My Track T-800cdi (Bert's!) 3,2

BertTrack · Post by **BertTrack** » Thu Apr 16, 2015 9:30 pm

The c.v.t is back on and i have taken some time to come up with a piece of aluminium to (brace?) hold? It's 5 mm wide and easy enough to work with.

The original plate behind it is also aluminium.

Tomorrow i'll start on the other side.

BertTrack · Post by **BertTrack** » Mon May 04, 2015 2:37 pm

The left side is all done.

Redkite · Post by **Redkite** » Wed May 06, 2015 6:41 pm

Hi Bert, Looking at the recent Radiator bracket pics, Is that an idler pulley for your modified alternator, or is it the water pump pulley?

Bob

BertTrack · Post by **BertTrack** » Thu May 07, 2015 1:02 am

HI Bob,

It's the waterpump on the highest point.

BertTrack · Post by **BertTrack** » Mon May 11, 2015 8:27 pm

Work continues

https://youtu.be/U8YBiH0eC7w

BertTrack · Post by **BertTrack** » Sat May 16, 2015 3:23 pm

https://youtu.be/_kCSRsBMFg8

And on the road again!

BertTrack · Post by **BertTrack** » Wed Jun 03, 2015 7:54 pm

I think i took out almost all stupid mistakes.

But i found another one.

The 24mill temp housing by acewell. http://www.acewell.co.uk/Acewell%20Acce ... full&id=54

Comes with 1/8npt thread. Simple normal standard for measuring equipment. (in my line of work)

Anyway so what do i pull out of the original temp housing? M-10...

http://www.acewell.co.uk/Acewell%20Acce ... full&id=32 Are you kidding me?

And this is what is supposed to go into such housing.

coachgeo · Post by **coachgeo** » Sat Jun 06, 2015 3:58 pm

You don't state anything about why it is "wrong" one so am curious

. the website says these inline housings take the 1/8 npt sensor OR the M10 sensor so it may not be wrong at all
see: http://www.acewell.co.uk/Acewell%20Acce ... full&id=55
. One (the one Erik installed it looks like) would restrict flow of coolant less? That may be a good thing if that is the case.
. One will report temps different than the other? But if that is the case did Erik do anything to compensate for that or not?

BertTrack · Post by **BertTrack** » Sat Jun 06, 2015 9:15 pm

Thanks coach. Didn't catch that!

But the 1/8npt is conical thread and m10 isn't so it messes up the hole.

Also judging from the thread remaining it fits but not exactly well. (M10)

I got some 1/8npt thread cutters so I'm making a nice self sealing thread in the housing and plug the other hole.

coachgeo · Post by **coachgeo** » Sat Jun 06, 2015 9:29 pm

BertTrack wrote:....I got some 1/8npt thread cutters so I'm making a nice self sealing thread in the housing and plug the other hole.

IMHO go with the smaller unit with the M10 threads so not to impede coolant flow as much.

BertTrack · Post by **BertTrack** » Sun Jun 07, 2015 5:42 am

coachgeo wrote:IMHO go with the smaller unit with the M10 threads so not to impede coolant flow as much.

The temperature sensor is located in a coolant line that has a 2 mill diameter restriction in it down the line.

I don't mind the ting sticking out.

And i only got the 1/8th one new. The M10 is broken beyond repair.

BertTrack · Post by **BertTrack** » Sun Jun 07, 2015 6:40 pm

So far so good. Test ride once the battery is full.

BertTrack · Post by **BertTrack** » Wed Jun 10, 2015 9:10 am

I went on a longer test ride.

https://youtu.be/kvi-E8cnQq8

The thermostat and all is working nicely. Temp alarm is set low so that the display switched to temperature when i needed to keep an eye on it. Works very well now.

It rides now, with glued secondary c.v.t. axle, as solid as it has ever done. Every bump and grind is now translated into a feel in the saddle.

But the secondary c.v.t. does have too much slip happening so i'm considering a wide range of options. And i also recently learned that another Track hsd it's secondary c.v.t split in half thanks to the play on the slotted groove in the axle/c.v.t.

Went to a place where they sell and fix the small moped cars with diesel engines and c.v.t. but the amount of parts in the bin and wear on them didn't convince me about staying on the c.v.t path for my machine.

I will expand on the options i have in mind later. As the thoughts are still running wild.

At the extreme range of options i'm considering: Selling the bike for parts/complete to shoving in a kubota/lombardini with different rear fork etc you name it.

It's important to keep in mind that after my test ride i stepped straight onto the NC750x DCT. And imediatly noticed how brilliant that is for me. Even considering the shifting is felt.

Post by **Diesel Dave** » Wed Jun 10, 2015 10:05 am

Fiesta Pusher belt CVT?

https://www.youtube.com/watch?v=VmSmv6aiWqg

Also used by Fiat in their last boxy Panda and I think it was called the Selecta

You will need a separate centrifugal clutch though.

BertTrack · Post by **BertTrack** » Wed Jun 10, 2015 11:26 am

Diesel Dave wrote:Fiesta Pusher belt CVT?

https://www.youtube.com/watch?v=VmSmv6aiWqg

Also used by Fiat in their last boxy Panda and I think it was called the Selecta

You will need a separate centrifugal clutch though.

Unfortunatly don't think they are made for the rpm range that the diesel would require. And torque. Maybe one used in the bigger engined cars. But i imagine that's going to be very expensive and complicated to get working. I would love it probably once it worked.

Post by **Diesel Dave** » Wed Jun 10, 2015 12:09 pm

Their main failing was they couldn't reverse uphill - not a problem for a solo bike.

BertTrack · Post by **BertTrack** » Mon Jul 06, 2015 11:13 am

I took the next step and took out the secondary c.v.t. now looking for a much stronger spring. I want to say good bye to the ramps/helix parts.

BertTrack · Post by **BertTrack** » Fri Sep 25, 2015 10:50 am

A few weeks ago i had time to go to the spring factory that will make 3 new springs for my secondary cvt. 130/160/200 % stronger that original. Giving me options to play with.

As i was on my way home and i considered things said there and idea's that popped up from them and me i suddenly saw an easier explanation of the c.v.t.

The weights in front multiplied by the rpm adds expansive force to the front pully pulling the belt into a smaller radius in the back. Against the secondary spring.

The torque from the engine transfered to the secondary c.v.t. is added to the spring load of the secondary cvt thanks to the helix system.
So more torque means more spring force secondary side. Resulting on the primary shifting back down again.

So if i increase the expanding force of the weights (increase weight) and leave the primary spring the same i should limit it's shift down effect.

Downside is the primary engaging at idle. But! If i use a wheel that is placed on an arm to push between the primary cvt when i want to be in neutral... this could work! I shall explore this further.

jespieker · Post by **jespieker** » Wed Dec 23, 2015 2:57 am

Bert,
How many km do you have on your Track now?

John

jespieker · Post by **jespieker** » Wed Dec 23, 2015 2:58 am

Bert,
Also, what's your longest ride to date?

John

Post by **Stuart** » Wed Dec 23, 2015 9:39 pm

Well he's been to the UK rally on it

Bert in Weesp · Post by **Bert in Weesp** » Fri Dec 25, 2015 4:48 pm

Don't know about "My Track T-800cdi (Bert's!) 3,2" bike, but mine "Bert in Weesp" currently has logged 90.817 km, 56.431 miles.
Longest 1 day trip about 720 km the day after purchase on my way to holiday in France.

BertTrack · Post by **BertTrack** » Sun Dec 27, 2015 6:07 am

I think i'm still around 20k km's on the odo.

And the longest day trip was about 850 km to the french diesel meeting.

After a chat with Bert Weesp i've decided to get a 3.3 ratio rear hub installed. Leaving the springs as a possible tuning option.

BertTrack · Post by **BertTrack** » Tue Jan 05, 2016 2:16 am

Getting started on the 3.3 gear ratio. Anyone need that 3.0 or 2.54 set?

That Universal CV joint cover is holding out nicely btw.

Post by **Diesel Dave** » Tue Jan 05, 2016 9:22 am

Bart - are you actually reducing the final drive ratio?

BertTrack · Post by **BertTrack** » Fri Jan 08, 2016 6:02 am

Diesel Dave wrote:Bart - are you actually reducing the final drive ratio?

Correct. I need more rpm's on the c.v.t.

BertTrack · Post by **BertTrack** » Sun Feb 14, 2016 2:35 am

The reduction has been installed. And chatting with the lads over there in the "Knalpot" where they have a lot of parts for beemers and oldtimer beemers we got to delve a bit into the workings of the drive shaft.

So i ended up returning the next day with the Track drive shaft and they will adapt a driveshaft of an old BMW with radial damper to fit. This way maybe the sudden shocks in the drive line are also reduced.

Should take a few weeks probably.

BertTrack · Post by **BertTrack** » Sat May 07, 2016 11:33 pm

The 3.36 ratio is in.

The axle with radial buffer has also been made and installed. Next step putting the c.v.t. back together.

BertTrack · Post by **BertTrack** » Sun May 29, 2016 11:45 am

Had a nice test ride. The drive line works well. Still a bit of material to take out. And a bolt that's too long i think. And...

A leaking new radiator. Argh.

Time for a complete makeover i think of the whole front end.

rednorfolk · Post by **rednorfolk** » Sun May 29, 2016 10:22 pm

looking good bud !! (sean) rednorfolk.

DieselBike.net

My Track T-800cdi (Bert's!) 3,2

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