The trip to East Fortune, Scotland, was wet, very wet.The meeting was cancelled on the Sunday
Lunch.We were however able to rectify a
fault with the MV.
The MV 3 Cylinder was OK for Brian’s 6 or 7 laps, but when
yours truly finally had the courage to go trackside on a wet track with heavy
rain the engine would not pull above 5 thousand revs.
After a lot of larking about with jets and needle positions
the fault was with the floats.These are
made from two pressed halves of brass soldered together.These were leaking big time and allowing
petrol into the float body.
On examination the ethanol in the fuel had attacked the
solder and, as a by- the- way, ethanol also attacks magnesium, so much for the
pasture grown petrol!The World is
starving so lets keep the land for crops.
On the way home 350 miles of boredom, Mark driving, we got
to reading Alan Cathcart’s article on Gilera in Classic Racer.Now here’s a conundrum – how do you get 4-one
piece rods on a one piece Crankshaft?Answer – you don’t!The
Crankshaft is made in five parts and pressed together after the conrods have
One other little matter – all MCN Road Tests state the
handling of the latest MV4 and 3 Cylinder motorcycles is greatly improved by
the backward rotating crankshaft as though the manufacturers have just seen the
light and had a vision from God.
Our Gilera Grand Prix bike 1957 has a backward rotating
crankshaft.For the simple reason the
chain is on the right and the engine drive socket is fitted to the end of the
mainshaft.At the other end of this
shaft is the Primary Gear, which is directly driven by the Crankshaft.This also applies when the shaft drive unit
is removed from the 4 cylinder Road bikes and replaced by the chain drive
conversion.As they say nothing is new
in motorcycle engine construction, it’s all been tried before!
If you are going to the Classic Club Donnington Track
meeting in August, make yourself known to us, you are more than welcome.