My garage residents have proven to be pretty easy to deal with. Fresh fluids and filters throughout, grease were needed.
  A couple bikes do require money to be spent, and this is a good time to get on it.
 
  Laverda Jota.  Mk2 Jotas suffer from a well known situation with their front fender. Laverda hand made their own tin ware including fenders. Unique to Mk2 front fenders was a cracking from vibration right at the front. Their fix was to knurl the front like the back of the fender. They instituted this fix on the 1982 Jota 120 ( production of perhaps 260 machines) and 1200 Mirage with 180 crank engines. The bracketry and assembly is the same as the pre knurled front fender.
 Of course Wolfgang has brand new OEM fenders in stock in factory metallic grey, so a local paint shop will be entrusted to match the rest of the bike.

  Norton 850 Commando.   During the International Norton Rally last summer I noticed the speedometer was acting spastic, especially after a long run of racing with buddies at speeds over 90 mph. Putting a drill on the Speedo drive cable showed that the gauge was operating nice and smooth. I suspected the Speedo drive on the rear wheel axle, as it was a non English made unit. Pulling the rear wheel showed carnage and death of the unit. 3 day delivery from Walridge Motors in Ontario meant easy repairs. I also noticed very poor condition of the Cush drive rubbers on the rear hub drive, again 3 day delivery and very reasonable prices.

  That’s really it. If I feel energetic I might check valve clearances on the Norton after retorque the head, renew a couple tapper cover gaskets that don’t seem to seal good anymore.

I changed the air filter on my Goldwing.  That took most of a week!  The Wing needs new rear brake pads, which will take another week.  The cruise control hasn't worked since I bought the bike so this winter I plan to fix it.  I need to change the oil and filter, which will take most of a day.

The Z1 and KZ1000 have been sleeping all season and I don't plan any work on them.

The KZ650 is near completion, other than paint and an exhaust.  Time to spend some money.

The insurance on the Tracer900 ran out today.  Put it up on the lift.  New Yamalube filter and synthetic oil.  When I get to it, next time my truck needs gas, I’ll get a jerry can of fuel and tip top the tank.

Other than routine maintenance we are going to start the Triumph TSX project.  Will try and get it on the road by next season although cosmetics may take a little longer.    June wants it rideable in the New Year.

   I didn't realize you had a Meriden Triumph TSX John. Are you aware how very rare those are???

Steve, my understanding is 100 TSX Bonnevilles came to North America in which 3 of them came to Canada.    We started work on it before illness fell on me so it has been a couple of years waiting in the garage as others came first and now we are caught up unless of course we get a call from the "enabler"  June will be getting her fingers dirty on this one also as she wants me to teach her my limited skills!
I will try and get a couple of Pics and post them on the site.

Looking forward to photos on your next project.  Don't recall WHAT made the TSK Bonnevilles different from the rest.  I have a friend in Kamloops with a mid 80's Bonneville, which I believe is a 5 speed, and is in good condition tucked away.  He also has a '64 Bonny on a stand in his living room.  I seem to recall the speedo showed about 135 miles.

Here is a couple of Pix of Junes TSX  from the garage today  Will need to rebuild the brake callipers and try and get the master cylinders freed up,  a bit of my favorite thing (electrics)
After removing them the bike still would not roll   Clutch was stuck so put it against the concrete wall and hit the starter button and that freed it up.  Engine starts now also

   Some interesting information about the TSX model:

Essentially a Triumph Bonneville with "West Coast" American styling, the TSX was distinguished by many details. The outstanding feature was its lowered chassis and 16-inch-diameter (410 mm) rear wheel (instead of the usual 18 inch rim) with the engine offset in the frame, a unique swingarm and a suitably abbreviated chromed chainguard all to accommodate this.[4][5][6]

The TSX engine was a standard American specification T140ES (electric start Bonneville) 748 cc (45.6 cu in)[4] with two 32-mm Bing carburettors[6] (made under licence by Amal[7]) and Lucas electronic ignition.[5] Although the German importer offered electric start as an option for their TSX, in all other markets, it was the kickstart that was the optional extra.[8] Whilst retaining the polished outer covers, the rest of the TSX engine differed cosmetically being black painted with the cooling fin edges bright polished.[6][4] The engine's chromed exhaust pipes were of a larger bore than the standard Bonneville with a balance pipe between the short megaphone silencers hidden under the frame.[4][6]

The TSX frame differed from the standard Bonneville frame in having the mounting points for the Paioli rear shock absorbers set at a lower angle for the lower seat height emulating a 'low rider' look and a bracket to enable the exterior mounting of the Brembo rear brake master cylinder.[4] The TSX seat unique to the model had a pronounced step so that the rider sat in rather than upon it.[4] The passenger grabrail was also unique to the TSX being raised to take account of the higher step of the passenger seating and rubber-mounted the rear turn indicators.[6] The TSX side panels were new too and of a more abbreviated form than those of other Triumph models.[6][4] Both the front and rear mudguards were shorter than the standard Bonneville, the former being from the failed T140D Bonneville Special albeit now with a painted finish.[6][4] The rear mudguard had a black plastic extension for the large vehicle registration plate mandatory in the United Kingdom.[4]

The TSX fuel tank was a unique design made in Italy for the model having only one angled Paioli left hand petrol tap situated ahead to accommodate the larger Bing carburettors and off-set engine.[6] This tank also had Moulton's specified centralised filler hole with an optional locking cap (mandatory for America) and a balance pipe situated on the front of the tank's underside.[4][3][5][9] For the first time on a Bonneville model, decals were used to decorate the tank and side panels, these being of the gold-hand lined red/orange/yellow stripe type.[6][4] The underlying TSX paint scheme was initially Burgundy with a Midnight Black version later offered alongside it from August 1982.[6][4][3] Midnight Blue was proposed as a further alternative for the unrealised 1983/4 version of the TSX.[4]

A slightly lower rise and wider USA style handlebar was fitted and chromed Lucas turn indicators returned in place of the black plastic ULO items that had replaced them on other Triumph models from 1981.[6][4][5] A chromed Lucas H4 headlamp was mounted on a thick chromed wire surround.[6][8][10]

A Brembo rear brake master cylinder was fitted in place of the usual Automotive Products (AP) Lockheed item which remained for the front, as well as supplying both front and rear calipers. Dual front discs were an option.[11][5][4]

Although the 1982–1983 brochure showed Goodyear 'Eagle' tyres fitted, an Avon 'Roadrunner' rear and 'Speedmaster' front tyre went on production models, the tyres' raised lettering being picked out in white.[6][8]

Whilst there were components from Germany such as the Magura choke lever and Bumm mirrors and Italian Veglia instruments , Brembo rear brake master cylinder and Paioli rear shock absorbers and petrol tap, the only American parts on the TSX, a model targeting the American market, were the Morris alloy wheels.[4]

Production
Assembly of the TSX component parts was to begin in March 1982 with the model being unveiled the following month at the 1982 International Motorcycle Show at the National Exhibition Centre with Moulton in attendance and production starting in June. Moulton forecast sales of 1000 TSX provided the first ones arrived stateside no later than June 1982 ready for the 1983 spring selling season.[1] Referencing Japanese rivals in the factory custom low rider market, Moulton advertised the TSX stateside with the line, A Yamakawahonzuki It Ain't.[2] This was Triumph Motorcycles America's last press advertisement.[12] Despite being well-received stateside,[13] Triumph could only afford to export 140 TSX to the target American market.[9]



Epilogue
The TSX, unchanged but with an extra Midnight Blue colour option, was to have been included in the factory's unrealised 1984 range It was called the TSX4 to distinguish it from its proposed new stablemate the similarly styled TSX8. The TSX8 was instead fitted with the eight valve engine from the Triumph T140W TSS. Side panel badges added a '4' or '8' to reflect the new designations.[4][15] Wayne Moulton originally designed the TSX with the 8-valve TSS engine in mind but this engine had not been finalised in time for production.[9]

Production of all Triumph models ceased with the closure of the Meriden works on August 26, 1983.[1]

I know a guy in Spences bridge that used to have one.

  Test rode the Commando today. Speedo indicates close to my GPS, is smooth, quiet, shifts great and brakes work good, using the updated manual of the INOA Norton Service Notes. It’s still spitting a bit of grease, but much less than before so that’s a good thing I guess.

The TSX graphics remind me of the early 80's Yamaha 650 Seca.

Looks like it's in nice condition hopefully it will make a showing at the Fort next year.

  Research on replacing the aftermarket rear shock on my airhead GS, currently a failed Progressive shock. Never was happy with this unit, very stiff and slow rebound, coupled with the spring which wore against the factory sized tire, and ultimately leaking now, and apparently expensive to rebuild.
  Various interaction involving best price, solid capability, avoidance of Chinese made product, has led me to ordering an Ikon Dial-a-Ride Monoshock with preload and rebound adjustment. Best price delivered from suppliers in North America was Walridge Motors in Ontario.

  Further to Wednesday's coffee conversation with Wheels and the current project of June's Triumph TSX, here's a selection of sale items, as well as current inventory of parts for her bike at Walridge Motors:


https://www.walridge.com/wp-content/uploads/2023/11/SALES-FLYER-2023.pdf


http://www.walridge.com/wp-content/uploads/2018/09/Walridge-Catalogue-2018.pdf  Page 70-74 exhaust
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I pulled the front wheel off the Goldwing to check the brakes.  They are fine!  With the wheel off I decided to pull the lower front covers to clean them and discovered a new way to change the oil and filter!  So that's done!  The rear part of the front fender has a serious crack needing some glue, so that's next.  Then reassemble everything.

Next on the list is the rear brakes and rear differential oil change.  I should also check the sidecar brake but I have no room on that side so will have to turn the bike around and back it into the shop, preferably before the snow flies.  Otherwise it may wait til next spring.

  Another mini project,,,,,,factory oem tank bag, the 2 straps on the back that hook under the back of the tank, are attached to stretch bands about 2" wide. They've deteriorated from age [1992 purchase]. I found a boot and leather repair guy near Guildford Mall,  recommended by Shail's MC that will stitch in new stretch bands no problem.

Once I'm over Covid the K6 project will continue. I have an engine stand coming which should make cleaning and painting/polishing the engine much easier. I pulled my 1981 CB750F out of the shed, turned on the gas and immediately had a large puddle of gas on the ground. That will teach me to not run it dry. The brakes seem to dragging too. So, push the K6 aside for a bit. Cliff.

 Took delivery of my new Ikon 3610 rear shock last night. 15 minutes to install. spent time cleaning and re-lubing the fasten points. Took the bumblebee out for an hour ride today, on settings they set up for me and the pannier kit I have. Astounding difference, positive. +    Played around with the rebound a bit but put it back to the setting they set up for the information I gave them. A vast improvement over the Progressive shock I had, plus it doesn't wear against my rear tire like the Progressive did.
 Situation #2 done!!

I was waiting on some fasteners to button up the front plastic on the Goldwing.  They arrived today so I can finish the front end this week.  While I was waiting I pulled the rear brake pads and ordered a new set.  I probably won't have them before Christmas so that job has to wait til Jan.  That pretty much finishes the Goldwing, other than checking the sidecar brake.  I'm going to need a new front tire next summer so will probably order it in the new year.

  3 weeks for brake pads??

Partzilla.  So two for sure.  I got a notice this morning that they shipped today.

got the 650 yamaha, 74 xl100 and 90 pacific coast all ready for the road. have stripped down the 67 suzuki t200. now alot of sand blasting to get ready for powder coating. the motor looks like all it needs is a hone and new rings and a good cleaning .
i am also building an A65 BSA  motor. any body got any parts laying around? i need cylinder, head with valves and such, push rods, primary chain and sprockets, and clutch. any help would be appreciated.

Well, give me the year and model info and I can definitely help as I have 6-8 heads, 5-6 cylinder sets and a variety of engine spares. There is also a complete spare '69(?) Thunderbolt engine around my shop as well. I have a great variety of internals to go with these also.
Frank

     I've gotta recommend this little shop for any leather repairs on boots, leather jackets, etc. The repair on my tank bag was actually pretty impressive! And inexpensive!!!
  G.A.M Shoe and Leather Repair. Across the street from Guildford Mall. 604-584-1116.  10212,152 St, Surrey

 Project #3.

  Last minute decision to change the fork
Oil on the big red pig (XR650L) , went from a 1/2 hr drain to a 3 hr mess, as inn2004 , Honda bean counters decided to save $.50 per dinosaur to negate the drainage screw at the bottom Of the fork. So, fork removal is the new drainage method. I’ve been wanting to change to a thicker fluid to stop the 10” fork dive, original fluid in an ‘08. Found the 8000 km front brake pads to be inside of 2mm left of pad material, not impressed with Galfer on that situation!  Fortnine 11pm order processed, free shipping, 1 tax. The red pig still lives!!’