'62 ES2 - Testing photo upload from Flickr

https://www.flickr.com/photos/146293739 ... res/W9yu1V

https://www.flickr.com/photos/146293739 ... res/18862n

https://www.flickr.com/photos/146293739 ... res/zD9z74

Bugger - for some reason the photos don't display on this site.
Tried Photobucket but won't successfully upload my photos??
Any gems of wisdom out there? I'm using this as a test before posting photos od my 650SS project
Cheers
Rob

Let me try...



Nope, I guess not.

I use PictureTrail. i used it free till I maxxed out, then I've been paying for more and more storage as I keep adding hundreds of photos. I'm up to like $80 a year now, but I can go back 10 - 12 years and they're still there.

Try again as Photobucket appears to be working...






Excellent! At least I can finally make it work
By the way this is my Dad's '62 Model 50 that he was working on converting to a short stroke 500 but did not complete before he died - asked me to finish (so the title of ES2 is not strictly correct)
The work done includes:
* BMW R80 barrel & piston (350cc out to 500cc)
* 32mm Mikuni flat slide carb (out from 25mm Amal)
* Porting & machining of head to suit both above (10.8:1 comp ratio)
* Ivan Tighe high lift, long duration cams
* Pazon ignition
* 12V negative earth rewire
* Oberg oil filter
* TickleTLS front brake
* Manx replica seat, mudguards, etc
* Norton Commando alloy primary cases (means no centre stand)
* Bob Newby belt primary drive
* X-ring final drive chain
* Ken Macintosh crank vent valves
* Pipemasters (Peter Grey) custom exhaust
* Home made oil tank, engine plates, gusset plates, rear sets, timber side covers, etc
Dynamic balance not considered worthwhile in single, but BMW piston lightened within 15g of original Norton 350 item.
Have Phil Pearson (Goldstar) racing piston to fit to BMW Nicasil barrel - will need machining & replating.
Have seen 108mph on original Smiths clock.
Brings a smile to my face every ride

Have many photos of the project stages if anyone interested
Cheers
Rob

WOW.

That's all I've got.

BY ALL MEANS, go back to day 1 and back-fill with photos and narrative, as time permits. We have plenty of time.

Unbelievably nice bike.

Lovely bike. I'll bet it goes as well as it looks.

Yep - love every time I take it out - although this is Dad's choice of bike, I prefer twins.
He must have caught the preference from his dad - dedicated single fan - Joe Craig
The IOM halfpennies covering a previous repair flaw over the exhaust cam and in both timber side covers are a nod to Joe's time at the island.
The timber is western red cedar that Dad and I got from counter-tops of a bank that closed here in central queensland, Australia in 1973 - so the timber could easily be much older than the bike.
Got the idea for the covers looking at a goldstar - but don't tell any BSA fans that!
Cheers
Rob

Wow, that is one of the most lovely bikes I have seen. Well done.

Wow indeed, I love big singles and this one must be a blast to ride. Sure is beautiful. Can't wait to see your 6500ss. I have two 75 MKIII projects I'm thinking of trying to trade for a featherbed twin or single so you've got me green with envy already. Please post the build photos of both. Glenn T. S.

Will do as I get time - thanks for the feedback
Cheers
Rob

Have eyeballed quite a few ES2s, including one a friend's Dad, who taught me to ride, had in pieces in his basement. Always thought, yeah, stodgy old pushrod single, not cammy, pretty pedestrian. But that, will all the updated engineering and other fine bits, is the most desirable old street single I've seen in a long time, cammy or no. Just wow!

Thanks all - I will post some photos and text of the rebuild as I get time
Cheers
Rob

After looking thru your thread - I gotta add my two cents worth here - Outstanding!

Thanks for all the positive feedback - I'll post some photos/notes from the rebuild as time allows
Cheers
Rob

robs ss said:

Try again as Photobucket appears to be working...

Excellent! At least I can finally make it work
By the way this is my Dad's '62 Model 50 that he was working on converting to a short stroke 500 but did not complete before he died - asked me to finish (so the title of ES2 is not strictly correct)
The work done includes:

* BMW R80 barrel & piston (350cc out to 500cc)
Have many photos of the project stages if anyone interested
Cheers
Rob

Click to expand...

So is this a 350 frame with a 500 engine in it?

I believe the Model 50 (350cc) and the ES2 (500cc) were identical other than barrel, piston, head and carb
My engine is still a 350 bottom end and barrel. The larger bore BMW barrel combined with the 350 shorter stroke gives 500cc - very similar to BSA Goldstar bore/stroke
The featherbed singles frame is, however, different from the twins version. Different mounting lugs in front/below engine
Cheers
Rob

robs ss said:

I believe the Model 50 (350cc) and the ES2 (500cc) were identical other than barrel, piston, head and carb
My engine is still a 350 bottom end and barrel. The larger bore BMW barrel combined with the 350 shorter stroke gives 500cc - very similar to BSA Goldstar bore/stroke
The featherbed singles frame is, however, different from the twins version. Different mounting lugs in front/below engine
Cheers
Rob

Click to expand...

Sadly, No they were not, the 350 had lighter frame tubes as many a Triton owner who fitted a 650 engine into one found out

The Norton Parts List for 1962 gives the same part number for the frame for ES2/Model 50 - 23052, whereas the 88, 99 650 D/L have the same frame part no. - 23211
Where does your information of lighter frame tubes come from?
It really doesn't make sense as both Model 50 and ES2 are approx. the same weight and highest stresses are likely to exist under braking or hitting large bumps - power really isn't important in either of these scenarios.
I'm sure others will be interested in your source(s)
Regards
Rob

Wow, what a good looking motorcycle! I have a 1960 Model 50 in a wideline featherbed that I bought as a cafe racer. It was poorly (cheaply) done. I spent 20 years sourcing parts to return it to stock. I made friends in England! And now i see your gorgeous example of what it could have been.

I am currently building an ES2 from parts. It is a 1960 motor in a slimline frame. I really, really like the Commando primary adapted to the featherbed. Please post some information oh how you accomplished it.

Regards,
Dave

Thanks for the kind words Dave
I bought the commando primary castings on eBay and a Bob Newby belt drive and clutch.
I guess you're aware the crank to clutch centres are closer (by about an inch if I remember correctly) so a shorter belt is needed
I'll post photos below and discuss the process...


I made new rear engine plates to suit the new gearbox position - also needs "modesty" plates on both sides now to cover gap behind gearbox
started with craft wood as it's easy to work with


A friend machined the area of the inner casting to remove the area which mounts on the commando crankcase
Then machined a piece of plate - inside diameter matches single crankcase - outside diameter matched the hole machined in the casting
You can see the plate if you look


Had engine plates water jet cut from 8mm alloy plate. First traced the wood templates onto paper, then scanned and turned them into AutoCad files which the cutting people need
Important to have bolt holes undersize then ream them to suit bolts - don't want sloppy joints


Shows the tight clearance for the pulley as I had worked out the alternator would be a tight fit



Shows the assembled alternator. Had to machine a recess in the rotor to get full nut engagement
Also had to make longer studs then play with spacers for the stator - Tricky getting clearance all the way around
You will also note you can just see where I had to grind a hole through the inner to allow clearance for the engine mount bolt that the centre stand would normally fit to
It had to remain even though I would have no centre stand
The hole I ground was later covered with a section of alloy tube (welded in place)


A shot showing the front mating - can't see the "adaptor" plate if you're careful
What isn't shown in photos is the grinding of inside the outer necessary to give clearance for the stator - I took of about 1/3 of thickness in a couple of places
A couple more shots below of the assembly





Shows how tight it is between engine and gearbox - hence no centre stand. I put some bobbins on the low shock bolts and use a paddock stand


This last photo shows the four stitch welds (TIG) used to hold the plate to the casting
Preparation was key, repeatedly heating the casting in the oven then cleaning with solvent until no more oil was evident - very porous!
Even then had to wipe with solvent during the welding - a two person job

Well Dave, I hope the info above helps you. Let me know if you want more
Cheers
Rob