A long time coming

ALAN ROGERS, from Christchurch NZ, recently restored his Norton 650SS and recorded the process for his local club magazine. The whole story is longer than we are able to reproduce here, but we can bring you an abridged version with some helpful tips on the trades people who can perform specialised services. “I became hooked on Norton Motorcycles, even to the extent of building and racing a supercharged Norton speedway sidecar. Building this machine was my introduction to Barry Lynch (Beaumont engineering) his knowledge and engineering abilities were and still are invaluable to me right to this day. I still longed for a “classic” Norton and senior members talked of Featherbed Nortons in general and the mystical 650SS in particular, and boy did I want one. Some time later I received a phone call from an old friend then living in Australia telling me that his 650SS which was in storage in Canterbury was for sale and was I interested? Wow, after 30-plus years of looking I finally had a matching numbers late 1966 NZ-new 650SS. Stu had purchased this bike back in 1975 and she was showing the ravages of time but was reasonably complete. I began pulling her apart, checking for damage and sorting reusable fasteners as the lovely Norton people of the day used the now obsolete CEI (cycle) thread type and finding replacements was going to be difficult. Mike Tucker repaired damage to the frame, stand stops, centre stand and yokes which were then sent off to the blasters. I stripped the motor noting damage to the crankcase where somebody previously had tried to remove the pinion gear without the correct puller. The dismantled engine was then passed on to Barry Lynch for inspection and measuring. The crank was sent to Graham Finneren in Blenheim for a regrind, while new pistons, valves, bearings and other related items were sourced from RGM in England and Barry was able to repair the crankcase. I prefer to use a superblend main bearing on the drive side with a high load ball bearing on the timing side. The gearbox was stripped and a replacement 3rd gear set was found at John Millers (J&C Miller British Parts). Barry manufactured the required gear bushes and with new bearings and seals the box was ready to go back together. The mudguards and chain guard were dechromed and with the other parts that required panel beating were passed to Damian Ryan who tapped them back into shape. The wheels were stripped and some hours went into cleaning and preparing nipples and spokes for replating and with the rims, guards, brackets and other parts were delivered to Athol at Superb Platers for rechroming. Athol also zinc-plated the spokes and renickelplated the nipples. Gary at Able Metal Polishing polished the hubs, sliders, engine and gearbox covers. Building of the wheels was passed to Len Reynolds at Wheel Building Services. New fork stanchions, seals and a bush kit were purchased and the forks were then reassembled. As my work involves monthly trips to Nelson a visit was made to British Spares where a search was made for cycle thread bolts or studs. John Miller was also manufacturing CEI nuts in 1/14, 5/16 and 3/8 and bolts in ¼ and 5/16 so on each visit my wallet would be lightened by the purchase of 10 or 20 at a time, between John and British Spares I was able to get the missing CEI fasteners that I needed for this project. A new set of Hagon shock absorbers was also purchased. A new wiring loom was ordered from Bruce Carred in Napier who I have used before and I highly recommend. Assembly proceeded as I received the various parts back; the crankcases were re assembled then fitted to frame. I received the freshly rebored barrel and head complete with new valves and guides from Barry, new barrel nuts from John Miller and with a gasket set from British Spares the assembly continued. The carburettors were fitted along with an OE style air cleaner purchased from British Spares. Then it was time to attach the wiring loom and related fittings including a new rear brake switch and bracket. The Lucas 88SA light switch I had was in good nick but somebody had given the female plug the “chop” I was surprised to find British Spares had a new replacement item in stock. New oil and breather lines were fitted though it took some time to locate period looking clamps. A new rev counter drive gearbox and cable were purchased and fitted, as was a speedo cable. I had to search for some time for the correct grey-faced 120 mph speedo (the 650SS do not have a trip meter) and 8,000rpm rev counter, and these were reconditioned by Paul at Parrott’s. As it was coming up to Christmas and I was making good progress I ordered a set of header pipes from England, a big mistake as they had to be rebent to fit and I am sill not happy with them. As the bike came without a seat I had purchased a second hand one off the internet that I intended to have recovered by Jim Stevens. I suggested we first make sure the base fitted properly and to my horror it was over 2 inches short. I bit the bullet and ordered a complete replacement seat from RK Leighton in England which was delivered to my door in 4 weeks. It was very good and at $307.75 why did I muck around? My mate Shurk, who had painted the frame, researched the 650SS silver and came up with a good match. Athol at Superb replated the die cast badges – another great job. I got Les to make a fuel line as he has the correct type ferules and crimping tool.

Bill Edwards identified that the capacitor had virtually shorted out. He also decided to rewind the magneto so that I would have no further problems. This is the second bike that I have taken to Ian at VTNZ in Tuam Street (Christchurch) for “vinning” and he is brilliant to deal with, so therefore the 650SS flew through. I then applied to the NZ Transport Agency to be able to reuse the original Black Plate, which has been granted so finally the dream to own and ride a 650SS has been satisfied as I have a fully road legal 650 SS which will hopefully be with me a long time.”