Just found this thread and I'm in.
Yes, we are sick and there is no known cure. Only therapy, which requires to obtain another one to work on.
And the cycle continues.
Not sure how far you are on disssembly, but pay good attention to spacers, washers etc.
Specifically the primary. Behind the rotor, clutch hub and the washers/spacers behind the inner primary case on the mounting stud.
These machines were manufactured with far looser tolerances than you're used too.
The term parts fitter fits these machines well. They are all a little different.
It's unusual for a Norton to lock up it's engine.
What is not unusual is for the Layshaft bearing in the Trans lets loose and locks everthing up.
There was a time when a 'Portugal' bearing was being used. Yours fits the timeline.
Search layshaft bearing and get scared spitless.
Here's one thread.
I have read many posts related to the failure of the gearbox inner layshaft bearing and what I still don't know is whether the failures are more common in the later model Commandos. Mine is a mid-year 1970 and I don't have any way to know whether the PO changed the bearing or not and the bike is not presenting any of the symptoms commonly reported when the bearing is starting to die. I have the mechanical skill to take the thing apart and check/replace the bearings and all the other bushings and seals. Does this fall into the "better safe than sorry" caegory?
Thanks in advance for your...
When you finally get the primary chain off, see if you can spin the engine.
Actually, there is play in the chain, see if you can rock the clutch wheel.
If you haven't already, get a proper set of sockets and spanners, aka, wrenches.
You will be able to get it apart well enough, proper assembly is another thing.
One area you will have trouble is the Cam shaft nut. It is 9/16w.
Here's a good chart showing the differences.
The head bolts are 1/4w. Sleeve nuts may be 3/16's.