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Messages - westfieldandy
16
« on: March 06, 2016, 01:41:11 PM »
have you found some, I could probably sort something out for you.
pm me
andy
17
« on: March 06, 2016, 01:37:56 PM »
I have seen first hand the damage broken chains and failed primary rubbers do to an engine. so for peace of mind I would consider some hd ones.
If your engine is standard then ok not so much of a concern.
The 'smith honda cr' never actually broke a chain in our 3 year go at the uk championships, but we always used new hd chains when we rebuilt the motor.
But once we started churning out 95hp things really started to let go. Primary rubbers disintegrated, which caused the chains to jump a tooth, which broke one of them, which in turn tore all the teeth off the crank, and also cracked a liner. people have lost cases to broken chains i am told. but this bike is putting out a lot more torque, and that torque is being used all the time, not just a squirt away from the lights, so keep things in perspective.
our first season we used new standard ones, but we also ony had 76 hp and less torque.
18
« on: March 06, 2016, 01:24:46 PM »
Carpy's pipes look like they should work well and price is not too bad, especially if he helps etc, My 'smith honda cr750' which rob wittey took to victory in 750, and 1300 uk classes last year, went through several types of exhaust in its racing life, initially with 4 into 4 open megga's, then we went to 4 into 1 sytems, and a larger can for baffling to get within uk sound regs. I imported one of the curved hand bent yosh systems from japan (not the same as carpys) Rob my rider had a good look at the sytem, the baffle was terrible, and internally were all the pipes are let into the collector nothing was finished properly with ends all bashing together. just stuffed in and welded. Rob spent a lot of time fettling this area, because we thought the system should work. the baffle was left out because it was useless and we would have needed to make something suitable if the system proved to be better. but after all this, and rejetting to suit the system gave 3hp more than our original system but this was only between the 9 to 10k rev range, the rest of the revrange was below power and less tractable. So what was our original system based on.  ?? The header pipes were an old motad 4 into 1, I heated and bent them slightly to be as close to sump as possible, and Rob did his 'special' mod to the collector as he sort of turned into a bit of an expert with the die grinder. the rest of the system was home made to be as tight to the bike as possible and to try and look a bit period as far as possible and have a 1oodb noise pass, as well as being straight thro type baffling. The next test would be one of carpy's, or a lighter weight version of what we have. but we beat em all any way. so I suppose its not so important now. andy
19
« on: March 06, 2016, 01:00:23 PM »
I have sold several sets of cr29's to several sohc bike owners now, mainly F2 owners with blocked up throttle pump jets and rough running bikes. and the new ones with idle circuit can be made to run really well, as long as they are set up correctly on a dyno. I currently have an 812cc K engine running on them with a mild cam and standard unmodified K head, the bike is really tractable and pulls really clean all the way through the revrange. but it was set up on an dyno properly. I would really recomend.
If the bike were to be used for touring long distance and in all weathers then I would probably point you back towards standard carbs because they work better with air filters. and CR's have open bellmouths, so road grime and dirt dont agree with your engine.
20
« on: April 27, 2014, 10:42:07 AM »
I have a couple of frames with log books both are late frames f1 or f2.
21
« on: April 27, 2014, 10:21:36 AM »
As requested recent pic of our cr750. This has been built to meet current regs of crmc f750, last year we were 2nd in championship, we finished in top 4 each race and had 100 % reliability. I have a very good rider rob wittey who has helped with the rebuild and develop the specification. We are the underdog though, the bike is heavyier and has less power than the competition, but we are working on that, although first meeting this year the reliability gremlin hit us big time, headgasket spat itself out of the fairing, and crank split into 2.
22
« on: April 26, 2014, 02:02:25 PM »
Just seen your post, we have been running 2 cr750 honda,s and last year ran no70 in f750 championship with very good reults, 2nd in championship, we will be running again this year, but because we like to make and develop our own stuff we do have moulds for bodywork and cnc files for engine covers etc, so can supply fairings and screens etc, all money goes towards racing. See us next at lydden in may. See crmc.co.uk website for all dates
23
« on: April 26, 2014, 11:28:37 AM »
Just to clarify the code is different between f and k engine shells of the same colour, whats different
24
« on: April 26, 2014, 11:25:16 AM »
Rebuilding our cr750 race bike after crank snapped, i noticed on dave silvers site the shells for mains and big end have different codes. Does anybody know whats different
25
« on: August 15, 2013, 09:28:24 AM »
I should have posted what i have been up to here, but not had time,
thought it might be of interest though,
We have rebuilt my CR750 with some slight variances from original spec and have been competing against a sea of rob north triumphs in the crmc f750 class this year. we have developed many parts for the bike during the season and hope to have some of the parts available next year, we are 2nd in the championship as i write with 2 races left. So i think I can probably say (tongue in cheek) the most competitive cr in the uk in 2013. last round sneterton in september.
26
« on: May 03, 2013, 02:00:36 PM »
Thanks for your comments chaps, apologies for the pdf, I'm a bit dodgy on computers and the jpegs i had were massive.
My apologies also To Rob wittey, for not mentioning him. He is the rider for this season.
Looking forward to 2nd round at anglesea.
I am in a position to help anybody with their cr builds should they require assistance. currently developing a decent shock for rear end.
27
« on: May 01, 2013, 01:41:45 PM »
I've finally got one of my Honda CR's out and after a long winter rebuild with help from PDQ, we managed a decent result at darley in april. Next round is 18/19th may at anglesey, come and introduce yourselves if you are in the paddock. Need some spares though, I need oil pumps and gearboxes, if anybodys got anything.
28
« on: March 18, 2013, 01:29:13 PM »
I need to replace seals on my front calipers, but i have discovered that my k2 bike has a dual disc conversion, but the calipers look like F1. with caliper fixing bolts on outside. but the discs are smaller in dia than std k6, so could it have 55o discs calipers, can anyone help what seals do i buy. nobody seems to list piston dia's etc
andy
29
« on: February 01, 2013, 02:43:47 PM »
Hi
I really need a new oil pump, all my rotors are pitted and scored, and because i have a nice new engine to put into my race bike, i really would like to give it a new pump or rebuilt pump with new rotors. can anybody help. i dont seem to be able to find anything
james
30
« on: June 12, 2011, 06:42:31 PM »
Hi
Just a few pics of my bikes at various events etc etc, Seeley 750, the last one off the production line i believe, and my version of a cr750 replica which i have had many years fun riding and developing.
other bikes include ducati 900 ss bevel, laverda motjuic 500, another cr750, harris mk1 honda 900, and several other cb750 spares bikes, if you are interested
the seeley has currently had enough and sits waiting some attention, mind you she gave me a first place, and has been to zolder and to reims and taken a hell of a thrashing, so i should not complain.
andy
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