Saturday is the third King Self-build day in Hengelo (Ov) at Motoport Hengelo. There are certainly some recent renovations, but the majority is classical. Or at least 'a kind of'.
And how such a self-built engine is born? This is a history. The engine is finished. And for adoption. Because the builder is now going to make something with a start button. His knee is no longer JAWA resistant.
Own construction instead of a kit. From the grass track to the asphalt
The phenomenon of 'originality' was recently discussed in the main editorial article. Jan Eggink has his own vision on originality. He dreamed about a Triton or a Tribsa.
The beauty of those machines appealed to him. But when he went on the Internet to see what was offered in that area, he lost his interest. For the famous Tritons, Tribsas and even for the legendary Norvins, everything was just for sale. Including installation instructions. With a bold checkbook and a few evenings to tinker with, you simply assembled such a machine like a kit.
And that was too easy a solution for Jan. But still, creating a stylish classic yourself, that idea did not let him go. Just like in the old days, when the election of 'Koning Zelfbouw' was a top event every year. Then a few things happened at the same time. Via via Jan heard that there was an early Yamaha XS 650 frame with license plate. An engine from before 1975, so an engine without type approval. The RDW, and the police, have no 'description' of engines from before that year. And because most agents are from after 1975, the recognition factor is low. That gave a provisional license for the prospective home builder.
The result of a failed transaction
Add to that a completely bizarre story about a thirty-something man who was not allowed to buy the Morini 3 ½ from his father, but left a former Jawa speedway block with the disappointed near-seller. That defected Morini seller was also an acquaintance of Jan. A frame and a block. That is almost a motorcycle. And a classic-looking frame with a thick single-cylinder four-stroke engine, that's almost a BSA Goldstar.
It took Jan only three years to get his dream up and running. And that was only successful because Jan himself, on it 
work or with friends and acquaintances has all the knowledge, materials and tools to do such a job. The block was opened and found to be largely in order. Of course it had to be recycled instead of a total loss system. Jan made an oil return pump for this.
The modification of the total loss system meant that an oil sump was made under the crankcase. The oil is pumped back to an oil tank from that instant sump. There was also a new piston in connection with the compression reduction (was 1: 14 now 1: 11,3) The single-cylinder had a competition history on alcohol. You could tell by the letters 'HS'. Henk Slachter was a renowned speedway and grass course tuner. Jan found the piston that seemed to have been made for his project in Wiseco's Biblical catalog. But actually the part belonged to a Honda XR 500. The small end of the piston rod was made on the piston pin of the Honda. That fresh block also had to be provided with sparks. Jan searched and found the right PAL ignition. The whole was built with new bearings and gaskets and phase one was almost ready.
The marriage between frame and block
The block had to be in the frame and that frame had to be adjusted. First the cylinder head itself had to be changed on the outlet side to prevent a confrontation with the frame tubes. Jan Eggink has been 'in the metal' all his life and knew someone who did the job. In the meantime, the frame would no longer even be recognized by Ludy Beumer, the former genius behind the successes of Yamaha in Europe. Fortunately Jan is also a talented (TIG) welder. So the adjustments were justified. Watch this at home! Frame breakage can destroy more than you love!
The adjustments were determined on site, measured and written down. The flex was then placed in the frame. Motorsloop Woesthoff from Brummen sponsored the project with a few extra frames from the container. There was enough tubular material available. The positioning of the inserts was done with clamps. Measurements were then made. The parts were then firmly attached and a final check was made to ensure that all the fittings were correct. Of course, the prevention of the occurrence of stresses in the frame during welding was a major concern. The block needed a gearbox. And that gearbox had to be found and found.
Jan, who has driven a lot of English himself, phoned around within his circle of acquaintances. He found a Norton bin from a Dominator. A so-called "shoe". And that 'shoe' was of course disassembled and provided with fresh bearings. A primary transmission had to come between box and block. Jan opted for a transmission with a toothed belt because of the ease, the maintenance-friendliness and the prevention of English-looking oil leaks. For this, two pulleys were made that not only had to match the primary gear ratio, but also had to be 'pass' for a standard size toothed belt. In order to keep the case professional, a belt tensioner was made that keeps the case under tension from the bottom up. The aluminum cover of the belt is now still a doubt for the builder. He doesn't like it. Has never actually seen a nice 'belt cover'. Perhaps the thing will disappear in a later phase. The coupling became a self-build (with Honda XR 500 plates). So an oil tank had to be made. With some cardboard mallets and tape, something was made that could serve as a result. The parts were cut from aluminum plate and welded. The taps, caps and sieves came from the handy 'bowl with things'. The oil tank cap also came from that parts shelter.
And a piece of marriage therapy
With the block in place, the bearing of the rear fork was no longer even close to the output shaft of the gearbox. That is why Jan adjusted the pivot points in the frame by about five centimeters. That required tight measurement work and unwavering positioning. The hinge holes were drilled in line. The rear fork had to be adjusted, and the bearing was changed and improved. A KTM wheel with a Kawasaki disc brake was mounted in that rear fork. The rear shock absorbers were once thought for a Laverda 750 twin.
There had to be a fork too. And because originality is a heavily overrated point, it became one of a Suzuki GSX 400RR. The front brake became a disc and it came from a Suzuki Savage, the custom pastry that Suzuki didn't enjoy much. The caliper had to get used to his new place. He was from a Yamaha. With the block in a frame on wheels it was possible to think and build further. This created the brake / shift set and the kick starter was sawn, lengthened, bent and mounted.
The oil tank was mounted in rubbers and the oil pipework was already fitted and fitted. During that process it also became clear that a jiffy stand is of course very handy, but that a serious motorcycle just needs a centerstand. With the idea of 'something like that', Jan started digging in the midbuck stock of scrap yard Woesthoff, a company that just gives its regular customers freedom in the warehouse. Of course, the found buck had to be changed again, size anyway ... The Norton steering wheel was another one from Jan's stock and the counter party once sat on a Honda CB 750 F1. The tank came from a Suzuki GT500. It had to be made all around and is temporary. Because Jan wants an aluminum tank. Because the entire project is low budget, a purchased tank is not eligible. Jan is going to beat one himself. Once must be the first time. To ensure the steering result for the time being, the tank at the front was carefully hand-knocked 'dellen'. What a globe hammer, peace and a steady hand can achieve has been proven. The dents molded into the tank only needed a dash of putty to look slick. After all this work, making a seat and fitting the fenders and the lighting was of course a piece of cake.
Then it was time again for more serious matters. The carburation had to be made in order. The original grass rink carburetor had a full-gas-resistant venturi through which a child's fist could pass and nozzles were a 'drain' and 'shower head'. An attempt to get the 500 cc single-cylinder to work with one of the carburetors of the Honda CB 750 who also supplied the counter set failed despite miles of attempts to tow the machine. More than two hits did not come and the attempt was stopped because the rear brake was hot.
At StarTrick in Gaanderen, Jan asked the wizards for advice with their wealth bank. He told what he was building and that idea was much appreciated by the genetic engineers. StarTrick is an importer in Dell'Orto. "For such a block for public road use you just need a Dell'Orto PHF 34 mm and we give you this and these nozzles with it, then you can try something out". The Dell'Orto was assembled and then the self-build was again on the line behind the editorial Volvo 240 brine tank. The block ran after twenty meters. The transparency of the oil pipes made it possible to see that the revised lubrication system worked.
Jan's biggest fear was whether or not to work. After two more hours of fighting and trying with the included test nozzles, the single-cylinder started with a hot block with two stages. At zero load the engine ran well and he did the barking and enthusiastic recording. Due to the freshness of the block, it has not yet been determined whether the main sprayer is working at full gas. But that will be fine later.
The provisional final ranking
Meanwhile Jan's dream bike also starts cold with no more than three raps. And Jan's third staircase hurts so badly that he doesn't dare to think about a fourth. His knee is up. And when the single-cylinder runs, it sounds like medium artillery bombardment. On the road, the Yawama is a smooth, manoeuvrable and braking machine. The motorcycle is absolutely road-safe.
The race has started. The project was successful. Now everything is dismantling again, because some detailed work still needs to be done and the motorcycle still needs its final coat of paint. It will probably turn just as warm metallic red as an 1968'er BSA Lightning. The bare steel of the sawn and relieved footrests, the brake / shift set and the kickstarter get a new chrome jacket. And then? Jan looks ahead dreamily. There are already new construction plans.
The description of the YAWAMA
Yamaha XS650 frame (adapted)
Construction time Oct.2007 to Sept. 2010-11-08
Block for 1980 JAWA DT500 type 895-1
Oil return pump
PAL 443 ignition
Carburetor Dell 'Orto PHF 34 mm
Norton gearbox "slipper" 4versn
Front fork Suzuki GSX 400RR
Front wheel / disc Suzuki SAVAGE 19 ”
Yamaha front brake
Counters Honda
Rear wheel KTM
Shock absorbers Laverda SF3
Rear brake Kawasaki (disc)
Tank Suzuki GT500
Buddy Yes!
Headlight Triumph T140
A.fender Triumph Bonneville
Send Norton Command
Middenbok Eigenbouw
Piston Honda XR500
Front curve Eigenbouw
Link Eigenbouw
Primary transm. Own construction
Wheel axles / recordings Eigenbouw
Oil tank
Rear fork bearing Eigenbouw
Construction time: 3 year
Construction costs: were not too bad due to self-motivation
Current value: priceless