As a comparison, mk3 with single 34 mikuni, pazon, 18 inch alloy rims, 23 tooth sprocket. It has no trouble over taking in 4th gear from 50mph up. (I do like the sound of the JS twin carbs though). Only trouble with the mk3 is the single pull throttle. Has any one sorted a twin pull that fits with the mk3 set up? Graeme
Love my Mark III - but how about a little more power?
- Thread starter pkeithkelly
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I too object to the comment that involving Jim Comstock will necessitate a "fistful of dollars".
I have Jim's rod heady and hydraulic clutch on my Commando and they are superbly machined, innovative, very high quality, and directly improve those areas on Commandos.
"Fistful of dollars"? The inference is that what Jim Comstock offers as upgrades are overpriced.
A wonderful hydraulic clutch for under $500 is hardly overpriced, compared to who else offers one?
What standards for comparison are there to assume "overpriced" or "expensive", when he is the only person with the brains and talent to design and offer these many different upgrades?
I have Jim's rod heady and hydraulic clutch on my Commando and they are superbly machined, innovative, very high quality, and directly improve those areas on Commandos.
"Fistful of dollars"? The inference is that what Jim Comstock offers as upgrades are overpriced.
A wonderful hydraulic clutch for under $500 is hardly overpriced, compared to who else offers one?
What standards for comparison are there to assume "overpriced" or "expensive", when he is the only person with the brains and talent to design and offer these many different upgrades?
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1up3down said:
not that i think that jims stuff is overpriced - its great - and well with the $ since it is a limited / quality production
but i wonder why one need a hydraulic clutch on a norton - out of all the vintage british bikes the commando's stock clutch, if properly set up, has to be one of the easiest to operate with nice positive action - guess they are for the man thats got everything else sort of thing
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Invention is the mother of neccesity.
JD
JD
mikegray660 said:
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nice - me likes that!
jeffdavison said:
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Danm right its expensive hobby and extra expensive to tap into the orbits of Comstock or Schmidt which are bargains for their time and products to live it up on a hotted up Commando before you fade away. Hot rodding is its own never ending money pit as most items don't pay off well until other items upgraded too then new weakness appear and on and on... In for a pretty penny...
Down to Time=Money=Power=Motion=Life. How much you want to afford of it?
Down to Time=Money=Power=Motion=Life. How much you want to afford of it?
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1up3down said:
The hydraulic clutch release is NOT A NEW idea. While I get along just fine with Jim, Do you babes in the woods/ super rookies remember Jim Albaugh (sp) of ?tennessee who made commando hydraulic clutches back in the 80's and maybe into the 90's sold them for many years, though according to reports, I suspect volume was never to large. He sold the rights to his device to Dennis Cavalier in NY state, who consulted with me for a while about design and manufacturability considerations of his version of hydraulic clutch. Dennis has been out of commando parts sales for a while now and at that time I bought his residual stocks of Drouin supercharger parts. I'm sure Jim Comstock has reintroduced a fine product and I wish him well along with the customers that "feel the need".
IMO, I find the hydraulic clutch to be rather a bling bling item and considering how easy a properly set up a commando clutch is to pull, I will continue to use the original cable release method as fully adequate.
But what ever floats your boat is fine with me.
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OMG.Fullauto said:
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Guys, very good info on carb replacement..... I'm looking to get rid of my Amals on my Combat. After messing with them for only a few weeks, I just can't get these damn things to work correctly. Sometimes it idles at 1000, sometimes at 1500, sometimes not at all... Yesterday, I took the Combat out for a quick ride around the town. I have only had the bike for about 3 weeks and I decided that it was time to open her up. I reved her up and really got going. The torque in the higher RPM's is very nice and I was quite pleased.....until I came to a stop an had smoke coming from the engine. Turns out the float on the left carb was stuck open and fuel was POURING out the tickler onto the hot engine. I am done with these AMALS.
I am thinking about going with the dual Keihins from JS Motorsports. I see that a lot of you are happy with them. Does the kit come with everything you need to do the conversion? I didn't see anything about fuel lines on JS's website. I am not exactly a motorcycle mechanic, but I've rejet carbs before and know my way around my workshop. How difficult is the conversion?
Thanks Guys.
I am thinking about going with the dual Keihins from JS Motorsports. I see that a lot of you are happy with them. Does the kit come with everything you need to do the conversion? I didn't see anything about fuel lines on JS's website. I am not exactly a motorcycle mechanic, but I've rejet carbs before and know my way around my workshop. How difficult is the conversion?
Thanks Guys.
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Jim, I have seen your work and parts. they are 100%,comnoz said:
I never said your performace parts are Megga expensive.. but while on the subject..how much would an extra 10-15 extra brake cost, for a stock 850 :?:
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Hebo hydraulic clutch conversion kit will fit just about any bike with a cable clutch, and has the advantage of being easily removable so it can be transferred to another bike, if the one its fitted to is to be sold.
JS carbs seem to increase top end power by around 1.5 to 2bhp, as well as providing extra torque and smoother running at lower engine speeds, so look like they are well worth fitting by anyone looking for a hassle free performance boost.
JS carbs seem to increase top end power by around 1.5 to 2bhp, as well as providing extra torque and smoother running at lower engine speeds, so look like they are well worth fitting by anyone looking for a hassle free performance boost.
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john robert bould said:
John,
I am not sure what your looking for. If you are looking at the brake conversions such as on the CNW site you will need to talk to Matt as I am not involved in those pieces. Brakes are one area of the Norton I have not gotten into. Jim
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About two months ago I purchased the CNW Brembo front brake complete set up. It was around $1100 plus $70 for the powder coated silver fender stay that is shaped to go around the Brembo caliper.
It is a fantastic upgrade, four pistons on a free floating disc, powerful and progressive.
At the same time I also purchased the Jim Comstock/CNW rod link head steady and Comstock's hydraulic clutch.
The hydraulic clutch is a marvel of lightness and consistency in releasing the clutch plates.
It is a fantastic upgrade, four pistons on a free floating disc, powerful and progressive.
At the same time I also purchased the Jim Comstock/CNW rod link head steady and Comstock's hydraulic clutch.
The hydraulic clutch is a marvel of lightness and consistency in releasing the clutch plates.
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john robert bould said:
If you want to increase the performance of your brakes at very little cost... try the Brembo Master Cylinder and Stainless Steel braided lines from Colorado Norton Works. it is around $200 for the entire kit which includes bulkhead, lines and mounting hardware. I just installed it this week on stock calipers and discs and it is an amazing upgrade!
I'm intrigued by the "ditch the Boyer" suggestions in the context of increasing power. Can anyone offer expertise/experience in this regard? Been thinking about digging deep for a Trispark for other reasons; more power could be the excuse 
I "need." Thanks.
I "need." Thanks.- Joined
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Has anyone used the new Pazon "Altair" ? It's their idle stabilization entry into the electronic ignition for the Norton market. a step up from their ubiqitous "Sure-Fie" system.
Supposidly, it's not unlike the Tri-Spark in the way the ignition curve is done for the stabilzation and it uses a differnent pick-up assembly than the Sure Fire.
The "Altair" is just a bit more costly than the "Sure-Fire" but much less than the Tri-Spark. As a perceived advantage over the Tri-Spark, the Altair's electronics are in a separate black box (like the Sure Fire) that can be mounted under the tank away from heat. The contraversial Tri-Spark mounts it's electroncs on the pick-up assembly itself under the points cover, (which some have noted a potential area for failure due to that area being a "heat trap").
I have a Pazon Altair on my 850, but have yet to run the bike.
JD
Supposidly, it's not unlike the Tri-Spark in the way the ignition curve is done for the stabilzation and it uses a differnent pick-up assembly than the Sure Fire.
The "Altair" is just a bit more costly than the "Sure-Fire" but much less than the Tri-Spark. As a perceived advantage over the Tri-Spark, the Altair's electronics are in a separate black box (like the Sure Fire) that can be mounted under the tank away from heat. The contraversial Tri-Spark mounts it's electroncs on the pick-up assembly itself under the points cover, (which some have noted a potential area for failure due to that area being a "heat trap").
I have a Pazon Altair on my 850, but have yet to run the bike.
JD
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