Welcome to our Technical Information Page
We will continually add and expand this page for handy techinal specifications and information,
every day we have numerous enquiries from classic bike owners as we are known for our many years
of expertise and experience. So we will endevour to list many of the most common questions.
A10, A65 HIGH DELIVERY OIL PUMP INFORMATION
We frequently get asked the question about wet sumping.
We DO NOT recommend fitting any such non return valves on the feed side of the pump as gear pumps are not designed to suck with no oil in the body. This can result in instant engine failure.
The non return valve (A10) sits inside the crankcase (inside this casing the spring and the ball gets dirty with old oil deposits and stops working to the best of its ability and is impossible to reach without a complete strip down of the engine. This is not an issue on the Needle Roller Conversion or the A65 model because the ball and spring sits outside the crankcase and up against the pump.)
We have discovered that when the pumps are worn, oil can either leak past the oil pump drive spindle, or through the scored internal body of the pump and into the return line, or simply a distorted pump body. Later A65 pumps were better because the drive spindle is fitted with an “o” ring inside the driveshaft of the pump. Our new pumps also have this fitted. Due to the inherent design, the problem cannot be eliminated entirely but by fitting our new pump this wet sumping problem can be restricted.
Here at SRM, being a team of dedicated enthusiasts, we have an ongoing commitment to all our customers to get the very best from their BSA’s. Due to the general poor quality of parts available on the market, we like to be able to be in control of our own products by manufacturing them to strict controls with in house testing of all our products. Our latest batch of pumps and special products are no exception, going through a vigorous testing procedure before we bring them to the market.
Note the efficiency of the SRM pump and how it outperforms the BSA pump in all areas, especially at low RPM
(The SRM pump did not fall to Zero Psi during testing)
|
SRM |
Drop Test 180 - 240 secs from 55Psi toZero |
|
|
|
|
|
|
|
Pump RPM |
Measured Volume open flow |
Time in sec |
cc/min |
Measured volume @ 60Psi |
Time in sec |
cc/min @60Psi |
efficiency |
|
104 |
500 |
330 |
90.91 |
500 |
390 |
76.92 |
84.6% |
|
203 |
500 |
177 |
169.49 |
500 |
186 |
161.29 |
95.2% |
|
300 |
500 |
123 |
243.90 |
500 |
130 |
230.77 |
94.6% |
|
400 |
1000 |
183 |
327.87 |
1000 |
188 |
319.15 |
97.3% |
|
501 |
1000 |
144 |
416.67 |
1000 |
148 |
405.41 |
97.3% |
|
1005 |
1000 |
72 |
833.33 |
1000 |
73 |
821.92 |
98.6% |
|
2009 |
1000 |
36 |
1666.7 |
1000 |
37 |
1643.84 |
98.6% |
Note the low volume and the low efficiency of the BSA item (this was a good high delivery pump)
|
BSA |
Drop Test 15 secs from 55Psi to Zero |
|
|
|
|
|
|
|
Pump RPM |
Measured Volume open flow |
Time in sec |
cc/min |
volume @ 60Psi |
Time in sec |
cc/min @60Psi |
efficiency |
|
99 |
550 |
429 |
76.92 |
500 |
680 |
44.12 |
57.4% |
|
205 |
500 |
195 |
153.85 |
500 |
249 |
120.48 |
78.3% |
|
300 |
500 |
135 |
222.22 |
500 |
154 |
194.81 |
87.7% |
|
402 |
1000 |
202 |
297.03 |
1000 |
230 |
260.87 |
87.8% |
|
500 |
1000 |
164 |
365.85 |
1000 |
180 |
333.33 |
91.1% |
|
1000 |
1000 |
82 |
731.71 |
1000 |
87 |
689.66 |
94.3% |
|
2000 |
1000 |
42 |
1428.6 |
1000 |
43 |
1395.35 |
97.7% |
All tests were performed Using 20WT oil at 21Centegrade
NB. (Engine rpm= 6000, Pump rpm =2000)
3:1
Cylinder head bolts
torque settings:-
BSA A7 A10 1950 to 1963 all bolts 32 foot lbs
BSA A50 A65 1962 to 1965 two rear bolts 5/16" diameter 22 foot lbs
all other 3/8" diameter bolts and nuts 32 foot lbs.
BSA A50 A65 1966 to 1973 all bolts and nuts 32 foot lbs
SRM 750 , 850 and 900cc big bore kits head bolts with 3/8 threads 34 foot lbs
head bolts and studs with 5/16 threads 20 foot lbs. (do not overtighten)
Timing Figures for A7,A10 A65 & A65-750cc, Triumph T140, T120
|
A7. Alloy Head: 35 degrees (5/16th) (btdc) |
A65, 32 degrees (btdc |
T140, 36 degrees (btdc) |
|
A10, Iron Head: 33 degrees (9/32) (btdc) |
A65-750cc, 32 degrees (btdc) |
T120, 36 degrees (btdc) |
|
A10, Alloy Head: 35 degrees (5/16th) (btdc) |
|
|
All figures take into account the use of UNLEADED fuel.