cNw #101 Norton Commando 850

Fast Eddie said:
Matt knows about the stickers. I’ve earned the right having had to sell my kids in order to send him money. Every penny well spent though.

I’d play with it and see what it needs, IMHO 3 squirts is a lot, I only use 1 squirt.

Mines gonna be an interstate (pic of tins attached) still gonna have a Corbin seat though (thanks to Matt) but no cNw stickers this time !

I use Smiths digital clocks and do not use the stock alloy pod things.

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When my friends ask how much? I reply “the asking price was an arm and a leg but on account of needing both to ride it we agreed on a kidney”.

Yes I’m aware Matt’s has a custom Corbin for the Interstate offering, I’ve no idea what mpg to expect but with the piddly little roadster tank I suspect I’d be better off with an electric bike🫢

Included with mine is a Corbin pillion too amongst other goodies like a Shorai charger and Matt offered me one of his beautifully made exhaust nut spanners which was very nice of him I must say.
 
Fast Eddie said:
This shows my clocks Simon. Also shows how easily it starts on the cNw starter, it was freakin’ hideous to kick start due to some idiot making it 920cc and 11:1 compression ratio. If you listen you’ll hear me give it one twist of the throttle before pressing the button. This is from cold…

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These machines do seem to very a lot in how they sound unless of course it’s more to do with the recording. Obviously yours is not typical, what with a 2 in 1 and a bigger bore. Here’s an awesome looking and sounding cNw, #76 iirc. Scroll to the very end of this Mike Tyler video.

 
Café au Lait said:
These machines do seem to very a lot in how they sound unless of course it’s more to do with the recording. Obviously yours is not typical, what with a 2 in 1 and a bigger bore. Here’s an awesome looking and sounding cNw, #76 iirc. Scroll to the very end of this Mike Tyler video.

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Yeah, the 2:1 sound is something of an acquired taste. I have peashooters fitted again now…
 
LOL I’ve just twigged where I’ve seen that bike before; the video where you’re kneeling on the seat trying to kick it over and your daughter berating you, hahaha.

I’m off to the H for some chips and a cuppa
 
Thanks for the tip re people playing with the throttle. At some point I’ll no doubt have an in-depth chat with Matt about many aspects of ownership but there was one thing he told me that took me aback. He recommends changing the engine oil every 1k miles! or at a push 1500. I should have asked him why at the time as that does seem unusually frequent to say the least. Those of you with non cNw bikes I’d be interested to know your regime.
 
I have FCR's on my Commando and really like them.

Regarding cold starting, one twist of the throttle (as F.E. says) is usually all it takes to "prime" the cylinders. If it doesn't start, one more twist and try the starter again. In my early experience giving it three twists wet the plugs.

I use 95 E10 marked fuel all of the time in mine and have not had any issues with the rubber components......yet, having owned the carbs since about 2015 ish.

The only problem that I've had with the FCR's is with the lift cradle that has two little wheels on it which lifts the slide. One of the little pins that the wheel runs on came loose but remained in place. A new cradle cost me about £80 which made my eyes water a bit.

My engine is now 850cc and I tend to get 60mpg plus, but will vary depending how hard I am riding it. When it was a 920cc a few years ago and I was touring in Germany two up with luggage and cruising on the autobahns at 70-75mph it was returning 75mpg (Imperial gallons, not U.S. gallons).

Not a lot not to like there.
 
Reggie said:
I have FCR's on my Commando and really like them.

Regarding cold starting, one twist of the throttle (as F.E. says) is usually all it takes to "prime" the cylinders. If it doesn't start, one more twist and try the starter again. In my early experience giving it three twists wet the plugs.

I use 95 E10 marked fuel all of the time in mine and have not had any issues with the rubber components......yet, having owned the carbs since about 2015 ish.

The only problem that I've had with the FCR's is with the lift cradle that has two little wheels on it which lifts the slide. One of the little pins that the wheel runs on came loose but remained in place. A new cradle cost me about £80 which made my eyes water a bit.

My engine is now 850cc and I tend to get 60mpg plus, but will vary depending how hard I am riding it. When it was a 920cc a few years ago and I was touring in Germany two up with luggage and cruising on the autobahns at 70-75mph it was returning 75mpg (Imperial gallons, not U.S. gallons).

Not a lot not to like there.
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Thanks Reggie all good advice and info, I don’t know why, perhaps because they are referred to as racing carbs, I was expecting it to be a lot thirstier.
 
it is quite a frugal engine design, so with vg carbs, and reasonable speeds/revs, they are pretty good with fuel. Same applies to the 961.
 
Café au Lait said:
I’ll tell you what confuses me most with these bikes, it’s the plethora of different roadster tanks fitted. Yours has a distinct seem, mine looks like the old fibreglass seamless tanks of the Mk1 although I’d rather doubt it is.
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MkIII 850 Roadsters (and possibly some late Mk IIs) had a 'seamless' tank, and they're definitely the most desirable.
Here's one I painted for forum member David B



New manufacture EMGO tanks are seamed like the first steel ones.

Looking forwards to reading your first ride report 👍
 
B+Bogus said:
MkIII 850 Roadsters (and possibly some late Mk IIs) had a 'seamless' tank, and they're definitely the most desirable.
Here's one I painted for forum member David B



New manufacture EMGO tanks are seamed like the first steel ones.

Looking forwards to reading your first ride report 👍
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Nice job B, I do think the seamless versions look so much nicer and pleased to see the 961 has similar. My 74mk2 bike has a VIN 317xxx which I understand to suggest it was built July ‘74 and thankfully not one of the ‘missing numbers’ which cause identification issues with DVLA so I’m hoping for an easy registration process.
 
Café au Lait said:
Nice job B, I do think the seamless versions look so much nicer and pleased to see the 961 has similar. My 74mk2 bike has a VIN 317xxx which I understand to suggest it was built July ‘74 and thankfully not one of the ‘missing numbers’ which cause identification issues with DVLA so I’m hoping for an easy registration process.
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961 tanks are seamless cos they’re plastic… which brings its own set of problems…
 
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Fast Eddie said:
961 tanks are seamless cos they’re plastic… which brings its own set of problems…
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I didn’t know that. I was aware CCM’s are though. I’m aware of the issues with ethanol and fibreglass but weren’t they banned in the 70s due to fire risk it damaged in an accident? How would a non metal tank meet regs these days?

Regardless I’m grateful mine isn’t fibreglass even if legal for both of the above, at least that’s my understanding. I am pretty sure the tank on #101 is not the original factory fitted because Matt’s site shows a collection of photos post build and included one of the donor bike, in JP colours with a rusty, flaking seemed steel tank so I assumed he replaced that with either a sound period tank or a quality modern tank. Either way, if anyone has seen the videos of his painters you’d know the quality of work is, like the rest of the bike, beyond outstanding; all badges are within the many layers of paint, not decals and there is absolutely no imperfections like orange peel anywhere; no expense spared at all although that’ll no doubt mean I’ll have to be doubly careful or just roll with it; something else to obsess about I guess?
 
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Café au Lait said:
Thanks Reggie all good advice and info, I don’t know why, perhaps because they are referred to as racing carbs, I was expecting it to be a lot thirstier.
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Once you figure out the start routine you'll be happy the engine has the FCRs on it. Should be easy starting an electric start Commando cold.

By contrast and completely irrelevant to some Commando owners when discussing the startup routine, I have the FCRs on a straight up mounted 750 kick start only. It would be impossible to kick start it with one squirt of the accelerator pump when it is cold after sitting overnight in under 40F degree weather. After sitting for a month, it is difficult to start with 3 pumps of the accelerator pump, which is my normal routine. (No cylinder washing is taking place.) One and two squirts and there is no fuel in the combustion chamber after a cold sit. If the engine was canted forward and the intake manifolds had more downdraft it would probably start about as easy as an electric start Commando 850.

Enjoy your toy. Matt knows what he is doing, he answers email, and is probably the one of if not the best resource for answering question related to modifying a Norton.
 
Café au Lait said:
I didn’t know that. I was aware CCM’s are though. I’m aware of the issues with ethanol and fibreglass but weren’t they banned in the 70s due to fire risk it damaged in an accident? How would a non metal tank meet regs these days?

Regardless I’m grateful mine isn’t fibreglass even if legal for both of the above, at least that’s my understanding. I am pretty sure the tank on #101 is not the original factory fitted because Matt’s site shows a collection of photos post build and included one of the donor bike, in JP colours with a rusty, flaking seemed steel tank so I assumed he replaced that with either a sound period tank or a quality modern tank. Either way, if anyone has seen the videos of his painters you’d know the quality of work is, like the rest of the bike, beyond outstanding; all badges are within the many layers of paint, not decals and there is absolutely no imperfections like orange peel anywhere; no expense spared at all although that’ll no doubt mean I’ll have to be doubly careful or just roll with it; something else to obsess about I guess?
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Plastic tanks are surprisingly common these days.
But ethanol is an issue, common issues are swelling / deforming and paint bubbling.
 
Café au Lait said:
Nice job B, I do think the seamless versions look so much nicer and pleased to see the 961 has similar. My 74mk2 bike has a VIN 317xxx which I understand to suggest it was built July ‘74 and thankfully not one of the ‘missing numbers’ which cause identification issues with DVLA so I’m hoping for an easy registration process.
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Thanks :)

A dating certificate from the NOC will greatly ease the process. I tried a Triumph with just the US title document and they insisted on their nominated examiner carrying out an inspection, and from past experience they're not vintage bike experts! A recognised owner's club certificate would do away with all that nonsense.

Factory Records Applications | Norton Owners Club

www.nortonownersclub.org www.nortonownersclub.org
 
B+Bogus said:
Thanks :)

A dating certificate from the NOC will greatly ease the process. I tried a Triumph with just the US title document and they insisted on their nominated examiner carrying out an inspection, and from past experience they're not vintage bike experts! A recognised owner's club certificate would do away with all that nonsense.

Factory Records Applications | Norton Owners Club

www.nortonownersclub.org www.nortonownersclub.org
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Sound advice, many thanks. I am very much hoping it will be collected by Matt’s preferred shipper in a week to commence its 6-8 week journey so I don’t want to face even more garaged time than necessary getting caught in a battle with the DVLA. Matt provided me with a copy of the US Title so I know that’s all in order, indeed without knowing that in advance the whole project would have been a non-starter as the import duty would have been over 25% + some vat!
 
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Declare all the modifications to your insurer, so they don't have the ability to void your insurance if there's ever a claim (hopefully not!). 👍
 
The very first thing I did before approaching Matt was to get an insurance quote to see if it was a viable choice. Speaking directly to BeMoto, I listed everything to get the worst case scenario. I included the FullAuto head, which reading in another thread here the designer makes no claim to enhance performance etc. What will probable help is that despite all the work Matt has carried out it is his view the bike still falls short of the originally claimed 60hp.

What I was justifying to the insurance company was the value of the machine over a stock bike or someone else’s restoration. They did offer to have an independent valuation inspection which may be an advantage or a disadvantage in my view but certainly something to consider. Anyway the quote turned out close to the W800 and approx 1/3 of a 961!

When I join the NOC I will get a quote from their affiliated insurance provider, Peter James among others of course.

Edit: The pitch I made to the insurance company was that these mods were largely in pursuit of a more reliable, safer and better than factory made machine and that a great deal was changed without sacrificing the original bike’s character and to be honest that was what drove me to invest that much in the first place just as it did Bill Greene.
 
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