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Speedway Engineering Hubs
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When people think luxury, they think of the Porsche. With its cars' high price tags, powerful engines, and smooth, sleek lines, there's no question that Porsche is one of the most prestigious automakers in the world.
The genius behind the company was a man named Ferdinand Porsche. Born in what is now the Czech Republic in 1875, he demonstrated astonishing mechanical aptitude at a young age. He was the third of five children. His father, a plumber, expected Ferdinand to take over the family business-but Ferdinand had other dreams. At eighteen, after completing an apprenticeship with his father, he took a job in Vienna with the firm Bela Egger & Co.
At the company, Ferdinand demonstrated impressive skill for his age. He built an electric wheel-hub motor, and was soon attracted across the street to rival Jakob Lohner & Co. This company was actively developing electric cars, and Ferdinand felt his skills could be better used there. And they were-three years after joining the company, Porsche had built an entire electric car.
This historic car, the Lohner-Porsche, was innovative in several ways. The two wheel-hub motors on the front wheels had an output of 2.5 horsepower, generated an astonishing 120-rpm, and were completely silent. The battery could travel 50 kilometers between recharges. The car could travel up to 50 kilometers per hour.
But this was only the beginning. Porsche began experimenting with internal-combustion motors, and his next car, the System Mixt, had internal-combustion wheel hub motors. Porsche went on to win several speed records and widespread acclaim-his name was now well-known not just in engineering circles, but also to the general public. In 1905, he won the coveted Poetting Prize as Austria's most outstanding engineer.
In 1906, Austro-Daimler offered to make Porsche its chief designer. Porsche accepted the job, and in 1910 he designed an 85-horsepower car for the Prince Henry Trial, an international competition named in honor of Prince Henry of Prussia. Porsche's designs won the top three places at the trial.
With the start of World War I, Austro-Daimler began to focus on producing war materials such as trucks, airplane engines, and mechanized weapons. Porsche saw his star rise further in these years; in 1916, he became Austro-Daimler's managing director. He was also awarded an honorary doctorate from Vienna Technical University. This honor was very meaningful to him. Ever afterwards, he was known as Professor or Doctor Porsche, and incorporated the honor into his company's name.
Dr. Porsche had competed in rallies and speed competitions since he became interested in building cars. He believed that by building racecars, he could improve the performance of all his vehicles. As a result, he developed an interest in building small, light, high-performance cars.
Unfortunately, he and Austro-Daimler did not see eye to eye. The company's board did not agree with the direction Porsche wanted to take, and eventually Porsche left. He went on to a position at Steyr, but the Great Depression made car-making an unprofitable business. The company collapsed, and Dr. Porsche was unemployed.
So he moved to Stuttgart, a town with a strong connection to the automotive industry and the location of several prominent car companies, and started a consulting business. His team consisted of people he had worked with before, and a few family members-including his son, Ferry.
The company's aim was to help other companies design better cars-not to design them itself. So in the beginning, none of the cars the company designed had the Porsche name. That changed when the government, now under Nazi control, came to Porsche with a project: design a car "for the people"-a Volkswagen.
Porsche as a company has always been closely tied to Volkswagen; many of the components of the early Porsche cars came from the Volkswagen Beetle. Porsche's Volkswagens were popular, affordable cars that survived after the collapse of the Third Reich. Porsche and his son, and later his grandson, went on to design such ground-breaking cars as the 911, the Boxster, the Spyder, the Roadster, the Carrera, and many others.
Porsche survived the Great Depression, the Third Reich, and dramatic corporate restructuring to keep its place at the forefront of the automotive industry. No matter the country, everyone knows that Porsche cars stand for luxury, power, and performance.
J Vince is managing director of the ECommerce Gifts and experience day company http://www.thanksdarling.com For a range of motoring and sporting gifts visit http://www.thanksdarling.com/categories/cricket,-golf-and-motorsport-gifts.htm
Chicken in a basket case to 100% road legal - Honda CR250
I have a dream - buy an old crate and turn it into a road legal lightweight green lane/enduro/evo machine..
The saga begins on the 1st April 2008 (!), drive up to Newport in South Wales and collect a 1987 CR250 non runner which I'd won on eBay. I took my daughter with me for a day out and something to do during the holidays.
So, found the right house, in the middle of a building site, looked at the bike, went ho, went hum, went ho hum and loaded the bike into the van. Now, the woman who was selling the bike for her husband who worked away from home had a back garden full of chickens, she had some more arriving soon so she wanted to get rid of a few. We travelled back into England with a knackered old CR250 in the back of the van and a free white hen sitting on my daughter's lap and it sat there all the way home.
Not much happened to the bike for a few months as I had my first enduro that weekend and then I came down with glandular fever the following week. After a few months I started to strip the bike down bagging up and labelling all the parts as I went. Then my savings got stuck in Iceland as the world's economies started to self destruct. So a few months more and then I went to work.
I thought I'd start with the swingarm so I ordered all the bearings I thought I'd need from Off Road Only (www.oro2u.com). Well, looking back on the process this was probably the hardest work. Not because it was technically difficult but because the old swingarm bearings were so difficult to get out. They self destructed, all the needles fell out and I was just left with the outer shells stuck fast.
When doing the job make sure you rest the swingarm on something solid, Workmates have two much give and concrete coal bunkers crumble. With the help of a neighbour who just happened to have a old strip of railway line in his garage I got the shells out with an aluminium drift and a 4lb hammer. A few weeks later I had a rebuilt swingarm and suspension linkage.
Now I needed to attach it to something so I took the main and rear sub frames to 1st Choice Finishes (www.1stchoicefinishes.co.uk) in Exeter for shot blasting all the hand painted silver paint off and powder coating to as close to the original red as I could get. Luckily I had a patch of the original colour on the frame that hadn't been molested by the Hammerite monkeys.
I had to get the bottom rails repaired as the shot blasting exposed some nasty holes in them. This was done by a local bike shop for a very reasonable price. Then back to 1st Choice to have it all magically turned red. Now that I had a nice frame, I installed the swingarm, bought new rear shock mounting bolts, fitted new shock bearings and it was starting to look like a bike again. I'd left the old head races in the frame when I had it coated so I got those out and fitted new ones, fitted new steering bearings and refitted the stem and yokes just to get them out of the way.
Next up was getting the forks rebuilt, this was done by Jamie Holmes at Bike WorX (www.bike-worx.com) in Exeter. Jamie is an experienced motocross and speedway rider and has also campaigned a CR500 hill climber. A few months later I also used Jamie for the complete rebuild of my engine once I had sourced some parts from Service Honda in the USA. It was cheaper to buy the big bits I needed from the USA than from Honda UK, even after postage and VAT.
Once I had the forks back they were fitted in the yokes. I'd already fitted new wheel bearings into the old wheels which still had the old motocross tyres fitted, so I put the wheels in, added the old handlebars and I now had a rolling chassis. For the sake of the modern world I was trying to buy as many parts as I could online. I'd managed to find an online retailer which stocked 1987 UFO plastics so I ordered a full set, some hand guards and a headlight unit, all in Honda red. I'd always liked big desert racing petrol tanks and the standard CR250 tank was too small for what I envisaged using the bike for, so a plan was hatched.
I came across justgastanks.com, again in the USA, they stocked a 3.5 gallon Clarke desert tank which incorporated the radiator shrouds as part of the tank. I found it listed for sale in this country but it worked out cheaper getting it from across the pond. When it arrived I was relieved to see that their bright red colour was very similar to UFO's 'plast red' that all the plastics were in.
As I mentioned earlier, Jamie rebuilt the engine for me. The reason it didn't run when I bought it was because the engine had seized, the barrel was badly gouged and the head had lots of bits of piston impacted in it, the big end bearing was shot, the clutch casing was broken and the water pump was held together with JB Weld. Instead of a barrel re-sleave which can cause overheating problems I spent a little bit more and had the barrel replated so it was as good as when it left the factory back in 1987.
The complete engine came back to me a mixture of a spanking looking bare aluminium barrel, new side casings and the scruffy old crankcases. Jamie had recommended using black Plasti-Kote BBQ paint to paint the engine, after a quick trip to B&Q for the paint, some masking tape over the engine's ports and a large three sided cardboard box as a painting booth I was ready to go. I wire brushed the crankcases and started spraying, four coats of paint all over the engine and the job was finished. I used the same paint on the radiators too, I only used 1 can for the engine and rads - £6.
A couple of weeks later I got around to fitting the engine which I thought would simply be a case of picking it up, putting it in the frame, standing back and drinking coffee. 1st rule of anything - double or maybe triple the time you think something will take. As I was trying to fit a complete engine into the frame I had to remove the rear wheel, swingarm and rear sub-frame. Once I'd done that it fitted in easily, then another half hour to rebuild the back end of the bike and it looked even more complete. I'd bought a stainless steel bolt set months before on eBay just as a 'that would be nice' purchase so I replaced the most visible bolts with shiny stainless steel items, now the whole thing was starting to look really nice.
Now that I'd done so much in a short space of time I couldn't stop, I dug the ignition system out of a cardboard box and fitted it and was very pleased to see a spark when I kicked the engine over. As it was now about midnight I thought I'd wait until the next day to get it running. Run it did! Having toyed with the idea of getting all the lights working before the MoT, having spoken to Roger Hart I realised I didn't have to, just buy a battery horn and try my luck for a 'no lights fitted' MoT. I'd bought a Pro-Circuit exhaust from the USA as the UK importers mucked me around so much, I repacked the silencer until I thought it wasn't too loud and booked an MoT at Green Lane Motorcycles in Exeter. Fail! Wheels, now with road legal tyres, too badly corroded and not enough damping in the rear shock.
It was cheaper to buy a second hand shock on eBay rather than get what I had rebuilt so that is what I did. Having priced up complete new wheels or new rims and spokes on my original hubs I went to Dave Massam Motorcycles in Colyton for new rims and spokes. 3 months later (long story) I collected my lovely rebuilt wheels with stainless steel spokes and gold anodised rims just like the originals. Fitted the new second hand shock, put the tyres on and then put the wheels back in the bike. Then I booked another MoT test at Green Lane Motorcycles. Pass - hurrah!
Now it had an MoT I could get it insured. I'd had the bike inspected by the Exeter DVLA Office just before the first MoT test to make sure it was what I said it was. So with a form confirming that I'd had the frame number re-stamped as the original was not very clear, the insurance certificate, MoT certificate and a letter from Honda confirming date of manufacture I went back to the DVLA office to get the bike registered. I was really surprised to be in and out in 25 minutes. I completed a V55 form for 1st registration of a vehicle, paid my £88 (£55 registration, £33 tax) and was told I be sent a tax disc with a letter advising me of my age related registration number within 7 working days. The tax disc and letter turned up within 7 days and the V5 about a week later, I was now the proud owner of a 'brand new' D reg 1987 road legal motocross bike.
To get to this stage from purchase took me 1 year 3 months and 28 days. It cost me a bit of a money but I learnt a shed load of skills and I've now built my first ever motorbike, from scratch. I still want to get the lights working as intended, I have a 40W lighting coil fitted to the engine so all I really need is a wiring loom and a switch cluster. I'll get around to it in the winter. The restoration is not yet complete but the bike is now road legal, time to have some fun. To be continued
PS The chicken lives and still lays eggs!
Ongoing restoration thread can be found here.
http://www.devonmotorcyclecouriers.co.uk
About the Author
Ian Simmins
Exeter Plymouth Devon Courier Service - Devon Motorcycle Couriers
http://www.devonmotorcyclecouriers.co.uk
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