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Author Topic: 1953 Indian Chief Restoration  (Read 411 times)
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Kosmic
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« on: December 16, 2017, 09:34:50 PM »

Here is my 1953 Indian Chief 80 cu. in. Roadmaster, which is one of the very last of the 250 produced by the Springfield, Mass. factory in their final year of production.


The main bearing races were line-honed to the precise final tolerances required for the flywheel shafts.
<a href="http://www.youtube.com/watch?v=dW-L_PxawYU" target="_blank" class="aeva_link bbc_link new_win">http://www.youtube.com/watch?v=dW-L_PxawYU</a>










The connecting rod big ends honed to final size.


Crank pin being installed.


The flywheels were trued to within .005


The rods were checked for straightness, and they were perfect!


After broken cylinder head fins were welded and repaired, the heads were resurfaced.


The chassis is coming along, rebuilt forks and rear suspension.




Wheel alignment checked with a laser.




I've had to invest in some tools, which have been long overdue! They make many things possible!











« Last Edit: December 16, 2017, 10:13:33 PM by Kosmic » Logged

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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
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« Reply #1 on: December 17, 2017, 02:04:26 PM »

 
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« Reply #2 on: December 17, 2017, 03:40:00 PM »

42 years as a machinist allows me to say that there's some quality work going on here!
 clap clap clap clap clap clap clap clap clap
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Kosmic
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« Reply #3 on: December 18, 2017, 03:41:13 AM »

Thanks Metalcarver and Voltar, I hope to do you proud on this restoration. thumb
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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
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« Reply #4 on: December 18, 2017, 11:46:27 AM »

We are always proud of our RDS Leader.

 
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« Reply #5 on: December 22, 2017, 03:21:18 AM »

I bow to the Master.... thumb

Ouiss, Sensei!

Oh, and Merry Christmas and a Happy Kwanza to you all as well...

Rally on,

Stovey
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« Reply #6 on: December 29, 2017, 02:31:25 AM »

Jes' sayin.....



Fer yer dotage.
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Kosmic
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« Reply #7 on: January 05, 2018, 04:10:05 PM »

Ok, I've bead blasted the major aluminum components (cylinder head, crankcases, primary and transmission cases) it turned out better than I expected.
Here is a comparison of the unblasted surface on the oil pump body.







The most labor intensive part of bead blasting is the cleaning of the blast media from every threaded hole or orifice.
Many hours spent spraying brake cleaner and running brushes with a drill motor through passageways, bushings, threaded holes, followed by intense scrubbing and washing of the parts.


A rough assembly of the major components, checking for a good fit.


I'll have to shim the transmission case mounts for a good fit to the crankcases, this could result in a broken case mount otherwise.


Taking apart the distributor drive gear and shaft, so I can fit a new bushing.


The oil pump gears are in poor condition, so new gears will be fitted.


More to come!
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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
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« Reply #8 on: January 05, 2018, 05:41:30 PM »

 lurk
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Kosmic
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« Reply #9 on: January 05, 2018, 08:54:18 PM »

Here are the guts of the oil pump, with new gears.





This is the distributor drive shaft, which runs in a large steel bushing within the oil pump casting, the helical gear is pinned to the shaft and driven by the camshaft.


Having slipped the new steel bushing onto the shaft, I pressed the helical drive gear onto the generator drive shaft.
The steel bushing is a slip fit into the aluminum pump body and is secured with a set screw.


The final assembly of the oil pump gearbox and distributor drive shaft to the cast aluminum body was tricky.
The oil pump gears in the gearbox  were binding up when the screws holding the box cover were tightened.
After a taking the gearbox apart several times, I found a small metal shaving lodged between one of the gears and the shaft is was pressed on to. The shaving was keeping the gear from running true on the shaft. I also became an expert in installing small 1/8" diameter spring pins that replaced the rivets which held the gears to the shafts.
You gotta go slow and careful with this stuff, because these parts don't grow on trees! Plus your dealing with soft aluminum threads!


Voila! An oil pump and distributor fit for a king!
« Last Edit: January 05, 2018, 09:02:36 PM by Kosmic » Logged

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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
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« Reply #10 on: January 05, 2018, 09:24:17 PM »

 thumb
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« Reply #11 on: January 06, 2018, 06:01:57 PM »

Can you say,   "mad skillz?"

 eek


 thumb

I yield to the Master, Kosmic!

Stovey
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« Reply #12 on: January 06, 2018, 06:13:28 PM »

Keep buzzing my lips and shifting and everything.
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Kosmic
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« Reply #13 on: January 06, 2018, 06:15:39 PM »

Thanks guys! I am glad someone other than me is enjoying the restoration. In the end, I'll print this thread as a pdf file and save it for posterity. thumb
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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
Kosmic
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« Reply #14 on: January 10, 2018, 02:06:04 AM »

I am dry fitting the pistons, cylinders and heads and checking for clearance between the piston and the heads.
The cylinder bolt holes were full of sludge and carbon, so they are all clean and each head bolt goes in properly to 3/4" depth. I want to make sure the head gasket gets compressed properly. I'll shorten a couple head bolts a bit, because they bottom out in the cylinder.


The copper gaskets are .065 thick, which leaves .060 piston clearance (blue clay) .


The crankshaft end play is at .042, so I'll get that down to .015 - .030 with a new thrust washer on the flywheel drive side. Then I'll aim for .005 - .015 end play with the compensator sprocket installed.



The pistons have good clearance at .006 at the piston skirt, the pistons expand quite a bit, so they shouldn't be any tighter than .005.


Still a long way to go, but I'll get there!

« Last Edit: January 10, 2018, 02:12:06 AM by Kosmic » Logged

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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
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« Reply #15 on: January 13, 2018, 02:05:57 PM »

Your are gonna wanna remove that blue tack on reassembly.

BTW- Blue tack is a wonderful product for the shop.  It can hold anything in place temporary.   I use it to hold wires and pins in place when I solder.  Holds decals and other stuff as well. 
https://www.amazon.com/Blu-Tack-060968-Reusable-Adhesive-75g/dp/B001FGLX72/
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« Reply #16 on: January 13, 2018, 06:10:45 PM »

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Kosmic
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« Reply #17 on: January 14, 2018, 02:53:39 AM »

I've been determining the end play in the camshafts, one is tight the other is loose. So I'll shave one bushing down, and shim the other.
I'm waiting for an order of crankshaft shims, camshaft shims, clutch basket shims, and assorted special nuts for the clutch and compensating sprocket.
I'll be lapping the valve seats and painting the cylinder barrels soon too.





I verified that my camshafts are the higher lift "Bonneville" cams which should give a bit more performance as the name implies!
They require an additional set of valve springs that fit inside of the standard valve springs.

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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
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« Reply #18 on: January 14, 2018, 05:14:39 AM »

You've done this before.

Just sayin'.
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Voltar
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« Reply #19 on: January 14, 2018, 12:39:56 PM »

I wanna see!
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Kosmic
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« Reply #20 on: January 19, 2018, 07:59:42 PM »

The 53 Chief started life as a basket case, and the basket had no generator. I was debating whether to run an original Autolite 6 volt system or a modern generator which comes in both 6 volt and 12 volt. Finding this beautiful original Autolite on eBAY helped make the decision to run a stock unit. The bike will be more authentic with it and I can still upgrade to a solid state regulator which is externally an exact copy of the factory original regulator.
This is a sweet generator, no junk here!





My clutch hub is pretty nasty because of the rust which has eaten away at the splines where the clutch plates run, also the tapered hole where it mounts to the transmission main shaft is not good either. So, I found a new replacement, but its not quite as tall. I think I can use it though... I'm researching that.



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13 Super Ténéré - 01 Buell S3 - 03 DRZ 400 - 1948 Indian Chief - 1924 Indian Chief - 1953 Indian Chief - BMW R100/7
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