BritTwit
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- Joined
- Aug 25, 2009
- Messages
- 4,013
The irony here in some ways, when talking about building Norton’s in China and the poor quality we often see coming from China, is that Donington definitely demonstrated the ability to build to a high quality standard.
When I bought my 961 I fully expected, and intended, to have to change the coils and relays etc. But to the best of my ability, comparing what was fitted to the bike, to the pictures and explanations I could find, they were all genuine Bosch.
I also intended to go through the wiring and apply dielectric grease to all the connectors and re-route any poorly routed wires etc. But all the connectors were greased from the factory, and I couldn’t fault any of the wiring routing.
I never found a loose fastener on the bike either. Or an oil leak.
Furthermore, my bike never had any of the running or idling or oil in the airbox issues suffered by many.
So, they could do it...
I agree, the bike had a general high quality production.
If SG had just concentrated on perfecting the 961, he could have sold many, and done a huge favor to the Norton marque.
My CR is a 2013 MK1, and the only issue I have is the crappy EFI when operating cold.
Many MK1 owners have this issue in one form or another.
Ditching the Jenvey TBs and switching to Keihin TBs would have solved the problem for all time.
Of course that would reduce the British content of the 961 a few percent, perhaps something that SG might think would reduce the attractiveness to potential buyers.
A tractable solution would have been to use the same faux carb -- Keihin 36mm throttle bodies that Triumph used on their gen 1 Hinckley Bonneville, with a Keihin ECU.
End of poor or wild idling, difficult starting, etc….