Відео

Think I will look for an 88 think it would be easy to live with

Problem is that after 50 years the pin or engagement part of the shock mount is worn and the pin no longer works to jam the knob. So you need to drill the hole and fit a larger pin.

straight 50W ?

What cam

Come on Ash we don't won't to know about your problem , there's probably an operation for that , I don't think those pills work 🤔 🤣🤣🤣

Ashley - We were discussing handlebars on the Facebook group and there appears to be a range of handlebars and descriptions vary. For the early Commandos, there is a handlebar marked "Export" but a similar bar in later years is described as "Semi-Western" and they do have different part numbers. There are also low bars described as "touring" or "Euro" bars but there are more than two part numbers across the model year. The discussion was started by a participant who was trying to find a bar for the original specification for a US-market 1969 "S" model Commando and I don't think that we ever came to a reliable answer as what is the closest bar available today to match that bar. (Besides the issue of hose lengths, there are varying brake cables for drum brake models, of course.)

I have a 1953 matchless g3ls with a Burman b52 box.My kickstart has been jamming,i replaced the kickstart quadrant,the kickstart return spring,the gear shaft pinion parts the kick quadrant meshes with,kickstart is still jamming!!!!It goes about two teeth in and then jams??Anyone any ideas?

Thanks, now I know where the noise comes from while moving the bike and that this is an usual thing. Cheers

As I have never experienced this sort of rattle at any other bike in my life it made me take the rear hub to pieces on my newly bought Norton Commando 850 MK3 two years ago. It sounded to me as if something must be wrong in the hub. But I figured out all that what is exolained in this video when I looked at the interiors of the hub and found this loose plate with lots of play which doesn't seem to fit to the otherwise thorough engineering of the bike. I gave it a little bend to stop it from rattling, changed the rubbers and put everything together again. I am sure this strange noise would have caused a lot of questions and critical comments when noticed from some spectators on a classic bike event in my region.

Have I got anything like this setup on my '72 Roadster? On this winter's "to do" list is changing a worn back tire, and this will be the first time I've had it off since I've owned the bike. I'm also toying with the idea of putting a modern chain on the bike, so things like spacing have now caught my attention. Colorado Norton Works makes a nice chain setup that if nothing else allows you to delete the little oil-drip lubrication setup that's stock to the bike. Thanks in advance for any insights you may have...

On the 1970 commando the cush drive system looks like it will not work very well with the 3 points of contact and small rubber inserts.

Hi, Ashley. I've got a plan for installing the Isolastic conversion to vernier adjusters on my PR this week. Does the blue lube for motocross tyres work for inserting the rubber buffers into the Iso tubes or do you recommend another product for this? Thanks, BH

Cushdy

Hi Ash Could you do a video on bleeding the brakes with Andover Nortons pressure bleeder (SWTOOLS33). Just bought one and I am a little unsure on how to use it. Thank you.

I had to great pleasure to meet Giacomo Agostini once and had a long talk with him. I was introduced to him by Valentino Rossi . I love two wheel any thing, and on that, we say. It's like radio or something.

I had trouble setting mine and it was down to a badly worn pawl once replaced lovely gear change

Thanks, from Australia.😁

Be sure to check the ratchet spring 040038 carefully for hairline cracks in the coiled spring area. I have seen this defect in new aftermarket springs. A longitudinal crack in the spring wire will make the spring weaker and shifting erratic.

I agree, great video and valuable information, but hard to see the specifics......

Difficult to see what you are showing without close ups or a light background

Great to see and hear that Dommi running, love the vibe ! 👍

It would be nice if you could take a second to describe what is different about the improved parts. I saw the tach drive housing with an oil seal and the 13mm bore master cylinder for example. You don’t have to talk about the standard parts, just the ones that are special or unusual. Thanks!

When will the left hand MK 3 switch gear be produced again ?

Is the Mk3 switchgear made by Lucas ? The earlier metal Lucas switchgear were sometimes criticized but they shined up nicely.

Simple and straightforward. ???????

Good job, Andover Norton, from Australia.

As a 650SS owner an someone who daily rides it this is utterly invaluable info when I come to refresh the engine next time round, thanks A/N an thanks Ashley :)

Absolutely fascinating insight :) having not been alive in the day I’d always wondered about what happened in the period thanks for sharing! interesting about the Norton purchase in 1928 as well. :) being a flat tank owner love hearing about the 20’s

I would love to know how much Norton Villiers back in the 1970s, paid for the parts they purchased like carbs from Amal, Lucas electrical parts like alternators and rectifiers and zener diodes and well as the Smith gauges. And the cost to make engine cases, crank shafts and then what a complete transmission cost. Is there someone in the purchasing department or a secretary that could inform us.

I hope you do write a book Mike.

I remember Mike's trip to the US to sell 1000 Tridents. I used Roger Stange's car to give Mike a ride to LAX airport to catch his flight back to Heathrow. (I was working at Norton Triumph Inc. in California at the time.) Those were dark days but thank goodness Mike (and RDP, Bill Colquhoun and others) were able to keep things going well enough to establish Andover Norton.

Cheers Ashley, nice vid and a fine machine

During my final year of university in the US, I was bike crazy (back then I said that my field of major study was motorcycle road racing) and I happened to strike up a string of correspondence with Mike while he was with NV California. Despite most of my letters going something like "I don't know anything and I have no experience -- can I have a job?", Mike kindly heard me out. I met Mike in person a events in the US and, as he was leaving California to come back to the UK, he introduced me to other NV employees. Mike's boss at the time was W. B. Colquhoun, an executive at Manganese-Bronze, who was highly involved with US and UK Norton VIlliers operations. William Colquhoun was the overseer of Norton design and engineering operations and when the service department in the UK was in need of a publications assistant with US experience, he asked Mike if he knew anyone. Just at that time, my uni degree in Journalism was finishing and somehow one of my begging letters had ended up on William Colquhoun's desk, so we met up at Daytona '72. I am sure that I completely under-impressed them but they offered me a summer-"work visitor" job at Wolverhampton (now probably called an internship). I arrived at Wolverhampton in the middle of June, 1972 for a three-month stint and ended up with Norton Villiers (Wolverhampton, NV California, and Rotary project at Shenstone) for more than 6 years. Since Mike came back to the Norton UK/Europe sales office at Andover (on North Way, near to the present Andover Norton premises) about the same time, our paths crossed often and Mike made infrequent trips to trips to NV California when I worked there. and Mike was general sales exec at Shenstone when I was there, so Mike was a big presence in my Norton life during my entire time working for the company in the 70s. It's great to see his looking so well and -- as always -- I've loved hearing his stories spiced up with his sense of humour! Thanks for posting this video -- I look forward to Part 2.

Truly fascinating thanks for sharing your story Mike, an thanks A/N for keeping our bikes on the road as someone who uses my Nortons regularly like myself id have no chance of keeping them on the road reliably. When you are used to stuff fitting and working from A/N then work through 2 sets of WD16H control cables from other places that don’t fit an have to make your own I’m reminded how lucky we are with our A/N Commando stuff Especially for my 68, NV era Commando. I’ve never tried trails yet but its fascinating to listen about :) always really interesting hearing about the Norton Villiers era to. Quickly becoming my favourite UA-cam channel :)

Having been in the motorcycle trade 48 years myself I am always interested to hear other people's accounts of their time in the motorcycle trade. I have a few dvd's with interviews with Mike Jackson, a very interesting man and alway a pleasure to listen to.

great show tku😄😄😄😄😄

Thanks, Andover Norton, from Australia😁

Thanks Andover Norton, from Australia

Nice job, Andover Norton, from Australia.

Thanks for that Ashley. But, can I make a suggestion; instead of right hand side or left hand side call it timing or drive side. So that us boofheads do not get confused by sitting on the bike backwards.

Ash a really good video and some great advice, Many thanks

Prefer 71's and back

Thanks, Andover Norton, from Australia.

Thanks, Andover Norton, from Australia

Hi Ashley, I have a 850 with a 10 under crank. I would be interested when it comes time to rebuild my engine. Thanks

i never realised the float needles were different lengths. Thanks for this, thats something to watch out for .I will be checking them out in future 👍👍🇭🇲

THANK YOU SO MUCH FOR THE SHOW😄😄😄😄😄😄😄😄😄😄😄

Appreciate these videos, but terrible sound set up. A microphone will do wonders!

Can you do a video about rectification of 1st gear jumping out? Thanks

I love these types of useful videos, keep on doing them. Would be preferable if you could have a mic so there is less echo and better sound, also someone could help on the camera work especially on such small items. When you show the bending of the metal in relation to the pivot point it's impossible to tell what you are actually doing.