Interesting series. Back in the day Norman converted my Triumph T90 primary to belt drive at his Thruxton workshop. I did also own a 71 Commando Fastback but my real love was my 73 T150 Trident and my T160 later converted to a Rob North Trident.
Glad you enjoyed it and thanks for the comment. Norman is still at his Thruxton workshop, should you ever be passing. Having owned both a Commando and a T160, the T160, although quite a bigger lump, has the edge for sure.
Absolute awesome and thanks so much for sharing this series always fascinating to see artisans at work sometimes I think I was born outta my time :) Norman sorted my 68’ Commando frame for me real legend
From what I can find, the DFV had a flat plane crank with two conrods on each crankpin and a crank bearing between each pair. If you just took two cylinders off the end, you'd get a V-twin. Taking two cylinders off one side would need new single big ends for each of the conrods, and would have given a 180 degree twin. Apparently this was what Cosworth originally wanted, but Norton management stepped in, wanting a single carb street bike version. This needed a 360 degree crank and a huge flywheel, and the resulting racer couldn't win anything. Not ideal at all. @@3Phils
The Cossie crank is stupidly heavy, no wonder engine breaking (mis-match) was a huge issue. I'd love to know why they made it so big, hopefully someone here, or Google will provide the answer.
Basically Cosworth had all the development rights and did all the testing. The Norton team had to send the engines back to them if any tweaks were needed. As it was basically a lump shaved off the Cosworth F1 V8 engine, it wasn’t really tailored to the bikes. Regarding engine braking, it would be something like ten years before slipper clutches came on the scene!
why isn't Norton Motors involved in this project.? They have the 5/6 bolt serrated disc carriers and rotors .P.W sold the 5 spoke Alloy/Magnesium wheels for a few years . Mick Hemmings (r.i. p) could have some bits.
Aah, the bump start and running at the end !! Music to my ears !! Thank you, Gentlemen !!
Our pleasure - glad you liked it!
Interesting series. Back in the day Norman converted my Triumph T90 primary to belt drive at his Thruxton workshop. I did also own a 71 Commando Fastback but my real love was my 73 T150 Trident and my T160 later converted to a Rob North Trident.
Glad you enjoyed it and thanks for the comment. Norman is still at his Thruxton workshop, should you ever be passing. Having owned both a Commando and a T160, the T160, although quite a bigger lump, has the edge for sure.
Absolute awesome and thanks so much for sharing this series always fascinating to see artisans at work sometimes I think I was born outta my time :) Norman sorted my 68’ Commando frame for me real legend
Glad you enjoyed it! Norman is a legend!
@@3Phils really is :)
Brilliant series, can't wait for the next one.
Thank you!
I’ve really enjoyed watching this.
Thank you! Hopefully you’ve seen part one, and part three will be coming out next Friday 29th Dec.
@@3Phils I have seen both parts and really look forward to part three.
Excellent! We might even put the DVD extras on YT at some point.
A street bike version is DEFINITELY called for here based on an 850/electric start power plant...with an aluminum cylinder.
I blew up my 72 Norton Transmission in 74, on hitting second gear, broke 3 cases, got rid of Barnetts on replacement.
Interesting. Had I known I could've supplied some of my photos of the 1974 bikes which might have helped!
Thanks! That would have been great, although it was all filmed 20 years ago!
Craftsmen all of them
Couldn’t agree more, and we salute them.
shocked to see the cosworth still had a 2 bearing crank , what were they thinking.
It was like that because it was two cylinders shaved off the end of the Cosworth DFV F1 V8 engine, according to our sources. Not ideal, though.
From what I can find, the DFV had a flat plane crank with two conrods on each crankpin and a crank bearing between each pair. If you just took two cylinders off the end, you'd get a V-twin. Taking two cylinders off one side would need new single big ends for each of the conrods, and would have given a 180 degree twin. Apparently this was what Cosworth originally wanted, but Norton management stepped in, wanting a single carb street bike version. This needed a 360 degree crank and a huge flywheel, and the resulting racer couldn't win anything. Not ideal at all. @@3Phils
Poor PJ, what a shame that his career ended like that. R.I.P.
Tragic indeed.
The Cossie crank is stupidly heavy, no wonder engine breaking (mis-match) was a huge issue. I'd love to know why they made it so big, hopefully someone here, or Google will provide the answer.
Basically Cosworth had all the development rights and did all the testing. The Norton team had to send the engines back to them if any tweaks were needed. As it was basically a lump shaved off the Cosworth F1 V8 engine, it wasn’t really tailored to the bikes. Regarding engine braking, it would be something like ten years before slipper clutches came on the scene!
why isn't Norton Motors involved in this project.? They have the 5/6 bolt serrated disc carriers and rotors .P.W sold the 5 spoke Alloy/Magnesium wheels for a few years . Mick Hemmings (r.i. p) could have some bits.
Sadly Norton was defunct in 2004 when all this was filmed.
put a bigger steel ring in the case and add material to the lext case 😁 lets fet rid of that smile
peters crash was by the tankseat coming off the bike .
Yes, that’s what he always said, although the truth was perhaps a bit more nuanced.