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- Oct 19, 2005
- Messages
- 18,978
Welcome to the Norton Commando Fraternity, Mark Hoyer!
It was good to read about your 1974 Commando roadster and the upgrades you selected to install in the Jan issue 2013 CW.
I would be happy to share what I consider to be Norton Commando successes in my ownership since the early 90’s.
My 74 was discovered in a barn in rural northern Indiana with very low miles in a much neglected state. I had owned Hondas, BMW’s Suzuki's, HD’s, etc.
I was unprepared for the challenges of being a Norton Owner. The first thing that blindsided me was the illogical operation of the stock Amal choke lever. I was used to thinking a choke was engaged when a cable was pulled ( extended). My early attempts at getting the carbs right were complicated by my ignorance of how the Amal air dam( choke) is held down and under tension when the choke lever cable is relaxed. When the choke lever is pulled on the interior spring under the carb cap is defeated and the air dam is lifted for normal operation.
Now it dawned on me why so many Amal carbs on Triumphs had this cable removed and their owners depended upon the “ticklers” to start the motor and then worked to keep it running with the idle screw. Second was the tremendous kick back which occurred due to timing being out of adjustment. Third was the experience of the traditional “wet sumping” caused by oil tank leaking down to the sump while being stored or unridden for a period of longer than a week or 2. These were the initiations upon my Commando ownership.
My 74 went to Colorado Norton Works in 2000 for a complete engine rebuild and receive their custom signature look. It got some important upgrades.
The average owner can make the Commando quite a stellar rider knowing just what can be readily modified to transform the rough edges on this 40 yr old British classic hot rod.
5 things stood out for me which kept the Commando from being the machine it could be.
First, the front disk brake was not up to the task to haul this motor down to a rapid stop.
Problem:
the standard Lockheed master cylinder had the incorrect mechanical advantage. Commando owners have the original Lockheed master either resleeved or replaced with a modern hydraulic master.
CNW fitted a Nissin of the correct piston diameter and drilled the disk. This approach requires a front brake switch and I convinced CNW’s Doug and Matt that newer Japanese switchgear was worth adding.
They balked but finally gave in.
Second, the isolastics needed upgraded to the MK3 vernier Isos with new good soft rubber donuts inside to smooth the vibes.
So now I had made some great progress...working isolastics, a real workable disk brake, modern turn signals which Doug tried unsuccessfully to convince me was something a “real Norton rider”hardly needed.
I also got a beautiful black powder coated primary cover to match a silver and black 2 tone tank in my own non CNW tank scalloping.
The heavy clutch was another harsh area on the Commando.
CNW treated the stock clutch stack with an anodized spacer to minimize the heavy clutch pull. Ride through some traffic with long timed stoplights and you will have to agree that this is a help needed area.
Jim Comstock ( Comoz2@comcast.net) Comstock Engineering Pueblo Co..has an available hydraulic clutch master and slave cylinder that uses a Brembo master cyl. that brings this diaphragm clutch into the modern age of light clutch operation. It is a clean installation you can easily accomplish yourself. At this point I need to add that Dyno Dave Comeau offers a small clutch rod seal that is a very worthy addition to keep gearbox oil from getting on the clutch plates. He also has a great technical article on his website abut how the correct clutch stack height assists in making the clutch pull less severe.
http://atlanticgreen.com/ndnsclutch.htm
Commando Riders who do not go the hydraulic route insist on the Teflon lined clutch actuation cable made by Venhill.
This is one of those mods that transform the Commando experience. I love my Brembo activated hydraulic clutch. Smooth as a cheerleaders thigh!
#4 Ignition
Getting rid of the points is a stellar leap in Commando performance and reliability. The Tri Spark ignition is reported to be one of the best available. I am still running the Digital Boyer in my 74.
I use a Bosch Platinum plug and a DUAL OUTPUT COIL replacing the standard pair of coils. It is a nice hot spark teamed up with the digital Boyer.
One word of caution....that points cavity where your Tri spark unit is installed is a vibration hot spot. I liken it to a resonant cavity used in microwaves.
Those digital signal wires can easily fracture on the Boyer modules.
Many a Boyer has ended up with fractured conductors under the insulation (undetected) where the signal exits the circuit board. Various fixes have been implemented. I immobilized those wires in RTV silicon caulk and have been able to forget about them.
Those wire fractures being unseen will end up arcing across the tiny strands and notify you of the problem by backfiring on acceleration as the level of vibration increases and the timing changes. **make a mental note of this)
I never liked the heavy pull of the throttle with the dual Amals. One other problem with Amals is that they are hard mounted to the head which is subject to much vibration on the larger 850. The single Mikuni eliminates the extra cable pull and has a heavier chromed slide with a lighter spring giving the easy pull I desired. It is also mounted using a rubber manifold to help prevent the main jet from wallowing out under those power vibes. The new Amals are reported to be a big improvement in idle stability and response.
There are some other things you would certainly benefit from if these things ring a bell with you.
I will tempt you a bit and let you know you can do some truly amazing things with that Commando. You can purchase an LED tail/brake light board from bulbsthatlast4ever.com ( great customer service)
and install LED turn signals to power the Commando with a $49 Ballistics Lithium Ferrous Battery ( no liquid, no drain tube, very minimal leak down, can be mounted upside down) weighing merely 8 ounces. Awesome! Tiny and ultralight. http://www.ballisticparts.com/
The 850 Commando can be transformed into one of the most exciting and rewarding machines you can buy. You can modify it for a 520 O ring chain ( CNW).
The Gunfighter Corbin or some of the other racing style saddles keep you nicely planted under hard acceleration. Jim Comstock produces a high quality head steady that secures that big motor in the frame eliminating any flopping from side to side. Jim also has developed a fuel Injection for the Commando which CNW markets on their website. Jim also produces his crankcase breather mod. for CNW.
***You will want to use blue Loctite in most places for hardware installation. Check all especially the underside motor mounting bolts for tightness in the frame. The 850 has a bit different cradle that embraces the gearbox. It has a thin section that can crack on the lower right side. I made a bridging plate to repair mine rather than weld it. Use a lever extension on tightening the exhaust nuts. Run it to get it warmed up and retighten really really tight.
Most owners eliminate the balanced crossover headers. If you keep them you will have a quicker running Commando. Yes you can feel it.
The head on my CNW #9 was just now removed for a smoking on my left side and some noticeable oil consumption.
I discovered that the valve stem seals which had been installed for the last 12 years had embrittled and were basically useless. New Viton inlet valve stem seals are highly recommended...should you notice smoking and oil usage. That extra oil in the combustion chamber will build up some coking and your plugs will always have a fouled look.
( The Black Phantom)
My CNW #9 runs powerfully on a single Mikuni carburetor. It is a delight and a blast just to hear those pea shooters roar under power. Reverse cone Peashooters rule.
CNW#9 topCNW #9 tank HR
International Norton Owners of America and the INOALIST online forum is a great place to find the info you want.
INOA has a tech manual documenting every kind of modification owners have come up with.
There’s quite a list of innovations:
Red ATF in the primary, better shocks, front suspension upgrades, mushroom tappet adjusters, crankcase breather mod, the Commandos just get better as the Norton Owners age.
A big tip of the hat to Jim Comstock in Pueblo and Matt Rambow in Dolores Co. Doug McAdam, whereabouts unknown and Dyno Dave Comeau. All legends in the Norton Community. Lesser Norton luminaries lurk everywhere.
http://www.inoanorton.com/Articles/
technical-information-how-post-photos-t2357.html
Welcome to the Norton Commando Fraternity, Mark Hoyer!
the Tman ( a long time subscriber of CYCLE WORLD )
It was good to read about your 1974 Commando roadster and the upgrades you selected to install in the Jan issue 2013 CW.
I would be happy to share what I consider to be Norton Commando successes in my ownership since the early 90’s.
My 74 was discovered in a barn in rural northern Indiana with very low miles in a much neglected state. I had owned Hondas, BMW’s Suzuki's, HD’s, etc.
I was unprepared for the challenges of being a Norton Owner. The first thing that blindsided me was the illogical operation of the stock Amal choke lever. I was used to thinking a choke was engaged when a cable was pulled ( extended). My early attempts at getting the carbs right were complicated by my ignorance of how the Amal air dam( choke) is held down and under tension when the choke lever cable is relaxed. When the choke lever is pulled on the interior spring under the carb cap is defeated and the air dam is lifted for normal operation.
Now it dawned on me why so many Amal carbs on Triumphs had this cable removed and their owners depended upon the “ticklers” to start the motor and then worked to keep it running with the idle screw. Second was the tremendous kick back which occurred due to timing being out of adjustment. Third was the experience of the traditional “wet sumping” caused by oil tank leaking down to the sump while being stored or unridden for a period of longer than a week or 2. These were the initiations upon my Commando ownership.
My 74 went to Colorado Norton Works in 2000 for a complete engine rebuild and receive their custom signature look. It got some important upgrades.
The average owner can make the Commando quite a stellar rider knowing just what can be readily modified to transform the rough edges on this 40 yr old British classic hot rod.
5 things stood out for me which kept the Commando from being the machine it could be.
First, the front disk brake was not up to the task to haul this motor down to a rapid stop.
Problem:
the standard Lockheed master cylinder had the incorrect mechanical advantage. Commando owners have the original Lockheed master either resleeved or replaced with a modern hydraulic master.
CNW fitted a Nissin of the correct piston diameter and drilled the disk. This approach requires a front brake switch and I convinced CNW’s Doug and Matt that newer Japanese switchgear was worth adding.
They balked but finally gave in.
Second, the isolastics needed upgraded to the MK3 vernier Isos with new good soft rubber donuts inside to smooth the vibes.
So now I had made some great progress...working isolastics, a real workable disk brake, modern turn signals which Doug tried unsuccessfully to convince me was something a “real Norton rider”hardly needed.
I also got a beautiful black powder coated primary cover to match a silver and black 2 tone tank in my own non CNW tank scalloping.
The heavy clutch was another harsh area on the Commando.
CNW treated the stock clutch stack with an anodized spacer to minimize the heavy clutch pull. Ride through some traffic with long timed stoplights and you will have to agree that this is a help needed area.
Jim Comstock ( Comoz2@comcast.net) Comstock Engineering Pueblo Co..has an available hydraulic clutch master and slave cylinder that uses a Brembo master cyl. that brings this diaphragm clutch into the modern age of light clutch operation. It is a clean installation you can easily accomplish yourself. At this point I need to add that Dyno Dave Comeau offers a small clutch rod seal that is a very worthy addition to keep gearbox oil from getting on the clutch plates. He also has a great technical article on his website abut how the correct clutch stack height assists in making the clutch pull less severe.
http://atlanticgreen.com/ndnsclutch.htm
Commando Riders who do not go the hydraulic route insist on the Teflon lined clutch actuation cable made by Venhill.
This is one of those mods that transform the Commando experience. I love my Brembo activated hydraulic clutch. Smooth as a cheerleaders thigh!
#4 Ignition
Getting rid of the points is a stellar leap in Commando performance and reliability. The Tri Spark ignition is reported to be one of the best available. I am still running the Digital Boyer in my 74.
I use a Bosch Platinum plug and a DUAL OUTPUT COIL replacing the standard pair of coils. It is a nice hot spark teamed up with the digital Boyer.
One word of caution....that points cavity where your Tri spark unit is installed is a vibration hot spot. I liken it to a resonant cavity used in microwaves.
Those digital signal wires can easily fracture on the Boyer modules.
Many a Boyer has ended up with fractured conductors under the insulation (undetected) where the signal exits the circuit board. Various fixes have been implemented. I immobilized those wires in RTV silicon caulk and have been able to forget about them.
Those wire fractures being unseen will end up arcing across the tiny strands and notify you of the problem by backfiring on acceleration as the level of vibration increases and the timing changes. **make a mental note of this)
I never liked the heavy pull of the throttle with the dual Amals. One other problem with Amals is that they are hard mounted to the head which is subject to much vibration on the larger 850. The single Mikuni eliminates the extra cable pull and has a heavier chromed slide with a lighter spring giving the easy pull I desired. It is also mounted using a rubber manifold to help prevent the main jet from wallowing out under those power vibes. The new Amals are reported to be a big improvement in idle stability and response.
There are some other things you would certainly benefit from if these things ring a bell with you.
I will tempt you a bit and let you know you can do some truly amazing things with that Commando. You can purchase an LED tail/brake light board from bulbsthatlast4ever.com ( great customer service)
and install LED turn signals to power the Commando with a $49 Ballistics Lithium Ferrous Battery ( no liquid, no drain tube, very minimal leak down, can be mounted upside down) weighing merely 8 ounces. Awesome! Tiny and ultralight. http://www.ballisticparts.com/
The 850 Commando can be transformed into one of the most exciting and rewarding machines you can buy. You can modify it for a 520 O ring chain ( CNW).
The Gunfighter Corbin or some of the other racing style saddles keep you nicely planted under hard acceleration. Jim Comstock produces a high quality head steady that secures that big motor in the frame eliminating any flopping from side to side. Jim also has developed a fuel Injection for the Commando which CNW markets on their website. Jim also produces his crankcase breather mod. for CNW.
***You will want to use blue Loctite in most places for hardware installation. Check all especially the underside motor mounting bolts for tightness in the frame. The 850 has a bit different cradle that embraces the gearbox. It has a thin section that can crack on the lower right side. I made a bridging plate to repair mine rather than weld it. Use a lever extension on tightening the exhaust nuts. Run it to get it warmed up and retighten really really tight.
Most owners eliminate the balanced crossover headers. If you keep them you will have a quicker running Commando. Yes you can feel it.
The head on my CNW #9 was just now removed for a smoking on my left side and some noticeable oil consumption.
I discovered that the valve stem seals which had been installed for the last 12 years had embrittled and were basically useless. New Viton inlet valve stem seals are highly recommended...should you notice smoking and oil usage. That extra oil in the combustion chamber will build up some coking and your plugs will always have a fouled look.
( The Black Phantom)
My CNW #9 runs powerfully on a single Mikuni carburetor. It is a delight and a blast just to hear those pea shooters roar under power. Reverse cone Peashooters rule.
CNW#9 topCNW #9 tank HR
International Norton Owners of America and the INOALIST online forum is a great place to find the info you want.
INOA has a tech manual documenting every kind of modification owners have come up with.
There’s quite a list of innovations:
Red ATF in the primary, better shocks, front suspension upgrades, mushroom tappet adjusters, crankcase breather mod, the Commandos just get better as the Norton Owners age.
A big tip of the hat to Jim Comstock in Pueblo and Matt Rambow in Dolores Co. Doug McAdam, whereabouts unknown and Dyno Dave Comeau. All legends in the Norton Community. Lesser Norton luminaries lurk everywhere.
http://www.inoanorton.com/Articles/
technical-information-how-post-photos-t2357.html
Welcome to the Norton Commando Fraternity, Mark Hoyer!
the Tman ( a long time subscriber of CYCLE WORLD )
