- Joined
- Mar 16, 2011
- Messages
- 282
I am new to all things Norton and had contacted GP about a rebuild. He seemed fair and upfront. I decided to go with a full rebuild with Matt at CNW because GP didn't give enough detail on the type of work he could perform. He only replied, (Quote
" I can beat CNWs price by enough to pay for the shipping, probably more.
I can get it done in about 4 months (possibly 90 days or even less, depending on unknown variables that come and go; I like to quote high and come in low).
I personally don't like in-line oil line valves, but the paying customer gets what they want!"
Now I thought that this might be a bit much with the hunch that his shop might not be setup for this level of rebuild after seeing the picture of GP at his friends "Knife shop" lathe picture. So I went with Matt at CNW for the rebuild. (*No regrets there, first rate, top notch!) I do know that GP is a true Norton enthusiast and has a commitment to the marque. Perhaps he should not do work on other people's machines with so much negative feedback. I'm sure GP's pride has been hurt but a customer deserves a skill level that does not include scraping clutch plates on the floor to flatten them.
My wish list that GP said he could do in 4 months or 90 days:
All new studs
Head and cylinder barrel surfaced to insure flatness
Combustion chamber volumes are equalized
Precision 3 angle cut on valve seats
New bronze valve guides
New Black Diamond valves
New valve springs and insulators
New mushroom head tappet adjusters
Rockers and rocker spindles replaced as required
New rocker thrust washers and locating springs
New cast stainless steel exhaust nuts
New cast stainless steel rocker spindle covers
New stainless steel head fasteners, complete set
Glass bead blasting
"Show" polished rocker covers with stainless steel nuts
Braided stainless steel overhead oil lines with chrome banjos
Improved intake valve seals
Pistons, pins and rings are weighted to match within 0.0 (tenth) grams
Barrel is surfaced for flatness
Barrel is shot peened, pressure washed and durable high gloss finish applied
Barrel is precision bored and honed to correct tolerance
Cam followers/lifters are surface ground
New pistons and rings
New stainless steel fasteners
Barrel base studs are replaced
New camshaft (several grinds available)
New oilpump
All new crankshaft hardware
Rods are weighted to match within 0.0 (tenth) grams
All crankcase hardware is replaced with new stainless steel
Crankshaft is magnafluxed, then ground and polished as required
Rods inspected, appropriate repair of nicks, etc.
New big end bearings installed
Crankcase timing side modified for improved breathing as required
New cam bushings as required
Crankcase is glass bead blasted and pressure washed
Crank breather check valve installed
Anti wet sump check valve installed
Magnet added to sump strainer
New main bearings installed
All crankshaft keys are replaced
Cam chain and adjuster replaced as required
Upgraded tachometer drive seal installed
Covers are polished to "show" standard
Rods cut down and resized to ensure roundness
New Barnett steel and friction plates installed
New hardened clutch center installed as required
New clutch basket bearing installed as required
Clutch pushrod seal by Dave Comeau installed
New stainless steel fasteners and replated studs throughout
New inspection caps
New inner mainshaft bearing installed
Transmission case bead blasted and pressure washed
Gear bushings replaced as required
Upgraded layshaft roller bearing installed
New mainshaft bearing and seal installed
New countershaft sprocket, specific to 520 "O" ring chain
Outer cover machined to accept MKIII kickstart shaft seal upgrade
New "quad" rings replace all "O" rings throughout
New shift linkage springs installed
New MKIII kickstarter arm assembly
Covers polished to "show" standard
All new stainless steel hardware
New inspection cover
" I can beat CNWs price by enough to pay for the shipping, probably more.
I can get it done in about 4 months (possibly 90 days or even less, depending on unknown variables that come and go; I like to quote high and come in low).
I personally don't like in-line oil line valves, but the paying customer gets what they want!"
Now I thought that this might be a bit much with the hunch that his shop might not be setup for this level of rebuild after seeing the picture of GP at his friends "Knife shop" lathe picture. So I went with Matt at CNW for the rebuild. (*No regrets there, first rate, top notch!) I do know that GP is a true Norton enthusiast and has a commitment to the marque. Perhaps he should not do work on other people's machines with so much negative feedback. I'm sure GP's pride has been hurt but a customer deserves a skill level that does not include scraping clutch plates on the floor to flatten them.
My wish list that GP said he could do in 4 months or 90 days:
All new studs
Head and cylinder barrel surfaced to insure flatness
Combustion chamber volumes are equalized
Precision 3 angle cut on valve seats
New bronze valve guides
New Black Diamond valves
New valve springs and insulators
New mushroom head tappet adjusters
Rockers and rocker spindles replaced as required
New rocker thrust washers and locating springs
New cast stainless steel exhaust nuts
New cast stainless steel rocker spindle covers
New stainless steel head fasteners, complete set
Glass bead blasting
"Show" polished rocker covers with stainless steel nuts
Braided stainless steel overhead oil lines with chrome banjos
Improved intake valve seals
Pistons, pins and rings are weighted to match within 0.0 (tenth) grams
Barrel is surfaced for flatness
Barrel is shot peened, pressure washed and durable high gloss finish applied
Barrel is precision bored and honed to correct tolerance
Cam followers/lifters are surface ground
New pistons and rings
New stainless steel fasteners
Barrel base studs are replaced
New camshaft (several grinds available)
New oilpump
All new crankshaft hardware
Rods are weighted to match within 0.0 (tenth) grams
All crankcase hardware is replaced with new stainless steel
Crankshaft is magnafluxed, then ground and polished as required
Rods inspected, appropriate repair of nicks, etc.
New big end bearings installed
Crankcase timing side modified for improved breathing as required
New cam bushings as required
Crankcase is glass bead blasted and pressure washed
Crank breather check valve installed
Anti wet sump check valve installed
Magnet added to sump strainer
New main bearings installed
All crankshaft keys are replaced
Cam chain and adjuster replaced as required
Upgraded tachometer drive seal installed
Covers are polished to "show" standard
Rods cut down and resized to ensure roundness
New Barnett steel and friction plates installed
New hardened clutch center installed as required
New clutch basket bearing installed as required
Clutch pushrod seal by Dave Comeau installed
New stainless steel fasteners and replated studs throughout
New inspection caps
New inner mainshaft bearing installed
Transmission case bead blasted and pressure washed
Gear bushings replaced as required
Upgraded layshaft roller bearing installed
New mainshaft bearing and seal installed
New countershaft sprocket, specific to 520 "O" ring chain
Outer cover machined to accept MKIII kickstart shaft seal upgrade
New "quad" rings replace all "O" rings throughout
New shift linkage springs installed
New MKIII kickstarter arm assembly
Covers polished to "show" standard
All new stainless steel hardware
New inspection cover