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Twenty-first Birthday, (Author anonymous)
From "Front Wheels" February 2000
From "Front Wheels" February 2000
The following article was first published in 'Motor cycling'magazine on 31st
December 1953. It was sent in by John Joiner, who made the comment that
he had driven a good few miles in BSAs, possibly 40,000 plus, but to have covered
160,000 was a remarkable feat! A thought echoed by us all, I would Think the Author
of the article is identified only by the registration of the trike GY6864, at the time of
the last register ofBSA cars (October 1996) the vehicle was still in existence and living
in France.
Last autumn a 21st birthday was celebrated in my family. The coming of age was that of my air-cooled, twin-cylinder BSA three-wheeler, a 'Blue Star' special sports model that I first acquired on September 22, 1932.
To date, it and I have together covered over 160,000 miles - and some of my experiences may interest others who are, or who contemplate becoming members of the three-wheeler clan.
Last autumn a 21st birthday was celebrated in my family. The coming of age was that of my air-cooled, twin-cylinder BSA three-wheeler, a 'Blue Star' special sports model that I first acquired on September 22, 1932.
Let me start with the failings or complaints side first. In my case I found the engine lubrication system not too satisfactory and had big-end trouble and rather undue wear on the offside, or 'dry' cylinder around the 7,000 mile mark.
Being a bit of an engineer, I rearranged the oiling system by fitting under the camshaft a trough which is kept fed with oil from the pump, and the overflow spills over the big- ends etc. I also arranged a jet of oil to play on the big-ends and left the existing jet, as fitted by the makers, for the lubrication of the timing wheels. I further retained the oil feeds to the rear of each cylinder but they, together with the feeds to the camshaft, timing gear and big-ends, were all restricted to about 0.020-in. jet size to maintain the oil pressure. This was done by trial and error until I obtained 151b. p.s.i. on the gauge
when the oil was cold, and approximately 6-81b. p.s.i. when hot. I also did away with the oil regulator on top of the timing case, as there was obviously no further use for this. In any case, I felt that this was where I was getting some of the original trouble. Another fault is that the gearbox slowly passes its oil into the front wheel drive differential case. As this is a comparatively slow process I have done nothing about it, other than top-up the gearbox as required, and let some out of the differential case! I find that if one keeps the rear wheel arm trunnion bearings properly greased - as one should do - the Ferodo shock absorber disc soon becomes greasy and almost useless, until removed and cleaned with petrol.
I also found that the seat upholstery and those 'puncture-proof air cushions did not last more than about a couple of years. However, I have covered the seats with leather and replaced the air cushions with Dunlopillo.
Another point is that unless one adds about a tablespoonful of some sort of lubricating oil, or at least a double-dose of upper cylinder lubricant, to each gallon of petrol, the overhead valves are very prone to run dry in their guides and squeak at idling speeds.
It is to this oil in the petrol that I give very great credit for the long life of the engine. I have had only one set of new valves and guides and the third rebore was at 160,000 miles. This, to my way of thinking, is excellent service: and I have no air cleaner or other device to reduce cylinder wear.
I renewed the front universal joints and fabric couplings at around the 100,000-mile mark and occasionally have had to fit a road spring leaf.
Apart from these points the car has given me splendid service. It has been, and is, in daily use, including the war period, and has not been 'nursed' or 'petted' but is always kept reasonably clean and serviced, work which I do myself.
I find the tappets do not need adjusting from one decoke to another (that is, about every 10,000 miles) so long as the rocker gear is kept greased.
The handling of the car is most satisfactory, coupled with finger-tip steering, good brakes and excellent visibility. The suspension is a bit on the hard side, but one must not forget that the car is only a runabout and not a luxury limousine. I regularly obtain 45-47 m.p.g. on runs, but this changes to around the 40 m.p.g. figure on town work. The oil consumption is negligible and, as the car is usually driven between 45 - 50 m.p.h. I consider this quite satisfactory for an engine of this capacity (1,021 cc.). There is a maximum speed of a good 60 m.p.h. (on the speedometer) but this is very rarely used.
During all these years I have toured England and Scotland pretty thoroughly and have climbed such hills as Wrynose, Hardknott, Doverhay, Beggars' Roost and Rest-and-be- Thankful, to mention but a few, and have never failed.
My major expenses have been: three or four batteries (I use 11-plate, not the 9-plate type as originally fitted); one new hood and sidescreens: three rebores (one just commencing life); tyres, plus one inner tube. The tyres average 24,000 miles each, possibly because I fit 4.50 in. by 19 in. covers in place of the original 4.00 by 19 in. There have, of course, been sundry minor expenses such as lamp bulbs, wiper blades and the little odd things that go with any car or motorcycle, but I must say that this BSA has given, and I hope will still give, splendid, reliable service for a good many years yet. It certainly shows no signs of senile decay!
Perhaps I might mention that it is always started on the electric starter, winter or summer, until the battery is ageing - and then I treat it to another!
Last autumn a 21st birthday was celebrated in my family. The coming of age was that of my air-cooled, twin-cylinder BSA three-wheeler, a 'Blue Star' special sports model that I first acquired on September 22, 1932.
To date, it and I have together covered over 160,000 miles - and some of my experiences may interest others who are, or who contemplate becoming members of the three-wheeler clan.
Last autumn a 21st birthday was celebrated in my family. The coming of age was that of my air-cooled, twin-cylinder BSA three-wheeler, a 'Blue Star' special sports model that I first acquired on September 22, 1932.
Let me start with the failings or complaints side first. In my case I found the engine lubrication system not too satisfactory and had big-end trouble and rather undue wear on the offside, or 'dry' cylinder around the 7,000 mile mark.
Being a bit of an engineer, I rearranged the oiling system by fitting under the camshaft a trough which is kept fed with oil from the pump, and the overflow spills over the big- ends etc. I also arranged a jet of oil to play on the big-ends and left the existing jet, as fitted by the makers, for the lubrication of the timing wheels. I further retained the oil feeds to the rear of each cylinder but they, together with the feeds to the camshaft, timing gear and big-ends, were all restricted to about 0.020-in. jet size to maintain the oil pressure. This was done by trial and error until I obtained 151b. p.s.i. on the gauge
when the oil was cold, and approximately 6-81b. p.s.i. when hot. I also did away with the oil regulator on top of the timing case, as there was obviously no further use for this. In any case, I felt that this was where I was getting some of the original trouble. Another fault is that the gearbox slowly passes its oil into the front wheel drive differential case. As this is a comparatively slow process I have done nothing about it, other than top-up the gearbox as required, and let some out of the differential case! I find that if one keeps the rear wheel arm trunnion bearings properly greased - as one should do - the Ferodo shock absorber disc soon becomes greasy and almost useless, until removed and cleaned with petrol.
I also found that the seat upholstery and those 'puncture-proof air cushions did not last more than about a couple of years. However, I have covered the seats with leather and replaced the air cushions with Dunlopillo.
Another point is that unless one adds about a tablespoonful of some sort of lubricating oil, or at least a double-dose of upper cylinder lubricant, to each gallon of petrol, the overhead valves are very prone to run dry in their guides and squeak at idling speeds.
It is to this oil in the petrol that I give very great credit for the long life of the engine. I have had only one set of new valves and guides and the third rebore was at 160,000 miles. This, to my way of thinking, is excellent service: and I have no air cleaner or other device to reduce cylinder wear.
I renewed the front universal joints and fabric couplings at around the 100,000-mile mark and occasionally have had to fit a road spring leaf.
Apart from these points the car has given me splendid service. It has been, and is, in daily use, including the war period, and has not been 'nursed' or 'petted' but is always kept reasonably clean and serviced, work which I do myself.
I find the tappets do not need adjusting from one decoke to another (that is, about every 10,000 miles) so long as the rocker gear is kept greased.
The handling of the car is most satisfactory, coupled with finger-tip steering, good brakes and excellent visibility. The suspension is a bit on the hard side, but one must not forget that the car is only a runabout and not a luxury limousine. I regularly obtain 45-47 m.p.g. on runs, but this changes to around the 40 m.p.g. figure on town work. The oil consumption is negligible and, as the car is usually driven between 45 - 50 m.p.h. I consider this quite satisfactory for an engine of this capacity (1,021 cc.). There is a maximum speed of a good 60 m.p.h. (on the speedometer) but this is very rarely used.
During all these years I have toured England and Scotland pretty thoroughly and have climbed such hills as Wrynose, Hardknott, Doverhay, Beggars' Roost and Rest-and-be- Thankful, to mention but a few, and have never failed.
My major expenses have been: three or four batteries (I use 11-plate, not the 9-plate type as originally fitted); one new hood and sidescreens: three rebores (one just commencing life); tyres, plus one inner tube. The tyres average 24,000 miles each, possibly because I fit 4.50 in. by 19 in. covers in place of the original 4.00 by 19 in. There have, of course, been sundry minor expenses such as lamp bulbs, wiper blades and the little odd things that go with any car or motorcycle, but I must say that this BSA has given, and I hope will still give, splendid, reliable service for a good many years yet. It certainly shows no signs of senile decay!
Perhaps I might mention that it is always started on the electric starter, winter or summer, until the battery is ageing - and then I treat it to another!
Anon
  
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