1972 Norton Barn find

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One last question, the tank has the "red" sealer inside that was not very well done. What is the best way to remove not worried about outside paint!
 
Now you can tinker to your heart’s content with a clear conscience Gene … have at it !
Blower ? Fuel injection? Mono shock ? Twin discs up front the same diameter as the rims ? Nitrous?
 
Thanks Rick. Now I'm more confused then ever, and you know that doesn't take much. So the rear oil breather is a good thing or bad? Was this a classic British using left over parts? I've seen 69 Norton's with the cam breather and now a 72 with an earlier design. Truly thankful for this forum!
 
mean gene said:
Thanks Rick. Now I'm more confused then ever, and you know that doesn't take much. So the rear oil breather is a good thing or bad? Was this a classic British using left over parts? I've seen 69 Norton's with the cam breather and now a 72 with an earlier design. Truly thankful for this forum!
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Get the CNW reed valve rear breather if it has the 72 style mounted on the back of the crankcase.
 
One thing is how deep are your pockets, is how far you go with any projects.
 
Gene
This is one of my past Commandos…220627 with Nov 1972 on the ID plate. It’s a high compression ‘73 750 with that RH6 head. Mine also was a black roadster when new.
1972 Norton Barn find
 
L.A.B. said:
It's a standard 750 MkV Roadster with the high-compression (but not as high as the Combat) RH6 cylinder head and 32mm carbs, therefore nothing particularly special.
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Except maybe there were not a lot of these ‘73 750s compared to ‘72.
 
Our radiator shops have closed up! Few get repaired and none have the caustic dip tanks like they used to! Whoever coated it didn't remove the rust first! I'll try acetone or lacquer thinner.
 
mean gene said:
Thanks Rick. Now I'm more confused then ever, and you know that doesn't take much. So the rear oil breather is a good thing or bad? Was this a classic British using left over parts? I've seen 69 Norton's with the cam breather and now a 72 with an earlier design. Truly thankful for this forum!
Click to expand...
The rear oil breather wasn't particularly good or bad in itself....but it does provide the location for a Comstock/CNW/JSM style reed valve breather, which is good.

Of course the cases don't have the large sump plug, which is bad, a poor pick up arrangement which needs modification and is bad, and had the cam bearings with tags that broke off which was occasionally very bad!

And many of these cases had bad roller bearings fitted, somewhat catastrophic for some owners, and also for Norton with the cost of trying to put it right.

Given a choice, I wouldn't use them, but choice is often expensive.
 
SteveA said:
On standard 200,000 series cases?.....no.....several little things to rectify in a build......
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I know it's not gospel, but Wilson lists for the 220000 on (as OP's) bikes:
Superblend bearings, full flow oil filter, raised overall gearing, 32mm carbs, box section head steady, 'strengthened' gearbox, larger exhaust nuts, 850 'strengthened' clutch, hard chromed stanchions, and 'new' plastic gaiters for the isolastics, stainless mudguards, 'changes' to air cleaner assembly and electrics.. And a CR of 8.5:1 with an option of 9.5:1 for the roadsters.....
Allegedly :-)
 
SteveA said:
The rear oil breather wasn't particularly good or bad in itself....but it does provide the location for a Comstock/CNW/JSM style reed valve breather, which is good.

Of course the cases don't have the large sump plug, which is bad, a poor pick up arrangement which needs modification and is bad, and had the cam bearings with tags that broke off which was occasionally very bad!

And many of these cases had bad roller bearings fitted, somewhat catastrophic for some owners, and also for Norton with the cost of trying to put it right.

Given a choice, I wouldn't use them, but choice is often expensive.
Click to expand...

Add the Layshaft bearing to the above
 
The bikes outward appearances tell me a total tear down and redo. It turns over easily, with no compression, guessing stuck valves. My good side thinks because it's numbers matching to restore. The mean Gene side says wack the piss out of it! I have this fight all the time! I have been gathering hi-po parts for a couple of years, should have everything but pistons. I also have and 74 850 engine. what to do? If someone offers me the right money for the 750 engine that would end my problem, or whole bike, numbers wouldn't match and wack the 850 engine
 
What do you want it for? Are you going to keep it, or do you think you'll end up selling it? If the latter, building a hot rod limits your market to a small number of enthusiasts. A subset of an already small market. Your average punter (me included) will look at the list of upgrades and move on, thinking it's not standard, difficult to be sure what I'm buying, source parts and maintain.

No doubt, there's a personal sense of achievement building your own hotter special. On the other hand, if you're looking for a 65HP 'hot rod'(!), any 20 year old Honda (etc.) above 500cc would be a cheaper / reliable route :D
 
Gene,

Build the original 750 engine and put the 850 into another frame. Too many Frankenstein Nortons out there already. But do as you please. I’m not in the market anymore.
 
ILLF8ED said:
Except maybe there were not a lot of these ‘73 750s compared to ‘72.
Click to expand...

Agreed, nowhere near as many 750 MkV as MkIV but still not particularly rare.

I don't think the actual '22' series production is known but it must have been several hundred (as we have a pic oF 221213) even without the 230 and 235 series.
 
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