1946 VH 500 Restoration

[KenS]

UPDATE: Replaced the valve guides, valve and valve spring was a breeze. I did notice that the comparison between new and old valve springs was significant. I reassembled the head, adjusted the valve clearance and had it running again. Satisfied with how it sounded, my plan was to go for a ride the following morning. I could no have asked for a better morning to hit the road, and after an hour, I had ridden 25 miles without a glitch, and reaching top speed of 50 mph. What fun it was. I did however feel as though it vibrated quiet a bit, especially at higher RPM's.
I read this forum's balancing articles and came to the conclusion that I needed to know what the balance factor was. Since I had not checked this back in 1982, I had to remove the engine and disassemble it. I rigged up as stand and went to work to measure the required weights. See Attached photo.
Since I have not ridden an old vintage bike in decades to know if the vibration I felt is "normal" or not, my question is, should I leave it as-is, or balance the crankshaft as calculated?

[KenS]

UPDATE: Not satisfied with my vibration issue, I decided to proactively record the crankshaft measurements to make sure all was in order.

Crank in lathe

What I discovered shocked me, and now I'm convinced this is my problem since it is so bad

TIR Measurements

. I split the crankshaft using a short jack bolt & nut and discovered a brand new big-end assembly, then removed the Drive and gear shafts from each of the flywheel halves to clean up the mating surfaces.
Ordered a few new 11/16" x 20 LH & RH Shaft nuts and locating pins from Dragonfly. Be back in a week or so.

[KenS]

When cleaning the flywheel halves, they both have the same casting number A7/29. Referencing Roger's Knowledgebase article, they are both from 31-32, SB/VB. There are no listed numbers for a 36-50 VG.
Anyone know what the differences were?

[Roger Gwynn]

The VG should have A7/356 and A7/564. These early flywheels are surprisingly common but properly set up should be smooth as they are plenty heavy. How true does your chuck run as 3 jaws are not usually true enough for crank checking? I suggest trying again but between centres, as long as the centres in the shafts are good of course.

[KenS]

The VG should have A7/356 and A7/564. These early flywheels are surprisingly common but properly set up should be smooth as they are plenty heavy. How true does your chuck run as 3 jaws are not usually true enough for crank checking? I suggest trying again but between centres, as long as the centres in the shafts are good of course.

Thanks Roger. Any idea what the weight difference is between the A7/564 - A7/356 and my a 7/29's please?

[Roger Gwynn]

I am afraid not, i have collected a few weights but that would be a long and exhausting survey, I mean have you seen how many there are?
A7/356 is 10-3/4 lbs at least that is what has been written in pencil on the drawing. You have A7/29 perhaps let us know what they weigh?

[KenS]

I am afraid not, i have collected a few weights but that would be a long and exhausting survey, I mean have you seen how many there are?
A7/356 is 10-3/4 lbs at least that is what has been written in pencil on the drawing. You have A7/29 perhaps let us know what they weigh?

Here are the weights of the pieces.

[Roger Gwynn]

Excellent, will add to the list. So the correct flywheels are slightly heavier by roughly 200 gms each. Flywheel weights did tend to increase with the years, as do most of us.

[KenS]

Excellent, will add to the list. So the correct flywheels are slightly heavier by roughly 200 gms each. Flywheel weights did tend to increase with the years, as do most of us.

Great news Roger. I will proceed with re assembly and balance this crankshaft as follows: I'd be happy to share this spreadsheet if you think it would be useful?

[Roger Gwynn]

I am sure some of our readers will like it.