. I was told the has to be two VIN numbers and to my knowledge there have never been two. Then the emissions sticker does not state that it is approved for use in CA. There is and exemption for bike with more than 7000 miles on them but this bike only has only 621 so there's another problem! Fix is to but the speedometer from the TSS on it perhaps!!
Ian[DOUBLEPOST=1395980846,1395972799][/DOUBLEPOST]It appears the early part of the previous post was missed somehow.
What it said was that my TSX arrived today and I took it for a short ride to AAA to get it registered. After about half a mile it started to misfire and pop and backfire through the exhaust. It generally didn't have much power and wouldn't rev freely above about 4k. This bike only has 621 miles on it from new so my first guess was stale fuel, but a tank full of fresh 91 only improved things a very little. Now I'm thinking that some of the jets may be blocked and the carbs might need rebuilding.
With so few miles on the bike I think the chances of the ignition failing are small, but it's possible I guess.
Any suggestions will be much appreciated.
Ian
To me it sounds like it is running lean maybe a bit of fuel starvation , check the fule lines and see if they clear
ianashdown
Active Member
Hi,
Running lean. Blocked jets. One and the same thing surely. At least as far as results are concerned. I had thought about low voltage and will charge the battery today.
The previous owner claims to have started and run the bike frequently even though in a year and half he only put 150 miles on the bike. I have to say that it started from cold on the first push of the button so that might imply that things were in reasonably good shape.
I changed the Bing's on my TSS for Amals. The UK and rest of the world bikes used Amals, and only the US bike had Bings so I felt no issue going to Amals. The TSX never had Amals so I'll have to think hard before making that change.
Ian[DOUBLEPOST=1396069895,1396021666][/DOUBLEPOST]A quick update. I charged the battery, put fresh fuel in the bike and checked the plugs ( I had new ones ready if needed), and the LH plug was very black and sooty. A quick clean in the bead blaster for both plugs.
The bike started up on the second push and idled smoothly! A quick ride round the block and everything seemed to OK
.
I'm going to ride to a small bike and car show in Laguna Beach in the morning so we'll see how it goes.
Ian
Running lean. Blocked jets. One and the same thing surely. At least as far as results are concerned. I had thought about low voltage and will charge the battery today.
The previous owner claims to have started and run the bike frequently even though in a year and half he only put 150 miles on the bike. I have to say that it started from cold on the first push of the button so that might imply that things were in reasonably good shape.
I changed the Bing's on my TSS for Amals. The UK and rest of the world bikes used Amals, and only the US bike had Bings so I felt no issue going to Amals. The TSX never had Amals so I'll have to think hard before making that change.
Ian[DOUBLEPOST=1396069895,1396021666][/DOUBLEPOST]A quick update. I charged the battery, put fresh fuel in the bike and checked the plugs ( I had new ones ready if needed), and the LH plug was very black and sooty. A quick clean in the bead blaster for both plugs.
The bike started up on the second push and idled smoothly! A quick ride round the block and everything seemed to OK
.I'm going to ride to a small bike and car show in Laguna Beach in the morning so we'll see how it goes.
Ian
Well that is great to hear so it seemed like an easy fix then
That is great news! 
ianashdown
Active Member
I have tried twice to register my newly acquired 1983 Bonneville TSX and both times have come away frustrated and pissed off! First time I was told the bike must have two VIN numbers. Well, it does have a Frame number and an Engine Number although they are not exactly the same, the engine number uses only the last 9 characters of the frame number. This was not acceptable, even though I know that the bike is 100% correct.
Today I tried again thinking I might get someone with some functioning grey matter, but didn't even get as far as the inspection of the VIN.
This bike has been in a collection for almost it's entire life and has only 621 genuine miles on it. The emissions sticker states "This vehicle conforms to US EPA regulations applicable to 1982 model year motorcycles" but apparently because it does not specifically state 'California' that is not acceptable, unless the bike has more than 7500 miles on it, which this one does not.
I could fit the speedo from my TSS which has 99?? miles but then my title will show that mileage at the transfer date and part of the attraction of this bike is the super low mileage! I don't want to lie but it almost seems that unless I do I may not be able to register this bike at all!
Has anyone any similar experience or any advice as to how to proceed?
Thanks,
Ian
Today I tried again thinking I might get someone with some functioning grey matter, but didn't even get as far as the inspection of the VIN.
This bike has been in a collection for almost it's entire life and has only 621 genuine miles on it. The emissions sticker states "This vehicle conforms to US EPA regulations applicable to 1982 model year motorcycles" but apparently because it does not specifically state 'California' that is not acceptable, unless the bike has more than 7500 miles on it, which this one does not.
I could fit the speedo from my TSS which has 99?? miles but then my title will show that mileage at the transfer date and part of the attraction of this bike is the super low mileage! I don't want to lie but it almost seems that unless I do I may not be able to register this bike at all!
Has anyone any similar experience or any advice as to how to proceed?
Thanks,
Ian
ianashdown
Active Member
After much waiting on hold I finally got the definitive answer. There is no way to legally register this bike in California! Un-freaking-believable. So the answer is - cheat! I'd much prefer to do this correctly, pay the appropriate fees etc, but the system forces me to break the law.
I will take the speedometer from my 1983 TSS with 9956 miles showing and I will now be able to register the bike as it has more than 7500 miles on it. I'll then switch the speedometer back and never look back. The only downside is that the title will now show 9956 miles and the genuine mileage of 621 will always be in question. I'm going to take some photographs showing both speedometers and a copy of the daily paper which I'll keep in the bikes folder in order to support my explanation, should I need to, in the future.
California may have many things going for it, it's bureaucracy ain't one of them!
Ian
I will take the speedometer from my 1983 TSS with 9956 miles showing and I will now be able to register the bike as it has more than 7500 miles on it. I'll then switch the speedometer back and never look back. The only downside is that the title will now show 9956 miles and the genuine mileage of 621 will always be in question. I'm going to take some photographs showing both speedometers and a copy of the daily paper which I'll keep in the bikes folder in order to support my explanation, should I need to, in the future.
California may have many things going for it, it's bureaucracy ain't one of them!
Ian
I think that is the easiest solution. Let us know know if you are successful.
ianashdown
Active Member
I thought my visit to AAA today, with the 'added' miles (9956) on the speedo, would be the last. Boy was I wrong!
No problem with the mileage and lack of a California specific emissions sticker. Phew! "Where is the second VIN?" Right there on the engine. "No, there must be two VIN numbers plus an engine number" Oh F*** Me! This is driving me nuts. I have enough Triumphs to know that there is and never has been two VIN's. But now there has to be or you must have a CHP inspection, and to get that you have to have a referral from the DMV. . . . So first I have to make and appointment for the DMV to get the referal, and once I have that I have to make an appointment with the CHP. Once that inspection is passed, another appointment at the DMV and it should be done! Is this insanity or is it just me?
I just had a sad realization that I will have to go through exactly the same process when I come to title and register the TSS as it has an out of state title and only one VIN! At least I'll have the plan down by then!!!
Ian
No problem with the mileage and lack of a California specific emissions sticker. Phew! "Where is the second VIN?" Right there on the engine. "No, there must be two VIN numbers plus an engine number" Oh F*** Me! This is driving me nuts. I have enough Triumphs to know that there is and never has been two VIN's. But now there has to be or you must have a CHP inspection, and to get that you have to have a referral from the DMV. . . . So first I have to make and appointment for the DMV to get the referal, and once I have that I have to make an appointment with the CHP. Once that inspection is passed, another appointment at the DMV and it should be done! Is this insanity or is it just me?
I just had a sad realization that I will have to go through exactly the same process when I come to title and register the TSS as it has an out of state title and only one VIN! At least I'll have the plan down by then!!!
Ian
That is just pure bureaucratic, idiotic bull sh**.
ianashdown
Active Member
With all the frustrations of the TSX I decided to have a little mechanical therapy!
I need to get the TSS finished and on the road within the next 30 days as my custom license plate (TRI TSS) has arrived and needs to be collected and put on an actual bike within 30 days.
I plan to get the pistons and cylinder fitted tonight, just so I can feel some sense of achieving something!
The question I have is should there be anything under the little pressed steel retainer that keeps the square section pushrod tube seal in place. When I received the new Aluminium tubes they came with two gaskets that appear to be the right size to go between the cylinder and the retainer but these parts are not shown in any manual and seem rather pointless. I was thinking I'd just put some silicone on the surfaces. I'd appreciate any help that anyone may have.
Ian
I need to get the TSS finished and on the road within the next 30 days as my custom license plate (TRI TSS) has arrived and needs to be collected and put on an actual bike within 30 days.
I plan to get the pistons and cylinder fitted tonight, just so I can feel some sense of achieving something!
The question I have is should there be anything under the little pressed steel retainer that keeps the square section pushrod tube seal in place. When I received the new Aluminium tubes they came with two gaskets that appear to be the right size to go between the cylinder and the retainer but these parts are not shown in any manual and seem rather pointless. I was thinking I'd just put some silicone on the surfaces. I'd appreciate any help that anyone may have.
Ian
ianashdown
Active Member
Finally got to spend the afternoon in the garage working on the TSS. Definately mechanical therapy!
First of all I should explain that I had drawn up a more conventional head gasket and had Lani Visconti make me a couple.
I like this solution better than the rings because the head is supported around the bolt/stud locations. I felt the cantelevered loads could not be good for keeping the head flat! We'll have to wait a while to know if the sealing is as good as the rings but I see no reason why it shouldn't be.
The pistons went on the the rods without any reall issues. I froze the pins and heated the pistons and small end with a heat gun. It all slipped together quite easily assisted by a thin coating of Graphogen - i think this stuff is one of the UK's secrets to engine building! I bought the DuPont equivalent and it feels like grinding paste by comparison!
Next I prepped the surfaces and cylinder gasket. I had been advised by a friend of mine who used to work a Cosworth that they used Permatex Ultra Black on everything including F1 engines - seems like it should be good enough for me, so a light smear on both faces of the gasket and it was dropped in to place.
With pistons and gasket in place and some nice hardwood spacers under the skirts to hold the pistons vertical I gave everything a liberal coating of Amsoil engine assembly oil and fit the ring compressors. I made sure that the ring gaps were evenly spaced at 120 degrees from each other, but honestly I feel that this is a bit of a myth. I think the rings move around the piston all the time the engine is running.
The cylinder slid on quite easily once everything was all lined up correctly. I made sure the rings were all the way in the bore and then popped of the ring compressors. A bit of a pain getting them off, but they did come away with a bit of effort. A little more Ultra Black where the wood spacers had removed some and the cylinder was pushed all the way home. Very satisfying!
Oh and by the way I had not forgotten the tappets, even though I did forget to write about them in the correct sequence! They were checked over and a couple of sharp edges were stoned down before a nice coating of Graphogen was applied all over. I used small 'O' Rings to keep them from dropping down during the assembly. The base nuts were tightened up carefully although a fail to understand how one is expected to get any kind of torque wrench on any of the nuts; but the rear ones? Come on, you have to joking! I would find out later that they had more humor in store for me!!
With the cylinder on and the head ready to go I prepped the copper gasket, fitted the new aluminium pushrod tubes and dropped the head over the studs. This bit was too easy - I must have done something wrong! The four Allen Bolts were then fitted from below. These are a bit difficult, but with a good amount of cursing the designers they were gently nipped up. Using Bryce's method of a copper washer and an 'O' Ring under a regular thick washer on the two center studs I put all the nuts on and progressively tightened the nuts to the recomended torque. Now it was time for the designers to have their last laugh! How the hell did they ever think you were supposed to get a torque wrench on the Allen bolts from below? Jokers . . Good job I have a carefull calibrated elbow. They are now perfectly torqued - the old fashioned way . .
So next steps are pushrods, rocker gear, carbs etc.
Hopefully this comming weekend I'll be able to get out to the garage for a while and report more progress.
Ian
First of all I should explain that I had drawn up a more conventional head gasket and had Lani Visconti make me a couple.
I like this solution better than the rings because the head is supported around the bolt/stud locations. I felt the cantelevered loads could not be good for keeping the head flat! We'll have to wait a while to know if the sealing is as good as the rings but I see no reason why it shouldn't be.
The pistons went on the the rods without any reall issues. I froze the pins and heated the pistons and small end with a heat gun. It all slipped together quite easily assisted by a thin coating of Graphogen - i think this stuff is one of the UK's secrets to engine building! I bought the DuPont equivalent and it feels like grinding paste by comparison!
Next I prepped the surfaces and cylinder gasket. I had been advised by a friend of mine who used to work a Cosworth that they used Permatex Ultra Black on everything including F1 engines - seems like it should be good enough for me, so a light smear on both faces of the gasket and it was dropped in to place.
With pistons and gasket in place and some nice hardwood spacers under the skirts to hold the pistons vertical I gave everything a liberal coating of Amsoil engine assembly oil and fit the ring compressors. I made sure that the ring gaps were evenly spaced at 120 degrees from each other, but honestly I feel that this is a bit of a myth. I think the rings move around the piston all the time the engine is running.
The cylinder slid on quite easily once everything was all lined up correctly. I made sure the rings were all the way in the bore and then popped of the ring compressors. A bit of a pain getting them off, but they did come away with a bit of effort. A little more Ultra Black where the wood spacers had removed some and the cylinder was pushed all the way home. Very satisfying!
Oh and by the way I had not forgotten the tappets, even though I did forget to write about them in the correct sequence! They were checked over and a couple of sharp edges were stoned down before a nice coating of Graphogen was applied all over. I used small 'O' Rings to keep them from dropping down during the assembly. The base nuts were tightened up carefully although a fail to understand how one is expected to get any kind of torque wrench on any of the nuts; but the rear ones? Come on, you have to joking! I would find out later that they had more humor in store for me!!
With the cylinder on and the head ready to go I prepped the copper gasket, fitted the new aluminium pushrod tubes and dropped the head over the studs. This bit was too easy - I must have done something wrong! The four Allen Bolts were then fitted from below. These are a bit difficult, but with a good amount of cursing the designers they were gently nipped up. Using Bryce's method of a copper washer and an 'O' Ring under a regular thick washer on the two center studs I put all the nuts on and progressively tightened the nuts to the recomended torque. Now it was time for the designers to have their last laugh! How the hell did they ever think you were supposed to get a torque wrench on the Allen bolts from below? Jokers . . Good job I have a carefull calibrated elbow. They are now perfectly torqued - the old fashioned way . .
So next steps are pushrods, rocker gear, carbs etc.
Hopefully this comming weekend I'll be able to get out to the garage for a while and report more progress.
Ian
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Tassie Tiger
Well-Known Member
Good luck...you may need it!
Nice work and great documentation.
Mad On Triumphs
1995 Thunderbird
Ian I've not read all the threads about your problems, and I don't know if the link I'm about to post will be of any use to you at all, but have a read and see if it's any good to you. It's a link to the Triumph Owners Motorcycle Club here in the UK they might be able to issue you with paperwork that will help you solve this rather daft bureaucratic brick wall that you seem to be coming up against time after time. Here's the link Dating Service
Good luck with it all, once you get it done ( Fingers crossed ) you'll have the last laugh as you'll be enjoying you bike
