Cracked modified casing – the big blowback

I took the engine casing over to a more knowledgeable person.
We quickly realized that the small crack on the stud at the rear end shouldn’t be difficult to fix.

Engine casing

What I did miss was the drill out and the insert of a new M10 stud in the case that has weakened it and led to a crack. So much for original, this engine is far from original and untouched, its rebored to 1st oversize and the casing is bored out to take M10 to hang the exhaust up. This has weakened it and a crack is showing.

It’s in need of a rewelding and aluminium build up if it’s to be used again. In Sweden all craftsmanship work it extensively expensive and the cost can easily pass that of a new engine block. If I can find a good quality TV175 one that is. Most ones on the market are GP ones.

And what will it all cost to re weld and rebuild is the question right now, there are still some SIL engines in stock. It might even be cheaper to get one of those and change all the known inferior parts.

This will require allot of planning and thinking on what to do. Suddenly I realize why this bike has been stood for the past 26 years.

One question while searching. Is the TV175 engine block the same as all S3 except GP? Can I use a LI engine case and throw the TV parts I have in? Is there a differense between 125, 150, 175cc?

Whats smalblock and largeblock?

Crack and bored out stud

Case cover bored out

The bearings

The final strip stage was actually the removal of all bearing from the engine casings. Nothing special there, I taped them all out in a very cautious manner. The one that gave me the most difficulties was the bearing in the mad flange. After tons of heating and a good machine for pressing stuff in and out of engines I got it out.

I decided to change them all in a precocious manner cause of the engines age and the time it spend in a farmhouse.

Final Drive Bearing

Drive side bearing in case

Top end and cylinder

I took one hour off today and went to the garage to inspect
my top end and cylinder. I cleaned them out with degrease and wiped
carefully of most of the stuff stuck to it. Cleaning stage has been
doing quite well. With any luck I should soon find myself in the
try to order stuff stage. And with modern scooter shops websites
sucking hard I don’t really look forward into ploughing through
endless lists to find the parts I need and the version I should
get! Here are some images of the end result. I got rid of most of
the carbon build up from the top end inside, just some minor left.

Top end

You can see the numbers 175 on the top end indicating it is in fact
a 175cc cylinder and top.

Top end 175

I managed to clean up the Cylinder as good as I could. there are lots
of dirt between the fins and it was difficult to reach it all.

Cylinder

And I do think the barrel looks fine, just some honing and it
will be got to get right back in business again.

Cylinder

What do you think? Good enough?

Layshaft

I have removed the layshaft. It seems to bee in good condition. The only part with considerable wear is the gear selector sliding dog. Strangely enough I didn’t see any damages or wear on the gears themselves. I have read on internet forums as www.lcgb.co.uk and www.scooterotica.org that old layshafts have finally given up but I’ll hope that since this bike hasn’t been run for 24 years it’s layshaft will still have some life left for a couple of years.

Layshaft

Crankcase

Vacation post.

A bit to late now but during Christmas and new years I took time
of from the garage to meet and greet with friends and family. Here
is the last image of my garage working area before locking up for
Christmas.

working area in the garage