961 is back !

Voodooo said:
Things never change.
Today is the same way.
Don’t think for a second that a YouTube person isn’t getting some money or recognition for riding brand new bikes and cars.
Click to expand...
Yeah of course, just meant that the mag business back then relied on M/C company ads.
Money makes the world go round.
 
Voodooo said:
Things never change.
Today is the same way.
Don’t think for a second that a YouTube person isn’t getting some money or recognition for riding brand new bikes and cars.
Click to expand...
its worse because you have so many more "paid opinions" and there are not any publications that don't pander to their advertisers. Look at the BMW v Pan America articles. Just make a decent product and you will get a decent result. Even these forums are "advertising " of sorts.
 
City Garage said:
its worse because you have so many more "paid opinions" and there are not any publications that don't pander to their advertisers. Look at the BMW v Pan America articles. Just make a decent product and you will get a decent result. Even these forums are "advertising " of sorts.
Click to expand...
Actually, you're even more correct today. Unlike articles, YouTube videos can be viewed freely. The only income generated is by view and subscriptions. People have a tendency to watch opinions they like, and saying what people want to hear has never been as profitable as it is right now.

The key to it is always the same. Anytime you get something for free, its because you're the product.
 
City Garage said:
its worse because you have so many more "paid opinions" and there are not any publications that don't pander to their advertisers. Look at the BMW v Pan America articles. Just make a decent product and you will get a decent result. Even these forums are "advertising " of sorts.
Click to expand...
You’re right.

Same with the music industry. It’s more about popularity than musical talent.
 
All prevaricating, pondering and politics of their introduction aside, these are two smokin‘ lookin‘ mototcycles!

961 is back !
 
Where the seat subframe meets the centre section...predominantly on two-up bikes. And also some of the foot control mounting threaded sections were fusion welded. These failed by just coming adrift. Standard repair was to tig weld them. To be honest I think they started out as tig welded....and then eventually went back to being tig welded.
 
So the NOC mag has an article on ‘Commando 961 Updates (Courtesy of Norton Motorcycles)’.

1) 36%/circa 350 part changes (which I suspect the majority are material, tolerance and finish).
2) Valve train re-engineered to significantly improve engine durability from 2.5 hours on test rig to 80 hours….
3) Changes to chassis frame, fuel tank, gear change rods, cush-drive rubber and more.
4) Sealed electrical connectors.
5) Gear shift durability improved with shift/mechanism changes and improved material/hardness Reducing risk of missed gears and selection issues.
6) Increased robustness of the camshaft to reduce wear.
7) Camchain guide has been improved to avoid bolt relaxation.
8) Changes to crankcase breather system to avoid oil carryover during high speed running.
9) Engine calibration changes to improve reliability, power delivery and the riding experience…

So there are a few items there that I was not aware of but the good news is that Norton have been re-calibrating the ecu (still assuming but don’t know whether it’s still an Omex).
 
Fredvincent said:
So the NOC mag has an article on ‘Commando 961 Updates (Courtesy of Norton Motorcycles)’.

1) 36%/circa 350 part changes (which I suspect the majority are material, tolerance and finish).
2) Valve train re-engineered to significantly improve engine durability from 2.5 hours on test rig to 80 hours….
3) Changes to chassis frame, fuel tank, gear change rods, cush-drive rubber and more.
4) Sealed electrical connectors.
5) Gear shift durability improved with shift/mechanism changes and improved material/hardness Reducing risk of missed gears and selection issues.
6) Increased robustness of the camshaft to reduce wear.
7) Camchain guide has been improved to avoid bolt relaxation.
8) Changes to crankcase breather system to avoid oil carryover during high speed running.
9) Engine calibration changes to improve reliability, power delivery and the riding experience…

So there are a few items there that I was not aware of but the good news is that Norton have been re-calibrating the ecu (still assuming but don’t know whether it’s still an Omex).
Click to expand...
1. Yeah, pretty vague.
2. Order from Thiel.
3. Gear change rod....Ive been modified to 14.9 hitensil studs. Cush rubbers we all know to use Talons...I suspect they've copied the material now.
4. Dielectric grease.
5. See 3.
6. Interesting...didnt know that was an issue tbh.
7. Easy that one...fit compression limiters. I said that in 2016 when I was in Engine Build.
8. Want to know more.
9. Yeah, without doubt the mapping needed refining.
10......why did they stick with those shite throttle bodies?
 
I see whe
Stu Bodycote said:
1. Yeah, pretty vague.
2. Order from Thiel.
3. Gear change rod....Ive been modified to 14.9 hitensil studs. Cush rubbers we all know to use Talons...I suspect they've copied the material now.
4. Dielectric grease.
5. See 3.
6. Interesting...didnt know that was an issue tbh.
7. Easy that one...fit compression limiters. I said that in 2016 when I was in Engine Build.
8. Want to know more.
9. Yeah, without doubt the mapping needed refining.
10......why did they stick with those shite throttle bodiethey added a gusset
Click to expand...
I see where Norton added a gusset on the frame just in front of the top rear shock mount.
 
The mk2‘s had much strengthened rear sub frames both for two up riding and because of all the ABS actuator and associated detritus that’s mounted there.
 
jan nelder said:
where did you Garner that information from??
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Pun intended I hope ?

I think it was from a discussion with SS, most likely on here, when I was enquiring as to why they didn’t / couldn’t / wouldn’t offer a solo seat version of the mk2.
 
I guess the most important point to note is that if you have a solo 961, converting it to pillion use is NOT as easy as swapping the seat unit.
 
On a happier, rather ‘Jack’ note - no problem with us dual-seaters converting to a single seat unit. Apart from the fact they are (nigh on) impossible to find:confused:!

What ever happened to this impressive dude?

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Fredvincent said:
So the NOC mag has an article on ‘Commando 961 Updates (Courtesy of Norton Motorcycles)’.

1) 36%/circa 350 part changes (which I suspect the majority are material, tolerance and finish).
2) Valve train re-engineered to significantly improve engine durability from 2.5 hours on test rig to 80 hours….
3) Changes to chassis frame, fuel tank, gear change rods, cush-drive rubber and more.
4) Sealed electrical connectors.
5) Gear shift durability improved with shift/mechanism changes and improved material/hardness Reducing risk of missed gears and selection issues.
6) Increased robustness of the camshaft to reduce wear.
7) Camchain guide has been improved to avoid bolt relaxation.
8) Changes to crankcase breather system to avoid oil carryover during high speed running.
9) Engine calibration changes to improve reliability, power delivery and the riding experience…

So there are a few items there that I was not aware of but the good news is that Norton have been re-calibrating the ecu (still assuming but don’t know whether it’s still an Omex).
Click to expand...
Nothing in there about the clutch basket ?
 
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