Project Norton
Matt finds a little momentum with the ES2and it doesn't end up in a canal - yet.
It's starting to go back together
WORDSAND PHOTOGRAPHYBY THINK I'M LEARNING MORE ABOUT MYSELF THAN I AM about British bikes with this Norton. What I know is less than I think, my confidence is less than I presume and jobs I've never done take so much more time because I'm not used to doing it. And like anyone else who is working, trying to find time for projects is a never-ending challenge. So while hold-ups are crushing, every success is a big success. Last month I hated the bike. It was my fault; I'd rushed putting the engine together and ruined the piston oil ring. So I left it untouched and certainly unloved, for several weeks. And then I realised it was close to deadline (I'm writing this as I go to the printers tomorrow) so I had to start again - quickly!
PUT A RING ON IT
Luckily I had ordered a new set of +0.30in rings at another £54.These were blatantly new/old stock, Wellworthy compression rings and a Hepolite oil control ring, so all good. But despite the original greaseproof paper, they had got damp at some stage and were all suffering from light rusting. This seemed to come off with an oily rag and didn't affect the scraping side as much as the top and bottom, so I'lljust run them.
After checking the ring gap in the bore as was suggested on the old ring wrapping, the new rings went on easily enough, with just thumbs as tools and plenty of oil. After that I made sure the ring gaps were all 120 degrees apart to prevent too much blow by,then carefully, very carefully, and using just my fingernails, eased the rings into the barrel. There was no drama, no need to think about using tools and within a minute the barrel was in place - well nearly...
Left: Head gasket also doesn't fit Ohwell, should be glad you can still buy parts for 60-year-old bikes ...
SHRINKY DINKY
If you read last month, you may remember the base gasket was too small and Nev had suggested it had dried out and needed soaking in warm water. Duly done, it was then a case of drying off and fitting it with some Wellseal to make sure it didn't block the three oilways that go from the crankcases up the barrel to lubricate the rockers and so on.
It still wasn't a perfect fit and some deft scalpel work was needed to clear the pushrod tubes and oilways. Later on I'd find the head gasket was also a poor fit too, needing some considerable time to enlarge the inner hole to fit over the barrel. They came with the bike, so not sure where they came from and I guess I should be lucky you can still get parts for 60-year-old bikes in 2020.
BOTTOM END ISSUES
With the barrel on, that visual improvement gave me a real push. So on went the cams and timing gears with a new woodruff key to hold the pinion gear to the crankshaft. Then on went the worm gear for the oil pump drive, which is a reverse thread. But I stopped there, to inspect the pump itself. At first it felt stiff, but with some oil in, it quickly felt smooth, if tight still, which I would say is about right. It is recommended not to open it up and a new one costs around £200, so I will run with it as when it comes to starting it up
I can see if the oil is being worked through. And it saves another £200.
The timing gears, or cam gears, have shims fitted to eliminate end float. While nothing has changed, I want to set this up correctly, but while I can check for 'perceptible' float on the inlet cam, the exhaust cam can only be tested while the crankcases are apart, so I'll have to put that one down to learning.
The oil pump fitted up once the studs were fitted, but I had to tum the crankshaft to fit the worm gear to the gear on the pump. So I made sure there was plenty of oil down the bore. Mental note - don't stand behind the bike when it's started up... ,.
GETTING AHEAD
Now I'm buzzing, so on with the head. With the brand new (and massive) valves fully lapped in and the new over-size guides fitted, it was time to fit the valves. When I bought the bike there was a bag of new springs, but they measured the same as the old ones, so I have some spare valve springs. However, the spring seats and spring caps and valve collets are original, and while one set fitted, the other spring seat didn't fit around the new valve guide. I tried filing the .30 or so needed, but I was getting nowhere with hardened steel. So it was on to the lathe and I took it out just enough to fit around the guide. It's little jobs like this that really make the engine and indeed the bike feel like your own.
Next, I found all the parts needed to put together the rocker box. But they could all really do with a visit to the blasting cabinet, so that can wait. The pushrod tubes also have poorly-looking chrome; I could buy new ones, but can't afford to replace something just because it doesn't look good, so I may blast them and paint them, or I'd really like to buy some copper tubes from Mike Pemberton at Pushrod Performance - but I haven't dared ring up to enquire yet ...
CARB DIET
Lastly, I put the Amal 376 Monobloc together, after cleaning most of it up. I also ordered a spares kit of needle and jets, plus any gaskets and a shiny new throttle twist grip. I'll make up the cables and I'll order or find a choke lever as I forgot that!
WHAT'S NEXT?
Once deadline is over I'm going to spend a morning blasting so I can get the rocker box together and the head fitted. With timing gear set up and dynamo drive sorted, it should be time to fit the engine, so I best get the plates painted. Forks need finishing, gearbox needs checking, tyres, brakes; oh blimey. But we're starting to make progress. [][]Ill