350/4 restoration REVISITED
Well, the �sympathetic restoration� that I referred to in the previous instalment of the 350 four story has moved on rather encouragingly of late.� I decided that I was not going to strip the frame totally at this stage, bearing as it does, the all important tag clearly stating that the date of manufacture was 6/72, which means that it should be eligible for Historic Vehicle status.� The plate is held on with two round - headed drive pins, which would have to be destroyed in their removal, before the frame could be taken properly to bare metal.� This might look suspicious to the DVLA if inspection proves necessary, so I have left well alone until the documentation is completed.� I attacked the frame with 320 free cut paper, neutralising the small amount of rust, which was present with Jenolite, before brushing with two coats of black Japlac, a section at a time.� The finish, although certainly not concours, is quite acceptable at this stage, for a bike which will be used regularly and it is easily touched up again when necessary.
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Another twist in this convoluted saga came when I got a phone call from a chap (not a Club member) only a few miles away, whose friend (who is) had told him of an Auto-jumble ad. I placed almost a year previously for a rear wheel, which I had for sale for a CB72.� I hadn�t sold it and in the conversation it turned out that he wanted it, not for a CB72, but for a race replica based on ------- a 350/4 (That�s 4 of these in Southport now! - who said they were rare?)� Needless to say, I asked him what he would be doing with the standard bits from the bike, to which he replied �Oh, I�ll probably throw them in the skip, nobody wants that stuff, do they?�� I was round there before you could say �Tansha� and swapped him the wheel and some other bits he needed for a great stack of bits, which were still missing from my project and a lot of duplicate bits too.� He turned out to be a really interesting guy and has quite a few race replicas which he has created himself, plus Joey Dunlop�s 1997 125 (genuine, definitely not a replica!)
I took the duplicate tank to John Kenworthy at Sunrise Graphics (01253 711862), who has replicated the 3 piece decals in the original white and orange.� I then stripped the Auto-jumble tank to bare metal and filled the small dents, before a friend with a spray booth gave it four coats of 2 pack primer filler.� I then guide coated it and blocked it down dry with 320 free cut paper.� This was then followed by another guide coat, prior to wet flatting with 600 grade.� The next stage was to base coat it with an aerosol, which the body shop suppliers mixed for me in Rover Nightfire.� My friend then gave it one good coat of clear 2 pack lacquer, so that I could �Scotchbrite� it and apply the stripes and warning sticker.� This was then followed by another coat of clear 2 pack lacquer and Hey Presto! one quite presentable tank.
Most of the bolts, clips and brackets were cleaned and re-plated in clear passivated zinc, which is a lot cheaper than replacing them, and providing the threads and heads are good, you get to retain the original markings etc.� The spare cylinder head had been stripped and rebuilt before I got it, but there was a lot of dirt and grit around it, so I stripped it again.� I�m pleased I did too, as one or two valves were rather tight in their guides with a film of rust and grime.� The stem seals were obviously new too, so that was a bonus.� I picked the best cam and followers from the bits I had, and managed to salvage a full set of very good tappet caps from a variety of covers I have had knocking around from 400 fours.
The crankcases and head were treated to a couple of coats of silver Smoothrite spray, which is a passable copy of the original finish.� I stripped and checked the starter motor (identical to the 400�s), just as a precaution, and it was in excellent condition, only needing lubricating and a light clean of the commutator and the brush guides, the brushes themselves being as new.
Numbers 1,3 and 4 pipes and silencers were obtained through David Silver, but number 2 is unavailable from anywhere I know of, so I have bought and altered another number 3, which looks quite acceptable.� The seat needs to be recovered if I can find someone with the wherewithal.
Another stroke of luck came when I was looking for the brackets to hold the four silencers to the rear footrest mountings.� From the SOHC/4 website, I contacted a guy in the States who seems to be something of a Guru in locating stuff, and he put me in touch with a chap in Southern California, who was breaking a 350/4.� After a couple of e-mails, and arranging payment via my Niece in Cleveland, Ohio, I became the proud owner of a pair of near 30 year old brackets which look as if they might have come from a 2 year old bike!� I could have probably made a pair, but they are quite complicated and I didn�t even have a picture to go by.
I rebuilt the wheels myself with new (pattern) rims and spokes, which I had had for many years (in the wardrobe, where else?) for a 400/4. �Final trueing and tightening being carried out in a spare pair of forks clamped in the vice, with a few strategically placed pointers for assistance.� I took the trouble to make quite a few tools in the process of the rebuild, one example being a remover / replacer of the two locking rings on the front and rear wheel bearings, which was quite a satisfying lathe/milling machine job.� It�s a lot better than mangling the soft alloy with a punch! All of the other cycle parts were overhauled, replacing whatever was needed with either parts from my own small stock or, in some cases, new.� The brake master cylinder and caliper were stripped, cleaned, painted and re-rubbered and new linings fitted to the rear wheel.� I have hand polished all of the alloy parts myself, but left them bare, preferring to just keep on top of the cleaning when in use.� One thing, which always winds me up, is that stupid, but very necessary circlip in the brake master cylinder.� No matter which type of circlip pliers I use, it�s still a bugger to remove and replace.� Does anyone have a regularly successful method?
It�s getting quite close to being finished now, with only a little bit of wiring to sort and the carbs to check and fit, so one final push over this Winter might see it ready for a show or two next season.� I hope to conclude this tale with the testing and registration and my impressions of actually riding it.
Just as a final note, I was sitting chatting with my Wife over our evening meal recently, when there was a knock at the back door.� When I opened it, there was the guy who sold me the original 350/4 and a lot of my other bikes too, with yet another 350!!� �Thought you might like another for your collection� he said.� I honestly think I have too many other projects awaiting my undivided attention, so, if anyone fancies a challenge�.