TOPIC: 88SS

I've been working on my 63 Atlas toward converting it to a 500cc 88SS. There was plenty of faults and problems that had not been addressed. Koni shocks without the correct bushings, Swing arm/wheel adjusters striped out with a bodge repair. It will need a front end overhaul. I have new wheels, Akront/Morad flanged rims and new tires ready to go. Alloys were a factory option, though I have not seen any with them. The Atlas is actually the only featherbed with 18" rear, so converting it to 19" F&R is what was required to be correct.
The engine needs a lot of work and I am going to put a close ratio gearbox in it.
The 62 88SS had a small tank like the 650 Manxman. It need silver paint and all the rest, instead of chrome like on an atlas, is all black.
Not sure yet if it will get a magneto or a rear points housing with an electronic ignition.
I hope to have it running before to long and hope to be taking it to the rally in July..

When you get to ride the Blue Ridge you will be glad you got it up and running.

Built a better front end for the 88 and finally got the engine/trans lump out.
Need to make a few more NHT engine stands.
Can't have these engines rolling around like bowling pins.

More engine stands built...
Got my crankshaft back from a regrind from Mile High Crankshaft in Denver...$55 +$20 shipping.
Looks good and measures up OK at -.010".Rod shells were overpriced from Coventry Spares but they might be old and bought when the GBP was $2.00. Now to assemble the crank. Next I'll be looking at the engine cases.and testing for a good oil pump.

Back from a week in Nova Scotia and now on to the 88SS again.
Found the cases to need some work. first the cam bush oil hole in the timing side was not aligned with the feed hole...crazy huh? I'll R&R the bush and properly align it.
Next, one of the oil pump stud holes was 2/3 stripped. Thankfully I have 5/16 CEI helicoils...actually Australian Recoil.
Finally one of the timing cover screw holes, 1/4-20W, is stripped. Got a recoil for that one too.
After these repairs, they should be ready for normal cleanup and fettleing and main bearing installation and assembly..

Well silly and forgetful me... After pressing out the cam bush I realized the pre combat cases/bushes have a groove cut all the way around to allow oil flow no matter the orientation of the bush hole. After a quick survey it seems the bush holes are around 9 o'clock which is on the cam chain thrust line.
72/73 Combat cases and 850's are not the same as early engines and the bush hole must align with the case hole.

Continuing on the 88 engine build, I started to find what crank main bearing resources I had. Now with over 20 ball and roller bearings across the whole NHT spectrum now in the cleaning tank. I ended up with almost all my loose cranks 7-8 of them on the operating table. In the end I ended up ordering 4 NTN NJ306E bearings which are FAG superblend equivalent for half the typical US price at norton dealers... who may not even be aware of the effect if you don't use the C3 clearance
I also did some further prep work on my 65 atlas engine to receive work to make it a combat equivalent.