Dreer VR880
- Thread starter worntorn
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I think Wolfie is talking about the ascerbic Norton hater troll member "Carbonfibre" and Rohan is referring to Carbon fibre, the material. And I believe Carbonfibre the member is blocked from the entire site, or may have left voluntarily.
Carbon fibre, the material, is not blocked from the site but is heavily frowned upon by us metal lovers
Glen
Carbon fibre, the material, is not blocked from the site but is heavily frowned upon by us metal lovers
Glen
- Joined
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Couple of Mongrels , apparently . http://www.racingvincent.co.uk/14%20Nor ... on-12.html Noton SOHC History , part 2 . 1932 - 36 .
Raceing Vincent Co. U.K. seems to have their priorities right , on their Homepage . :shock: :lol: http://www.racingvincent.co.uk/
" The History of the Motorcycle is the Story of the Unaproahable Norton " .
:mrgreen: Aha .
http://www.racingvincent.co.uk/14%20Nor ... on-01F.htm To be Sure . 8) ( SOHC Drool pages galore )
Raceing Vincent Co. U.K. seems to have their priorities right , on their Homepage . :shock: :lol: http://www.racingvincent.co.uk/
" The History of the Motorcycle is the Story of the Unaproahable Norton " .
:mrgreen: Aha .http://www.racingvincent.co.uk/14%20Nor ... on-01F.htm To be Sure . 8) ( SOHC Drool pages galore )
- Joined
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RIGHT ; Back on Subject . :!:
"Tonkin Tornado" Street-Legal Norton Manx
Claimed power: 50hp @ 7,000rpm
Top speed: 130mph
Engine: 500cc DOHC air-cooled single, 86mm x 85.8mm bore and stroke, 9.5:1 compression ratio
Weight: 322lb (146kg)
Fuel capacity/MPG: 3gal (11.3ltr)
Price: Around £33,000 (approx. $53,000)
Read more: http://www.motorcycleclassics.com/class ... z28Nng57D9
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Ex. Douglas’s chief designer Walter Moore designed a OHC engine with bore x stroke 79 x 100 gave Norton its first ohc engine. Alec Bennett won at the TT in 1927 with the bike called a CS1 (camshaft senior 1 with 490 cc). Little brother was called CJ (J for junior) with 348 cc (71x85 mm). In 1930 Moore left for NSU and was replaced by Arthur Carroll who soon redesigned the ohc engine. The new design gave Norton a string of victories and by ‘31-‘32 a road going version was available. It was in fact a replica and equipped with 1 5/32in. Amal TT carbs, racing magneto and 4 speed close ratio gearbox. It was called an International. Later it got hair pin valve springs and after the war Road holder telescopic and plunger rear suspension were added. The Inter became a favorite among new racers as well as street racers. Every young man wanted an International. It was Norton’s pride then.
The final stage of development of the Inter came in 1953, when the alloy engine was installed in Norton's latest racing frame, the Featherbed, together with a new gearbox of the current design. In this form the International won its final Clubman's TT, although the Featherbed model was really intended as a sports special for fast road work.
The International was always expensive and by 1956 it was made to special order only. The last of the line left the works in 1958, when fewer than 20 were made. But the Inter had a pedigree borrowed from some of the most famous British racers, and a performance that kept riders enthralled for decades.
"Tonkin Tornado" Street-Legal Norton Manx
Claimed power: 50hp @ 7,000rpm
Top speed: 130mph
Engine: 500cc DOHC air-cooled single, 86mm x 85.8mm bore and stroke, 9.5:1 compression ratio
Weight: 322lb (146kg)
Fuel capacity/MPG: 3gal (11.3ltr)
Price: Around £33,000 (approx. $53,000)
Read more: http://www.motorcycleclassics.com/class ... z28Nng57D9
------------------------------------------------------------------------------------------------------------------------------------------------------------
Ex. Douglas’s chief designer Walter Moore designed a OHC engine with bore x stroke 79 x 100 gave Norton its first ohc engine. Alec Bennett won at the TT in 1927 with the bike called a CS1 (camshaft senior 1 with 490 cc). Little brother was called CJ (J for junior) with 348 cc (71x85 mm). In 1930 Moore left for NSU and was replaced by Arthur Carroll who soon redesigned the ohc engine. The new design gave Norton a string of victories and by ‘31-‘32 a road going version was available. It was in fact a replica and equipped with 1 5/32in. Amal TT carbs, racing magneto and 4 speed close ratio gearbox. It was called an International. Later it got hair pin valve springs and after the war Road holder telescopic and plunger rear suspension were added. The Inter became a favorite among new racers as well as street racers. Every young man wanted an International. It was Norton’s pride then.
The final stage of development of the Inter came in 1953, when the alloy engine was installed in Norton's latest racing frame, the Featherbed, together with a new gearbox of the current design. In this form the International won its final Clubman's TT, although the Featherbed model was really intended as a sports special for fast road work.
The International was always expensive and by 1956 it was made to special order only. The last of the line left the works in 1958, when fewer than 20 were made. But the Inter had a pedigree borrowed from some of the most famous British racers, and a performance that kept riders enthralled for decades.
The #5 McIntosh Manx is owned and raced by Bruce Verdon, owner of TT Industries, builder of fine gearboxes in Nelson, NZ. I took the pic of Bruce's bike at the Burt Monroe weekend at Teratonga circuit in '09. Last October Bruce & bike came to the US and raced the AHRMA events at Barber & Daytona. Some guy named Swantz had to jump the start to beat the locals on another Rob McIntosh Manx.
OK then, Cycle World Oct` 12 has a comparison between the Guzzi V7 & the Asian bulit Triumph Thruxton Bonnevile.
The Triumph made 60.7hp @ 7320rpm & 48ft-lb @ 5750rpm, weighed in [with aftermarket Arrow pipes] at 473lb[dry].
It did a 1/4mile in 12.94 @ 102.23mph, & ran up to a top end of 119mph, figures which hardly show much positive progress over a Commando from 4 decades ago.
Guzzi is fairly gutless with 38.7hp @ 5975rpm but weighs in at 411lb [dry].
The Triumph made 60.7hp @ 7320rpm & 48ft-lb @ 5750rpm, weighed in [with aftermarket Arrow pipes] at 473lb[dry].
It did a 1/4mile in 12.94 @ 102.23mph, & ran up to a top end of 119mph, figures which hardly show much positive progress over a Commando from 4 decades ago.
Guzzi is fairly gutless with 38.7hp @ 5975rpm but weighs in at 411lb [dry].
The specs for AHRMA's Thruxton Cup series are fairly rigid, and as a result all the bikes on the grid are within a few lbs and a few hp of each other. Binning the stands, foot pegs, rear fender and mufflers make for a substantial weight savings. This bike weighted 425 with a tiny bit of race fuel in it. this is an '08 with carbs but with the bulbous tank of the F/I bikes that came in '09. You could probably get it back to street legal @ 440. The steel wheels are absurdly heavy, but so are the cast wheels on the Bonnies. It was fun to build, HUGE fun to race (except for the rib-crushing high-side at VIR).
I dont know why manufactured bikes are so heavy.I built a bike last year keeping an eye toward low weight, but nothing really special.
Finished weight with oil in but no gas, 351 pounds, on the road with turn signals plus air horn. And I find the Honda 55 cc engine to have plenty of power.
Kidding, engine is a 1360cc Vincent lump, weight listed above is correct tho.
I just wonder where all the extra weight is, given that the Vincent engine around 200 lbs must be considerably heavier than most powerplants?
Or is it?
Does anyone know the weight of a Commando engine, mounting plates and trans? Or the powerplant in the newish Triumph above?
Bit of a sidetrack, but I am perplexed by the listed weights.
Glen
Finished weight with oil in but no gas, 351 pounds, on the road with turn signals plus air horn. And I find the Honda 55 cc engine to have plenty of power.
Kidding, engine is a 1360cc Vincent lump, weight listed above is correct tho.
I just wonder where all the extra weight is, given that the Vincent engine around 200 lbs must be considerably heavier than most powerplants?
Or is it?
Does anyone know the weight of a Commando engine, mounting plates and trans? Or the powerplant in the newish Triumph above?
Bit of a sidetrack, but I am perplexed by the listed weights.
Glen
- Joined
- Apr 15, 2009
- Messages
- 11,531
worntorn said:I dont know why manufactured bikes are so heavy.I built a bike last year keeping an eye toward low weight, but nothing really special.
Finished weight with oil in but no gas, 351 pounds, on the road with turn signals plus air horn. And I find the Honda 55 cc engine to have plenty of power.
Kidding, engine is a 1360cc Vincent lump, weight listed above is correct tho.
I just wonder where all the extra weight is, given that the Vincent engine around 200 lbs must me considerably heavier than most powerplants?
Or is it?
Does anyone know the weight of a Commando engine, mounting plates and trans? Or the powerplant in the newish Triumph above?
Bit of a sidetrack, but I am perplexed by the listed weights.
Glen
Seriously? You're comparing your special to a production bike? :roll:
The other side to this weight business is that I've seen it said that a Norton Commando, for example, could have been made more reliable if it was heavier.
Actually, the bits could have been made stronger, and a bit more weight is the result.
This actually happened over the years with the Commando, and preceding models.
Alloy fork sliders were made stronger/oval.
Gasket faces in various places were made slightly wider = bit more weight.
Gearbox shell was made stronger - bit more weight.
Tanks /sidecovers were made stronger, steel = bit more weight.
(Always thought stronger sidecovers was a very useful improvement ??).
And so on...
Actually, the bits could have been made stronger, and a bit more weight is the result.
This actually happened over the years with the Commando, and preceding models.
Alloy fork sliders were made stronger/oval.
Gasket faces in various places were made slightly wider = bit more weight.
Gearbox shell was made stronger - bit more weight.
Tanks /sidecovers were made stronger, steel = bit more weight.
(Always thought stronger sidecovers was a very useful improvement ??).
And so on...
But they made the holes in the cylinders bigger! Holes ARE lighter, right? L.O.L.
I am also interested in weights/measures, & would appreciate those Commando figures, both discrete engine/box/iso-plates & en-unit.
Most modern motorcycles are too porky, even compared to the Commando, & that power to weight ratio gives a lively feel.
I am also interested in weights/measures, & would appreciate those Commando figures, both discrete engine/box/iso-plates & en-unit.
Most modern motorcycles are too porky, even compared to the Commando, & that power to weight ratio gives a lively feel.
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