Get a handle on things!

Building a chopper implies that you either follow established canon or go your own way to create something unique: unless you're incredibly talented and gifted, don't go for the latter. Yes, choppers were born out of rebellion and non-conformity, but over time they established a visual set of fixed references that are as valid as those you'd find among café racers, pre-65 offroaders, Isle or Man racers and so on. I tried as best I could to do something with this bike that would result in a classic slim chopper, and I believe the proportions on this bike are damn near perfect. Once it was done, my friends and I looked at it, rode it around and decided it was "il chopperino sportivo" owing to its dragbar handlebar, sporty brakes, upswept exhausts and tidy rear end. I think it looks like it's from the 1940s, has an engine from the late 60s and a frame from the new millennium. The addition of the sissy bar (for functionality) began driving this aesthetic away from the sport and towards a more conventional ideal of what you'd picture as a "chopper". Now I have decided to swap handlebars for a mini apehanger, which I realize sounds like a contradiction (you could say the same about miniskirts, yet they're awesome), but in order to be practical and still look right, it must have a rise of no more than 25cm.

I had briefly considered the Norton Hi-Rider handlebar, but it's a little bit too... cartoonish (and the width at the base is excessive), so the one I ended up choosing, after much searching, is the one off the USA-spec t140/tr7 Triumph, which can use all ready-made cables (brake, clutch, choke, and throttle). The bend on this handlebar is SO nice, I immediately noticed it as soon as I pulled it out of the box.
I like the fact that this is an original BSA/Triumph OIF part, which I have tried to incorporate along the way any time I could (the whole front end and the brakes and wheels obviously).

Since swapping the handlebar also meant sourcing control cables of the appropriate length, this also means that the dragbar and at least its throttle, grips, brake and clutch levers and control cables can be set aside as an assembly for if and when I decide to go back to the original configuration.

The reason for this change - which is easily reversible - is to evolve this ride into something better suited for the Old Irons rally, the same motivation behind every other change I'm making, including things you've not yet seen. Rather than move the throttle control over, I just fitted a really really nice Doherty one Witold gave me, with a set of the very popular Recoil grips (which you can see in the last shot). 

This throttle was first introduced in 1959, and the one I have can't have been made too long after that. The action is still perfect and the chrome plating is really not in bad shape at all. I would not consider having this re-plated as it would almost surely mean losing the detail of the Doherty sigil. It seems fitting that the one part that comes from Witold should be the throttle, don't you think? And for some reason this seemingly simple part has taken on something of an animistic quality to it and I keep staring at it and thinking "this is so cool".

Another big change is the control levers: uncle Fester had these good looking items that are sure to provide better leverage and a stronger mounting at the handlebar. Happy to give it a go:

It may seem odd but the bike feels different to "hold" with the combination of these new parts, the handlebar, the throttle control and the grips: the riding position is much more relaxed; because you're not stretched forward to reach the dragbar, it actually makes the bike feel more compact. The thicker grips and stouter levers make it feel like a bigger "proper" bike, whereas the increased leverage of this handlebar makes the bike seem even lighter (for example when moving around the garage).

Aside from a bit of work on the throttle cable and the horn/dip switch wiring, fitting this handlebar was very straightforward. 

There will be plenty of opportunities to take some prettier photos of this and other details soon, but for the time being, here it is:

All this extra space in the cockpit means I can fit a mirror, what a novel concept! I opted for this short and fairly small item, simple. I think it is both functional and visually acceptable for this setup.

Again, prettier photos coming soon.

Other parts needed.

There were a number of items I needed in order to proceed with "The Upgrade" so, parts list at hand, I ordered the lot you see below:

You may be able to spot a gear lever rubber (what a shocker, mine split itself apart...), a couple of gaskets for the primary case (and its backplate), assorted control cables, some clutch springs, a gearbox sprocket, a full refresh kit for the front forks and some carburetter parts.

This is a bit of a spoiler as to what's coming up, hopefully I can get to it soon: spring is going to be here sooner than we realize and I need the Rising Star to be roadworthy on time.

Another oil tank mount update

The new system is complete, and it is impressive. Obviously it still needs paint, but perhaps that makes it easier to see this way:

This is the new lower support, which houses a rubber mounting in a countersunk area:

Here are the top twin supports welded in place, and all remnants of the old flat bar gone:

Perhaps the most impressive thing about this - aside from the technical difficulties in fabricating this - is that the oil tank ends up being in exactly the same location as before, so what uncle Fester has essentially done is to work around very tight spots to create a functional system that will surely work much better than before as well as look great and give the bike another custom touch. Well done man...

Oil tank mount update

Here you can see the new mounting system for the Rising Star's oil tank. You'll notice the anti-vibration rubber mountings between the oil tank's bungs and the new supports. This is what will form the top part of the new system, whereas there will be another support for the bottom of the tank coming soon.

Latest news

Work is underway on the Rising Star and here's what I can report.

First of all, uncle Fester was curious about one thing and so we put the bike on a couple of weighing scales. With a full tank of gas and the oil tank topped up, the Rising Star comes in at a svelte 165Kg (or 363lbs for you non-metric reprobates), which is approximately 30Kg/66lbs lighter than a stock A50.

He's concerned about the oil tank being rather heavy, so the new arrangement will include rubber mountings and a new bracket to support the oil tank from underneath, including a new threaded bung that's welded to the underside of the oil tank. You can see it being fabricated here:

This means the tank will be supported at three points, and rubber mounted to absorb vibration. I will share more details on the specifics of the new system once it's completed, but for now I can tell you that finding the correct rubber mountings was itself a bit of a quest, which resulted in Fester now having a wide range of items in various sizes and ratings: contact him if you need some!

One thing I had not noticed, is that there seems to be a leak from rear of the gas tank. This is bad news as the repair involves welding, which is never to be approached lightly on a gas tank. We dunked it into a large container full of water and blew compressed air into one of the open taps: a tell-tale stream of tiny bubbles suddenly appeared from the rearmost corner of the tank, where the retaining bracket is welded. This is not an easy repair as there is limited room for manoeuvre and the sheet metal itself is quite thin. More on that soon.

The front brake shoes looked glazed/hardened all over, some coarse sandpaper seems to have revived them and luckily the hub is fine. Again, more on this once it's back on the road.