Recent Posts

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Douglas Motorcycles - General Discussion / Re: Colours
« Last post by on 25 Jan 2021 at 18:00  »
RAL 1014 is a close match. Just had wheel hubs powder coated and its looks identical to the rest of the bike
Garage clearance of Mark parts. Ideally would like to sell as one job lot but open to offers. If someone does want the whole lot I can deliver the parts.
There is a complete working engine that I removed from a bike to replace it with a correct matching number. The Engine number is 10068/5 and I think the frame that matches this engine is listed in the Club Machine Register. The barrels and heads are removed in the photos but they are all there - THIS IS A GOOD CONDITION WORKING ENGINE. If anyone wants to call me to discuss - my number is 07889 692047


Douglas Motorcycles - General Discussion / Re: Panniers etc
« Last post by Biggles1957 on 25 Jan 2021 at 17:28  »
Many thanks Eddie.  They look really good!  Do you put leather pannier bags on to the frame?
Douglas Motorcycles and Parts Wanted / DRAGONFLY REAR WHEEL NUTS
« Last post by on 25 Jan 2021 at 17:20  »
Can anyone tell me the correct size of the rear wheel nuts for a Dragonfly with a British brake hub. Or even better why I can buy a pair of stainless steel ones?


Douglas Motorcycles - General Discussion / Re: Panniers etc
« Last post by eddie on 25 Jan 2021 at 16:25  »
Douglas produced 'pannier frames' for the Dragonfly. They were only intended to carry a pair of pannier bags - so, having just one spreader tube and being only slightly higher than the mudguard, it was easy to damage the paintwork on the 'guard. When I rebuilt my 'Fly, I made a modified pannier frame that was an inch or so higher, and had 2 more spreader tubes - making it a much more sensible carrier (see attached photo).

Douglas Motorcycles - General Discussion / Panniers etc
« Last post by Biggles1957 on 25 Jan 2021 at 15:56  »
I'll soon be getting my Dragonfly (yippee!) and wondered what people do / have done regarding panniers etc.  I like the idea of being able to carry a few bits and bobs but don't really fancy going down the rucksack route any more.  I wondered if anyone had any pictures (or advice etc) on the type of thing that would be suitable for an old bike.  Thanks!
As Peter has said, the 2 photos show British Hub brakes (they are the ones with spun sheet alloy brake plates). The earlier Douglas brakes have cast alloy brake plates. It was easy to swap early for late rear wheels, as they were the same width. That is not the case with front wheels - the British Hub wheel is wider than the Douglas wheel, so later bikes have a front fork that is wider between the wheel bosses.
  Also, from Peter's photos, I have noticed that his front wheel has been fitted with the wrong rim - it is one from an early wheel (or a rear wheel). As the later brake plate covers the front wheel spoke flange, all spokes (leading and trailing) have to be laced from the outside inwards. In order that the leading and trailing spokes shouldn't bend around each other (and chafe), the piercing and dimpling on later rims was changed from the normal staggered pattern to 'one left and 3 right'.

  Kevin, As far as I am aware, the change from Douglas brakes to British Hub units originally took place around frame number 1278/6 - of course, that doesn't mean subsequent changes haven't taken place!

  Hope some of this helps,
Douglas Motorcycles - General Discussion / Re: Four speed Aero gearbox
« Last post by Doug on 25 Jan 2021 at 06:13  »
The gearbox code is confusing. 6/Q... sounds like an engine prefix code, for a 1938 Aero 600cc. Four-speed gearbox codes for the Aero could be M, S, T, or U (note: no preceding numeral.) A Q gearbox code was assigned to the 1935 Powerflow, foot-change.

Prior to 1937 the gearbox used self-leveling grease (grease-oil mixture). Generally the shifting forks do not wear as they are well exposed to lubrication. Unless the grease is too stiff to flow. Then the gears shove the grease aside until everything gets hot and melts some grease. It could be that the gearbox was run for a significant amount of time in the past with grease and only recently changed to an more appropriate grease-oil mixture. In 1937-38 they changed to heavy oil; seemingly with no enhancement to the sealing arrangements.

Usually bronze powder in the lube comes from the bush in the sleeve gear. This is always the most challenging area to get lubrication to. It sees the most wear when in 1st gear and none in top (direct) when the sleeve gear and the mainshaft rotate at the same speed. 

By my reckoning, the model codes are;

A   1936   250cc   25/B prefix engine
B   1936   350cc   35/F prefix engine
C   1936   500cc   5/L prefix engine
D   1936   600cc   6/L prefix engine
E   1936   600cc   6/M prefix engine
F   1937   600cc   6/P prefix engine

OK only one photo made it so here is the front brake. Peter
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