Joined: 14 Jan 2004 Posts: 431 Location: Yorba Linda, CA
Posted: Mon Aug 23, 2004 4:50 pm Post subject: New Amals, slide sticks
I just boiled out a pair of new Amals that were lacquered up from non use. When I reinstalled, the left slide stuck. Needless to say I was a little p#&%.
Breath in, breath out. Breath in, breath out. That's better.
I started to remove the left carb. When I loosened the inner manifold screw, the slide snapped shut. Everythings fine. Tighten it up, slide sticks.
Whats going on?? Alignment issues, that's what. The inner bosses where the idle screw would be but are blank, are interfering with each other. When the carb was tightened. it was distorting the body, thus making the slide stick.
Comparing these carbs to other carbs from Nortons, there is a difference. This inner idle boss is machined for clearance on the three 932's on my bench. These all came off of Nortons.
I noticed a set of NOS carbs on e-bay. These idle bosses are also not machined. So beware, new carbs or any parts for that matter can have issues too.
Posted: Mon Aug 23, 2004 6:51 pm Post subject: slides binding
Michael,
It's hard to believe Amal 932s would touch at this point. I just checked mine and I can get a finger between these bosses. If the surface that mates to the manifold is not flat the slide will bind when the socket screws are tightened. It makes sence when they are loosed the slides would free up.
Joined: 14 Jan 2004 Posts: 431 Location: Yorba Linda, CA
Posted: Tue Aug 24, 2004 5:15 am Post subject:
Thanks Dave, I planned on filing them. What surprised me is it hadn't already been done. This is my first experience with new replacement carbs. I would expect anyone who has done before would know about this. This bike has supposedly been gone through by a shop to the tune of $2200.00. New carbs were part of it.
Goes to show you, there are Brit bike shops, and then there are 'Norton' shops.
David, you are looking in the wrong spot. I just measured the clearance of a pair of 930's on a 71, measures .035. Check out the angle of the idle screw boss. The ends need to be file in a vertical plane. Stock carbs have this done.
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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.
