Anyone know if that numbering fits a 88? Can't help you with the numbers, although I understand case castings with were intneded for singles and for twins. I have seen the cases interchanged. I think the difference would be on the input shaft and possibly the output shaft depending on the frame. The input shaft would protrude a bit further to allow for the wider crankcase of the twin. There is a thread here on NOC site about the various input shaft numbers and lengths.
To summerize, I think you would have to trade out the input shaft and possible the output spud, otherwise watch me here, never have done this I think that the case would be very close or identical. The Norton Owners Club Limited.
Registered in England No. VAT Reg No Norton Owners Club. Search Search. User account menu Log in. Disengagement A not uncommon problem encountered when using the MC is that at a certain moment it appears the clutch cable needs regular adjustment for a proper clutch release. This is usually caused by the loosening of the central clutch nut. Contrary to the expectation in the Instruction and Maintenance manual, a clutch puller is not always required to remove it from the gearbox axle.
A side effect of a regular adjustment of the clutch cable length may be that at a certain point, the clutch bolts eat metal away from the outer primary chain case.
The clutch itself is a fairly simple but effective part. The original WD clutch back plate was a relatively thin pressed sheet metal part of even thickness. Post war AMC clutch back plates are much thicker parts with a chamfered outer edge. They do fit on the earlier machines as well but there will be even less clearance between the primary chain cases. Another source for disengagement problems can be caused by spring force differences and possible damages to almost sliding faces between cup and stud.
The end plate disc should lift squarely from the plates. New clutch plates I hear many Norton riders complain about the bad working of the clutch after installing new clutch plates.
It keeps dragging a lot. I found out years ago that the newer plates were slightly thicker than the older owners, resulting in a minimum play when pulling the clutch lever. This usually then results in continuously dragging plates, leading to gear change problems, especially when trying to find the neutral position while standing still. My solution to the problem has been to just remove one steel and one fiction plate. The plates will get more "room" to disengage, reducing the drag to a minimum.
With good springs there will not be any slippage, and the front wheel of the bike can still be lifted from the ground by a sudden clutch engagement. It seems the clutches were made with a large "safety factor". If the clutch does show some slippage, the springs should be replaced by longer ones the original pulled outwards or some washers can be added at the bottom of the spring cups, making up the thickness of the missing plates.
Gearbox and Transmission The gear ratio's given in the Norton Maintenance and Instruction Manuals and as often found in various contemporary books are slightly confusing when you are looking for a proper gearbox for your bike.
Back to change notice. Gearbox ratio's Model. WD16H and civil 16H and Big4. WDBig 4. Civ 16H and Big4. Main Axle. Main Gear wheel. Layshaft Pinion. Main Axle Sliding Pinion. Anna said - hello the forth gear has a set of roller in between third and fourth gears with a bronze bush these can be tricky to fit. I'm pretty sure a normal Laydown box doesn't have any rollers there.
I can't remember there being any in mine and the drawing I have doesn't show any. They are not shown on the drawing but are present, set of 13 Part no. I concur with Ian. Grease will hold them in but be careful - the Garage Gremlins prize them once they hit the floor! The Edgar Franks manual suggests holding the rollers in with a bit of rolled card but I've always found that thick grease works well. Oh, as well as the bronze bush there is a thick steel washer that retains the rollers and acts as a bearing face for the bronze bush.
RGM have both. With respect to the bodged dogs I wonder whether it's feasible for a machine shop to tidy them up? It should just be a matter of accurately indexing the gear through degree increments on a vertical mill and taking a skim off the faces. A carbide cutter should do the trick but the dogs would then need hardening. Thanks Anna.
I have been going strictly by the book and assembling with the cam plate in second. Have had no problems with the rollers other than losing one but I think that's compulsory.
Hello Ron well I had to do things the hard way and find out by my self if you get it wrong then you only your self to blame and you start again from scratch I find when fitting to out cover have in her top gear that way all you have do is work back through the gears to neutral and if you find them all and they work nice you then done a good job yours anna j. The Norton Owners Club Limited.
Registered in England No. VAT Reg No Norton Owners Club. Search Search. User account menu Log in. Laydown gearbox pointers.
0コメント