Cranks The next crank batch was about 30% through when the CNC contractor went bust. They have been taken over and the balance of work will be finished by the same engineers working for another company.
This is to explain that there is a delay in production before the expensive heat treatment takes place.
I have planned for 4 sets of SS Flyer type cranks and 20 sets of LS (1928 on) cranks. Of these 20 sets, I have interest to supply 4 sets in the ultimate variant that has tungsten balancing slugs.
I have not previously made much mention of this variant, as they can only have the provision for balancing slugs incorporated before heat treatment and the extra cost is significant. In truth, I only ever did them for my own private use, but some years ago Carl Stormer visited with an engine and asked if I would rebuild it to the highest spec as if I were building for myself.
I had one spare set of slugged cranks and used these together with the first example of a weighted flywheel to be sold. Carl is the only owner to be able to give an accurate, independant and objective opinion of the benefit of slugged cranks, as he has two engines from me where the only difference is the slugged cranks. If anyone has a wish to have set of such cranks and is fortunate enough to be able to afford this luxury, then it will be possible to include in the production until about mid February.
I suggest anyone interested consult Carl.
Super fork stems. I need to order some of the same steel as the cranks are made from to make a couple of stems to special order. The stems can be heat treated with the cranks and thus share the expensive heat treatment inert gas furnace costs. Without this, they would be excessively expensive. If anyone wants an insurance policy for their Super Squirrel forks, you have a window of about 3 weeks to decide only.
Please understand, I really do not need this extra work as I have plenty, including a new order from Austria for a Moss Scott Replica Sports engine for Historic Racing from all new high strength heat treated alloy castings.
I just want to be sure that if there was anyone who wanted to take advantage of this window of opportunity, that they at least were aware of it.
Undertrays. As an extra feature to my new high strength undertrays, I have now produced stainless snail cams to prevent the old problem of the outrigger being pulled back by the rear chain. These are in the form of a 1/8″ laser cut plate in stainless steel with a 5/8″ hole central. I will machine 1/8″ off the outside of the rear LH mounting boss so that it is positioned and clamped by the 5/8″ bolt.
The procedure is then to slacken the rear 5/8″ bolt, tap round the snail cam to give clearance for the outrigger to move, adjust the outrigger to reset primary chain tension and re-clamp, tap round snail cam until it is in contact with the rear of the outrigger, then tighten 5/8″ tray fixing bolt which retains cam in position. Please note that this cam is designed for outrigger castings of the type with a longer rear slot than front slot, as they are longer overall than the late Shipley type with both slots of equal length. This type would need a different arrangement.
Standard Scott short undertrays can be modified to accept the cam or I will sell separately to owners who can modify their own undertrays. Whilst I am rambling on, I have just finish bored the Phased Transfer engine bottom end for Bob Collett and plan to make a new crankcase for son Richard’s engine from one of my heat treated castings. I wish Happy New Year to all my many friends and wish you many happy hours riding your Scotts in 2010 Roger Moss
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