PART THREE NO POINT OF REFERENCE
The Lightning was MoT’d and its fuel tank sealed to solve the rust problems, so I set out on short runs around the local area to test it out and run it in. Following the instructions from SRM that came with the rebuilt engine, I changed from running-in oil to SAE 40 after 300 miles, and carefully checked the torque on the cylinder head bolts and base flange nuts at 500 miles.
The Lightning just wasn’t right in my view; it would pull away OK but at around 50mph the engine bogged down and the performance disappeared. It also struggled to pull up hills. I spoke to Surrey Cycles about carb settings; they asked if I had strobed the ignition to get the timing right. A good point, because I hadn’t, so I invested in a strobe light.
The rev-counter on the Lightning didn’t maintain a steady reading, but I got the engine to around 5000rpm and over several attempts I adjusted the timing to the 35° mark that SRM had added to the alternator stator; their recommended advance for lead-free petrol. At this point there was banging on the garage door, which turned out to be my next door neighbour. I was expecting to get an earful about the racket but he
