P11 gets the JSM treatment

Schwany said:

This project is basically all done. Now I can get back to taking care of the house and garden.

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I hope you will share your experiences with the clutch, in terms of torque capacity, sensivity of friction discs to oil contamination, operating load at the lever, and last not least, longevity of the sprocket.

- Knut

mdt-son said:

I hope you will share your experiences with the clutch, in terms of torque capacity, sensivity of friction discs to oil contamination, operating load at the lever, and last not least, longevity of the sprocket.

- Knut

Click to expand...

Knut

The only one of those things I would be able report on with any accuracy at all would be the longevity of the sprocket, the rest I couldn't figure out with my best hammer. I won't be opening up that primary again unless the clutch fails, I drain the oil and the oil is full of alloy shavings, or the primary leaks excessively.

If the sprocket is a concern, the NEB clutch is not the clutch to use. I know the alloy sprocket won't last anywhere near as long as the steel sprocket on the AMC clutch. The teeth on the AMC sprocket still look new, and it is the original clutch. The AMC sprocket lines up much better as well without any modification. All I could get was close with the NEB clutch before getting too far out on the mainshaft for my comfort.

The NEB clutch currently works, but that could change after some higher sustained RPM riding. If it fails and I happen to survive the resulting get off, I'll report on it.

I went to a local car show on the P11. Of course, I had to show those hot rod car guys (I am one by the way) what real power sounds like.

When leaving I turned the wick up in 1st and 2nd, and a little in 3rd before the next street light made me back off. Motor lit right up fist kick and ran great, although to date not as much top end hit as the NV 2S cam produced. Will be richening up the needle position a bunch to 3rd notch from the bottom (needles have 7 notches) to see if that makes much difference. Have not gone that far yet. It will tell me things for sure. Once I get it all as happy as I can using my butt dyno, I'll list my settings. However, as I have said in the past, I don't know what good my tune will do any other "open minded" 750 Norton owners because my P11 is definitely a 1 off configuration.

Regarding the NEB wet clutch I'm using instead of the AMC clutch. No weird noises from the NEB clutch, shifts were all good without any crunching. It did not snap off the mainshaft inside the primary either. I should be able to really get on it this next week and see if I can find some top end while I'm at it. Sunny days in the forecast say it's time to ride again.

Based on a little 175 mile test ride today inserting the clip in the 5th position down from the top works pretty good. It does put a bit of excess color on my plugs and SuperTrapp discs. I'll probably add 3 discs to the SuperTrapp stack. Slow speed fuel mixture is 1 1/8th turns out, slow air screw is 1 1/2 tuns out. The transition from the needle to the main is better and it seems to have more top end legs because of the improved power transition. Very linear predictable power. I think it is a good street cam, but there could be something wrong with me.

I'm probably repeating myself again by now.

Stay frosty

Found out the JS2SS cam comes in strong at higher RPM than the 2S cam did. With the JS rods and high CR pistons the motor smooths out as the RPM increases. 85 mph in 3rd before shifting into 4th getting on the freeway felt like I was riding something other than an old Norton.

Same on my C'do with a 312a. Accelerates strong like a Norton should, and at 4500 the beast is full charge.

85mph in 3rd with a 19T gearbox sprocket and my gear ratio is supposed to be 7000RPM according to a chart I found on this site in a post about top speed based on gear selection and gearbox drive sprocket. So the motor stays together at 7000RPM. Not saying much, but it does do 7000RPM smoothly. What is hard to believe is that after I did that, the engine really woke up the next time I rode it. Must have seated something that was not seated before. The motor is making very nice power everywhere now. Could not be happier with an old Norton 750.

Other note: I had been under the impression that the TriSpark ignition curve was conservative and soft. This is not true when the timing is set exactly like TriSpark suggests and the carburetors are tuned correctly for the motor and exhaust configuration. Good thing I stopped using a limp interweb FCR tune and did my own thing. Still gots the delusional tuner magic apparently.