Commando Interstate

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I believe factory made interstates didn't start until somewhere in the 205xxx range. If the case your's was originally a different model. Over all the years things get changed...not a bad thing. I changed my '73 750 MkV from roadster to interstate sometime in 1985. Sold that one in 1987.
 
Hi
Fit a Comstock reed breather otherwise you will have a leaky beast if you run high road speeds., from my experience at least.

David from NOC on my Combat Eng/Frame No. 204XXX.
"There is not much listed for Commandos as you are probably aware. All I can tell you is that your machine was shipped from the Factory on 24th March 1972 as an Interstate model to the agent Elite Motors of Tooting, London.
As your Vin plate shows Feb 1972, that would be the build date.
It seems that somewhere along the line its identity was changed to a Fastback"
I often play with the idea of turning back into an Interstate by kind of like the Fastback now.

I am running Emgo pistons in mine, dropped the compression back a bit as old legs had trouble kicking it over, fitted Trispark, new 32mm Amal Concentric carbs starts runs great.
Burgs
 
illf8ed said:
I believe factory made interstates didn't start until somewhere in the 205xxx range. If the case your's was originally a different model. Over all the years things get changed...not a bad thing. I changed my '73 750 MkV from roadster to interstate sometime in 1985. Sold that one in 1987.
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Very different to any other information read or received
 
PC49 said:
I recently purchased a 1972 matching numbers, disc braked Interstate. Have not previously owned a Norton.
Were all of this model fitted with the Combat engine. Number 203xxx
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This bike has not been started for a number of years and I am interested in advice on the best method for oiling system pressurisation/priming prior to start up
 
PC49 said:
Do you see a need for Carillo rods for road riding.
Raced cars and used to road ride an R1 hard and am mechanically aware.
Combat will be cruising in the 70 to 90 mph range with occasional full accelleration use.
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With occasional engine rebuilds if you use it like that. You have to think and ride a Commando differently to modern bikes but they are ultimately very satisfying when you appreciate what they do.
 
PC49 said:
Very different to any other information read or received
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Always subject to the person who can show a lower VIN and can confirm it was built as an Interstate. The reason I said "I believe". This forum quite often takes data as gospel and that just was not the nature of record keeping at Norton.
 
Am disassembling the motor to fit Superblends and replace the original pistons. Crank case has been separated but struggling to find a way to remove the timing crank gear - do not have the Norton special puller. Does anyone have good advice on this?
 
In my case I had to do a little grinding on the tool to get the teeth behind the gear. Take your time and make sure it fits correctly before attempting to pull the gear.
Pete
 
i have seen a couple of tire spoons used to lift that gear. if you don't have factory tool it may work.
 
I have an 850 with belt drive, different cam and Fullauto head. 3750 rpm @ 70mph.
4000 at 70 would really be better and I weigh less than most people's shoes.
 
As a Norton novice thank you to those who contributed invaluable knowledge. The Norton has been successfully test ridden and is now ready to be road registered. Superblend bearings have been fitted to the crankshaft and gearbox, and AE pistons installed. With Trispark ignition starting is smooth and usually first kick as i am learning her sensitivities. On pulling the engine down i was very pleased to find a wisker under .0003" bore wear supporting the reality of the 6,600 miles on the clock. Fitted an RGM 13mmm sleeve kit to the brake master cylinder which is working well. The rest of the bike has been kept original (including Combat gearing). When test riding the Norton it has that nice feel of being part of you and in touch with the road. Many years since i have ridden a bike with this sort of feel. Thank you again to Les and others for your contributions.
 
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A few weeks ago took the Norton on it's first longer run of about 150 miles. At around 100 miles it developed a leak around the push rod holes on LHS. No huge volume of oil but a little spreads a long way and is unacceptable.
So retensioned the head for 3rd time and surprisingly there was a little movement on the the nuts.
Due to unavailability of Mikes XS pcv valves sourced a new YZF125 EGR valve and fitted it to the breather line. This made an amazing difference while running the engine in the workshop. Previously at 2,500 rpm with the oil tank cap removed the oil dots were sprayed out of the tank in good numbers. Now with the reed valve fitted no oil displaced and putting a finger on the breather line outlet detects no gas flow at all.
Road tested the bike for about 10 miles with some heavy acceleration to 6,000 rpm and no oil leaks.
Am sure the reed valve is the primary contributor to success.
Once again i am grateful to those on this forum contributing information enabling a fix to my problem.

A longer ride coming up soon.

Love this bike. Such a sweet thing to ride.

After thought - on the first ride i stopped at a coffee shop in a country town about 10 am on a Saturday. It took 20 minutes to get from the bike into the coffee shop. Passers by loved the bike - asking questions, remembering their past. Some Japanese tourists wanted their photos taken with me and the Norton.
Totally amazed with the reaction. People also love the sound.
 
proper interstates have a habit of doing that. I have a similar inter, same colour too, though not a combat. Had one of those in the mid 1970's great bike until stolen.
 
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