Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Fri Jul 18, 2008 9:06 am Post subject:
Not just YEAH!, but HECK YEAH!
Believe it or not, I think I can feel the difference in the additional .020 overbore. This thing is a freight train, and it's not even strobe timed with the carbs fine-tuned yet! Almost felt like the front tire was getting light on brisk accelleration (nothing harsh).
Front brake feels excellent; way better than stock. It settles right into the left-right-left lean angles on our private drive at about 40 MPH, I think I ran it up to 55-60 once or twice and that's at about 1/4 throttle. Suspension is nice over relatively easy bumps and small pavement irregularities, should be more than adequate when adjusted for rider weight, etc.
No wobbles, wiggles or niggles; just nice and stable.
I'm going to put my Combat's plate on it, mount the fairing & lights, and take it out on the highway and the Loop; about 20 miles round trip, all in the city (just in case).
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Sat Jul 19, 2008 9:24 am Post subject:
Just took a very nice 20 minute ride out on the Loop, after strobe timing the engine to spot-on 28 degrees BTDC @ 5,000 RPM on a hand-held tach.
There is a nice stretch close by the house that is about 3/4 mile long with side traffic from only one intersection that you can see clearly from the starting point, no buildings for at least 250' back from the intersection. I waited until traffic cleared in my direction and no more traffic coming from behind all the way bach to the signal about 1/4 mile up.
Without abusing it or hammering the top end, I applied a generous amount of throttle with just the right clutch release to avoid either slippage or a wheelie, and launched like a jetliner. I have yet to install the instrumentation, but I sure caught up with traffic by the time I was just about to shift into 4th. I'd estimate 75 - 80. I'm fairly certain that it was at less than or just about 1/2 throttle.
I could have been hands-off if I had a throttle lock, it tracks perfectly straight and true; no weave, oscillation or squirrliness whatsoever. Lane changes are a "just think about it, and it happens by itself" kind of thing.
The seat is not exactly cushy, but this is a 70s thoroughbred, not a 2-wheeled easy chair.
I think the front brake master cylinder sleeving & braided stainless line might be something to consider for regular use at the upper edges of the bike's envelope.
My biggest concern now is how to deal with the high compression, as the heat-soaked engine started to protest the relatively low octane modern mid-grade that I have in my tank. I'm not so sure Premium is going to clear it up completely, so I need to look into appropriate timing and carburation adjustments to get the best compromise.
All in all, a very fun ride and guys were all checking out the bike as I cruised through the subdivision on the way home. Maybe it was because the bike has no lights and plate, or maybe because it's a cool looking bike; it looks like a raw Bonneville racer right now.
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Tue Jul 22, 2008 8:10 am Post subject:
"For better or for worse"
I raised the needles one notch, re-torqued the top end & snugged up the exhaust nuts and took the bike out for another loop.
Boy, howdy did it feel even better, and NO CLATTER on hard accelleration. Just what the doctor ordered on carb adjustment.
Then, I gave it a hard pass on the half mile straight and got a major scare! The bike was acellerating beautifully and then, right as I shifted into 4th, it just flat DIED. I tried checking to make sure I didn't run the tank dry (nope), the key hadn't vibrated to the off position, the wires were still atached to the right coil, then I looked at the LEFT coil, and there was the ground wire, dangling. I had already called a buddy to come fetch me, so I called him back and told him thanx anyway.
I thought the ride home would be uneventful, then I started hearing what seemed to be a compression leak! Turns out I had failed to nip in the tangs that hold the exhaust nut keepers back in after re-tightening.
YEEF!
It's all good now. Glad there were no actual issues, just stupid little stuff. That's exactly what these shake-down runs are for. I've got the oil weepage cut in half after the re-torque, now to apply a bit of thread sealer on the crankcase breather bolts & gasket, and one or two other spots, and it should be ESSENTIALLY leak-free.
Our discussion about adding the timing chest breather will result in that being done today or tomorrow as well. Not much left to do!
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Thu Jul 24, 2008 12:09 pm Post subject:
Prepped the tank, masked the filler neck-
Here's how the acetone came out-
Tank washed out nicely, and allowed to dry over lunchtime.
Donned the proper gear, mixed the proper portions, poured it into the tank and CAREFULLY juggled the tank for about 12 - 15 minutes 'till my back couldn't handle it any more. I'm sure I got a great solid coat on it, then drained off the excess. hard to see, but it's all nice and glossy in there now-
I'm going to let it dry out and cure really well, several days, and trim up the filler neck nice and clean before installing the new cap & taps. It will be the last item to go on the bike.
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Fri Jul 25, 2008 10:04 am Post subject:
AH! Comfort at last.
It only took a couple of hours to clean up and stash all the extra stuff that had been piling up in my office over the years, I didn't even need to ditch the spare desk.
Now I can detail the bike in air conditioned comfort...
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Fri Jul 25, 2008 2:13 pm Post subject:
Here's the new chainguard that came with my Combat, I'm putting it on your bike as a pennance for going overtime-
Fender/Tail and tail light all done. I happened to have a like-new 5-hole cannon plug for the wires so it's nice and tidy under the seat. I also
grafted in color coded wiring extensions so you can remove the seat without un-wiring it for service, then just tuck the pigtail into the hidden
cubby in the tail, no mess, no fuss.
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Wed Jul 30, 2008 9:35 am Post subject:
Got the remaining electrical wiring up front including instrument lights, headlight jack for modern headlight, warning lights for
hi-beam & alternator, and front brake light switch. I had some more new/used electrical stuff come in last week, so I was
able to sort all the proper color-coded segments with the large bullet connectors and spades already installed. Also rounded
up much nicer F/F rubber-covered bullet lugs to join everything up nice and tidy. Once I get the instruments and idiot lights
properly mounted in the dash, I'll snap a photo.
Meanwhile, I also drilled the timing case for the breather and ran the vent line, just need to locate a proper fitting nut for the inside
and then re-install the timing chest cover; for now, the fitting is sealed in place with JB Weld.
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Wed Jul 30, 2008 2:38 pm Post subject:
Good progress today, besides the timing chest breather-
I found a great use for cheesy beer koozies, they make perfect instrument sleeves for mounting in fiberglass dashboard panels
(they are also great for storing new or rebuilt instruments)
Fabricated two retainer brackets for the underside and all of it nipped up quite nicely. I've still got a bit of housekeeping to do under
the dash to have it looking nice and neat
I couldn't find a Blue bezel, so it's going to be Red for alternator low output, and Amber for high beam; just need to get two tiny
idiot light bulbs for the dash
Windscreen carefully drilled and installed, headlight installed and tested
CRG bar-end mirrors reworked so that both face "up", with all 4 allen screws facing up; they have to come off to install the hand grips
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Fri Aug 01, 2008 3:16 pm Post subject:
The last of the punchlist is complete except for pulling a couple of idiot light bulbs out of my Trident and popping them in the high beam
and alternator warning light sockets.
These are not the final high-res photos, I still need to ride over to the painter's shop and have them buff everything out as soon as
I get the call from Keyboard that they'll pick up the next day (should be on 8/6 or 8/7).
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Sun Aug 03, 2008 8:37 am Post subject:
Timing is EVERYTHING.
I had the misfortune of slipping in the mud while hiking around our fishing pond to get to a better spot on Saturday afternoon. I AT LEAST sprained my right knee, maybe worse. I can't kickstart a bike for at least a week, especially a high compression Combat!
Boy, am I ever glad the de-bugging is done and the bike is trusty. I'm pressuring the guy that owes me those starter motors to get them down here to me on FedEx so I can get my roller starter going, I want to keep doing daily rides "just in case". Still, if for any reason the bike dies on me away from my shop, I'll need to call in my buddy to bring me my trailer.
Joined: 15 Jan 2008 Posts: 533 Location: Laredo (south) Texas
Posted: Wed Aug 06, 2008 2:49 pm Post subject:
Well, 7-1/2 months after work began, work is done.
The Keyboard truck arrives tomorrow morning, and all the details are done.
Out for one last blast on the loop, the speedo fluttered all the way up through the gears, then settled in nice and stable right at 80,
I should have noted the RPMs...
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At the end of 1967 the Norton Commando was announced.
The Norton Commando was greeted with a certain amount of scepticism because on first sight the commando appeared to comprise of the old Norton Dominator twin cylinder engine mounted at an inclined angle in a set of new cylinder parts.
It was not realized that the new Norton Commando Isolastic method of engine suspension damped out all engine vibration and produced a machine which had uncanny smoothness for a vertical twin. In due course the critics were silenced and the Norton Commando had the distinction of being regarded as the first of todays so called superbikes. There can be little doubt that the original design concept of the Norton Commando has proved correct, since comparatively few modifications of any real consequence have been made since production commenced during 1968.
Now nearly 40 years later Norton Commando riders like us are a breed of our own, and as far as we are concerned its still more fun to go for a blat on the old Norton Commando, and fast. As a Norton Commando owner and enthusiast, my goal here is to promote and give credit to those who keep the Norton name going.
It is more deserving to give credit to the Commando itself, for after all these years it continues to be respected. The original Commando designers like John Favill are those who deserve the credit for developing this incredible motorcycle.
The Norton Commando Roadster and Interstate of the late seventies, never died. Although the Norton Villiers factory dispersed the tradition lived on. Today Kenny Dreer in the USA is developing the new 952 CC Norton. What a great looking bike this is, and its engineering is still based on the original layout. It will be interesting to see how the new 952CC Norton does in todays tough motorcycle market. One thing is for sure, I would own one if I could afford it.
