Twin Oil Pumps
In 1998 Christian Betzmeir of Munich produced a prototype Twin pump which was featured in the January 1998 Jampot. These beautifully engineered pumps and oil filter are now available at 600DM (approx £218 GBP) a set excluding P&P and insurance. The new pumps which fit in the old pump location without modification are approximately twice as efficient as the originals. They can deliver 50 Gallons/per hour @6500 rpm and the unit is not prone to wet sumping whilst stood for long periods. These pumps are only suitable for engines fitted with an oil pressure relief valve. When first featured the interest was relatively low but this was almost certainly due to the fact that the AJS & MOC were supplying reconditioned pumps for £60 through their Spares Scheme. Unfortunately the reconditioned pumps via the AJS & MOC are no longer available.
Contact Chris Read Phone 0118 9416496   Fax 0118 9452740   E-mail chrisread@cwcom.net

Twin Primary Belt Drive
This feature in September 1997 issue of Jampot ran to five pages of detailed information concerning the modification of an alternator twin engine to primary belt drive. When the modification was complete the only externally visible differences were a 1/4" thick spacer between the two halves of the alloy primary chaincase and a breather pipe running from the back of the timing chest up to the oil tank. The new 6 spring four plate clutch, front pulley and 25mm belt have to be run dry which necessitates blocking off the normal engine breather and making alternative arrangements. The clutch which fits straight onto a standard AMC gearbox mainshaft has 68 teeth whilst the front pulley has 36 teeth. Minor modification to the inside of the alloy chaincase was required to ensure that there was no fouling of the new assembly.
The clutch, belt and front pulley was supplied by Bob Newby Racing, 1 Arnills Way, Kilsby, Nr Rugby, Warks, CV23 8UY
Phone 01788 822816

Magneto Timing for Singles
This feature in July 1998 issue of Jampot described a lower mag drive sprocket which could be simply adjusted to give 2.5 degree increments to the timing. This lower sprocket consists of a sprocket with 12 holes, the rear flange with 13 holes, a large washer with a locating pin and a nut to hold the assembly together. To adjust the timing simply remove the nut and the large washer rotate the sprocket in the required direction and the relocate the washer/pin and tighten the nut. No more fighting with the top sprocket on the tapered shaft of the mag!
Chris Askham 01223 242459

Other articles which members have submitted in the last year that have helped to solve the following problems:
1.  How to torque down Twin head nuts. This is not as easy as it sounds due to recessed seat on the head.
2.  How to sleeve a badly scored oil pump for a heavyweight single.
3.  How to modify the Stop Light switch bracket for a Model 31
4.  How to modify engine mounting plate to get a decent clutch cable run for CP Gearboxes.
5.  How to modify a standard heavyweight road frame into a trials frame.
6.  How to hold a centre stand spring in the bound mode for easy fitting.
7.  How to avoid rear wheel wind up on full width alloy hubs. Its a pity I had to experience this before the article appeared.
8.  How to fit a crankshaft oil seal to the inner alloy chaincase of a twin.
9.  How to fault find/modify mag and coil ignition systems.

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