MK3 Restomod

They do look similar, but I'm trying to get more of THE parts that were on THAT bike (original prototype).

I could MAYBE be persuaded to install a pair of those white cast wheels, but it would take having a working 961 engine and those forks to make it happen.

Have you asked Kenny where the forks were sourced from?

You probably know the details of Kenny's development of the modern bikes better than I do. But I'm a little confused on which bike you are referring to as the "original prototype." This is the earliest picture I have of his modern Norton "prototype", and it shows the same Ceriani style forks as the blue Commando in your picture, but maybe a little more detail. They are a bit different than the old Forcelle Italia forks I have, but could just be a later version.

MK3 Restomod


The only other of Kenny's modern Norton prototypes that I have a picture of is this one that he labeled as a 952, and it has the Ohlins forks.

MK3 Restomod


If it's the Ohlins forks you're looking for (and It doesn''t sound like it is), Ollie still had a set of good used ones for sale not too long ago.

Ken
 
Actually, I suppose "prototype" may be arguably incorrect, but it is the FIRST rolling mockup of what the new Norton was based on, basically a VR880 chassis with a dummy 952 lump in it, shown in New York at the announcement (last photo I posted).

He sold me the bodywork, box-section monoshock swingarm with rising rate linkage, "big bearing" transmission cradle, "tight tuck" pipes, most of the parts to build a VR880 engine with Spyke E-start & one of 3 CF primary cases he had made, a VR front spool hub for dual discs, a set of FCR carbs, and I forget what else. By contract, he couldn't sell me the dummy lump (even though it wouldn't have done me any good), ALL of that stuff went to the biggest motorcycle world rip-off in our lifetimes.

Anyway, this is the bike I built, that represents the largest collection of the original new Norton's parts, in any one person's possession...

MK3 Restomod
 
If my memory serves me, that Oil-In-Frame idea came back to bike Kenny pretty hard around that time, and he reverted at least two OIF VRs back to "standard tankers" for his clients in-warranty.

He gave me a pretty stern warning that rebuilding old bikes for people, and including a warranty, could cost me a lot of money. As it turned out, it cost me SOME money over 100+ major client builds, but not a net loss on a single one (only two failures of any significance, neither one major).

FWIW that's a plain MkIII engine that i reverted to right-foot shift, and I've since installed Amal 932 Premiers, as they actually work better. Notice the FCRs intakes have VERY TIGHT clearance to the frame web which I didn't want to cut out.

That's about enough off-topic discussion unless you care to @lcrken; after all, this is your thread...
 
Observation, not looking for trouble, but feel free to tell me I'm full of crap: ;)

Sure looks like the intakes used on that Blue 880 are at too steep (straight) an angle for that series FCR, and the frame used. An intake with a little more curve angle like what CNW uses and JS Motorsports sells would have given better clearance. Even a modified MkIII spigot manifold would have been better for clearance. I'm not sure if that would have helped with the performance, because there are too many other variables.

Only issue I have with FCR carburetors is I have to adjust the idle up on cold starts, and turn it down once the motor warms up. The warm up period gives me time to get my jacket and helmet on.

I would avoid using that steep straighter angle on the intake manifolds, if the same series FCRs are going on the project bike.
 
Have you asked Kenny where the forks were sourced from?

You probably know the details of Kenny's development of the modern bikes better than I do. But I'm a little confused on which bike you are referring to as the "original prototype." This is the earliest picture I have of his modern Norton "prototype", and it shows the same Ceriani style forks as the blue Commando in your picture, but maybe a little more detail. They are a bit different than the old Forcelle Italia forks I have, but could just be a later version.

View attachment 82978

The only other of Kenny's modern Norton prototypes that I have a picture of is this one that he labeled as a 952, and it has the Ohlins forks.

View attachment 82979

If it's the Ohlins forks you're looking for (and It doesn''t sound like it is), Ollie still had a set of good used ones for sale not too long ago.

Ken
Ken, sorry to steer this thread off track again, but does that bike on the bench have Isolastics?
 
Ken, sorry to steer this thread off track again, but does that bike on the bench have Isolastics?

Not exactly. It is rubber mounted, but the mounts are not isolastic design. And the swing arm is mounted to the frame, not an engine cradle. You can see the two rear mounts a little better in this picture.

MK3 Restomod


In this picture of an even earlier engine configuration, you can see the rear mounting holes that are large enough for a rubber mount, but not for the isolastic design.

MK3 Restomod


And this picture of the earlier engine in the same frame shows the rear mounts from the other side.

MK3 Restomod


The 952/961 bike went through several design iterations before it was sold to Stu and company.

Ken
 
View attachment 83044

The 952/961 bike went through several design iterations before it was sold to Stu and company.
This last shot looks like an almost standard set of power unit cases, but with a cutaway for whatever they were studying.

Lots of monkey motion with all those rear plates and stuff...
 
Back to the build progress. I made a simple mount for the Smith electric tach and speedo, as well as the main power switch. I'm thinking I might later add some more pieces to cover the view of the bottom, but right now I'm more interested in getting to the running stage. I also made some changes to the front brake and clutch master cylinders. I was using a pair of the classic style 2215 series AP MCs left over from the road race days, but the brake master cylinder leaked, and the clutch pull was pretty heavy. I couldn't find the right kit to rebuild the brake MC (bad primary seal). But I did have a never-used 3215 variable ratio brake MC, and was able to put together a matching variable ratio clutch MC from a couple of crash damaged ones and some spare parts. They seem to be working well. I adjusted the clutch ratio to a lighter pull at the lever, and it still has plenty of travel to release the clutch. But I will have to come up with some sort of mounts for the mirrors. I prefer the conventional style, so bar ends are out. Probably just a simple clamp on bracket, or maybe new clamps for the MCs that incorporate mounts.

Interesting side story here about the AP Lockheed master cylinders. The earlier "classic" style MCs had Imperial size fasteners and hydraulic fittings, but the later variable ratio ones, which were popular on Superbike and Grand Prix race bikes in the '80s and '90s, are all metric.

I've also added a frame bracket for the oil tank rubber mount, but lost the picture file somehow. I still need to do one on the other side for the left side cover. I'll post the details of both eventually. Time to get serious about the wiring.

MK3 Restomod


MK3 Restomod


MK3 Restomod


Ken
 
Ken I like the way you’ve turned up some rings to allow use of the Triumph rubber clock pods.

IMHO the mount looks nice n neat. Adding any covers to the underside is unnecessary as there’s nothing to hide other than your neat workmanship. So it would only detract from the minimalism, to my eye at least.
 
Ken I like the way you’ve turned up some rings to allow use of the Triumph rubber clock pods.

IMHO the mount looks nice n neat. Adding any covers to the underside is unnecessary as there’s nothing to hide other than your neat workmanship. So it would only detract from the minimalism, to my eye at least.

Thanks, Nigel. I would have preferred to make something that looked like the stock 850 holders, just for the look, but I've had enough instrument failures in the past to value the rubber mounts' isolation properties more than the appearance.

Ken
 
Still working on the wiring, but making progress. These are pictures of how far I've come as of today. Way too many wires here, and I haven't even started on all the tiny wires for the electronic instruments. I'm still just running wires and making connections. I'm making sure that I locate the connections so that I can remove any part, including the main harness, without having to cut any wires. I'm using modern TXL automotive wires, and a combination of classic bullet, Deutsch, and Weatherpack connectors. Once I have it all connected and tied up temporarily with zip ties, I expect (based on previous experience:rolleyes:) to have do some corrections, a longer or shorter run here and there, and maybe a re-routing or two. Then I should be able to wrap the harness for a nice appearance and get on with the rest of the bike.

MK3 Restomod


MK3 Restomod


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Ken
 
It getting there Ken.
Notice you're running the cross over oil pipe on the head.
Other than just not doing it, is there a reason why you don't drill the intake spindles and run one pipe?
 
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Wow! Is that going to be enough wire?? I am also doing some wiring on my Atlas bitsa bike and am going through boxes trying to find wire long enough to make it. I broke down and bought a small spool of red the other day lol. For me doing the wiring is fun, even if i am doing things at a slow pace and making changes over and over. Keep up the great work Ken, any plans on Bonneville this year? Chuck.
 
It getting there Ken.
Notice you're running the cross over oil pipe on the head.
Other than just not doing it, is there a reason why you don't drill the intake spindles and run one pipe?

No particular reason, just didn't think to do it before the engine was back together. Maybe in future. It would save a little weight, and be a bit tidier.

Ken
 
Wow! Is that going to be enough wire?? I am also doing some wiring on my Atlas bitsa bike and am going through boxes trying to find wire long enough to make it. I broke down and bought a small spool of red the other day lol. For me doing the wiring is fun, even if i am doing things at a slow pace and making changes over and over. Keep up the great work Ken, any plans on Bonneville this year? Chuck.

I bought the wire in bulk packs, and that's the lengths that were available. Besides, I also have a Studebaker project to wire some time this year.:)

Bonneville is uncertain for me now. My wife of 63 years is going down the Alzheimers tunnel, and I'm reluctant to leave her alone for the week+ it would take. But I do think I will manage some weekend runs at El Mirage.

Ken
 
The 952/961 bike went through several design iterations before it was sold to Stu and company.
Ken,
Sorry for diving into history again. Did Kenny Dreer use CAD and other design/calculation software for his evolutionary work? Building physical bikes to test out new models and concepts must have cost him dearly. Today a small manufacturer like Kenny would and should rely on a "digital twin" to perform developments. It saves a great deal of time and money.

- Knut
 
Bonneville is uncertain for me now. My wife of 63 years is going down the Alzheimers tunnel, and I'm reluctant to leave her alone for the week+ it would take. But I do think I will manage some weekend runs at El Mirage.

Ken

Very sorry to hear that. 63 years is an amazing time together. You must have experienced so many things together. My marriage didn't work out and I have been on my own over 25 years now. Wish it had gone a different way but there you go.

I wish you the best and hope you still have good times together.
 
My wife of 63 years is going down the Alzheimers tunnel, and I'm reluctant to leave her alone for the week+ it would take. But I do think I will manage some weekend runs at El Mirage.
So sorry to hear about your wife, Ken. Prayers from here as well... :(
 
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