Cylinder studs & spigots

Annoyingly, the Model 30 cylinder-head bought cheaply on Ebay did not fit Rob's CS1; the holes seemed to be in the wrong position. Simon explains:

"On the Moore CS1 the centers of the cylinder studs were 3 1/8 inches. This dimension was retained for the early Carroll engines but not for long (date unspecified). It then changed to 3 1/4 inches centres and the reason for the change was so that the much wider spigot on top of the barrel, which provides a vastly improved seal where head meets barrel, could be employed. The spigot on all of the vintage engines and the Moore CS1s is a very small and shallow and it acts only as a locator for the head. It seems as if the standard OHV and SV ones were retained at 3 1/8 inches for many years after and the OHC ones differed"

The photo shows a barrel fitted to a 1932 CS1 engine with the 'big spigot' and 3 1/4 inch cylinder stud centers. 

Frith and Harris

I guess these are Freddy Frith, on a Model 40 International and Ron Harris on a New Imperial; winners of respectively the Junior and Lightweight class in the 1935 Isle of Man GP.

Speedway side-car outfit

By Simon

Alastair Heptonstall has kindly given permission for this splendid photo of his grandfather to appear on the blog. He tells me that Eric Heptonstall lived in the Liverpool area and was quite succesful with the outfit in Amateur speedway races. I have not researched to what extent side-car events were held in the early days of speedway but I am fairly sure they did not catch on here as much as in Australia, for instance. I suspect that the photo dates from the early thirties bearing in mind that the sport did not hit our shores until 1928. The bike looks to be a 1926-ish Model 19 - note the steel strip bracing on the forks, quick action twist grip, larger capacity tank with alloy filler cap - and somewhat bald front tyre, perhaps no disadvantage for drifting round corners!

The 1933 TT races

Photos by Howard, research by Simon

The winners of the 1933 Junior TT: Jimmy Guthrie (who came 3rd, number 20) Stanley Woods (the winner, number 16, at 78.08 mph) Tim Hunt (2nd, number 30). Bill Mansell is behind Woods, at his right shoulder. At the far right of the photo is Arthur Carroll having a celebratory drink! At Arthur's right shoulder is a well-known Norton mechanic, Frank Sharratt.

The winners of the 1933 Senior TT: Tim Hunt (3rd, number 25) Stanley Woods (the winner, number 29 at 81.04 mph) and Jimmie Simpson (2nd, number 15). That's Arthur Carroll again at Woods' left shoulder. 

Rob's 1932 Model 40 Norton

Rob has got himself another Norton and this is the story that goes with it:

"This International Norton was advertised recently on PreWarCar and when I looked at the photos I immediately recognized the motorcycle. This Norton once belonged to an old friend of mine, Ko Konijn, who died approximately 12 years ago at the age of 62. As far as I can remember from what he told me, Ko started collecting motorcycles at a young age, in the 1950s and his special interest was Norton... His house was like a museum and there were Nortons all over the place! There were Nortons in the hallway, in the living room, in the kitchen and in his bedroom... Ko had it all, but very few people were ever allowed to see the bikes and fortunately I was one of them. Unfortunately, Ko's health prevented him from riding his beloved motorcycles but he did take very good care of them. After his death his bikes were inherited by his family and this 1932 Model 40 International is one of the few bikes to leave Ko's collection. 

Contact was made with the vendor, a friendly chap in Belgium and John and I took the car and trailer, and a stack of cash and met with the vendor and his family on a parking lot in Antwerp...tough negotiations followed but inevitably the Model 40 came back to Holland.

The Norton looks like it has been used for racing in the first decades of it's life. Some parts have been repainted and the motorcycle bears the scars of competition. The front forks may have been changed at some stage and the four-speed Sturmey Archer racing gearbox as fitted started life in a 1931 Model 30. The Norton is still on obsolete Englebert tyres front and rear. This looks like a motorcycle that has seen some proper use but that has not been restored. It has probably been in storage for more than 50 years...exactly like you would like to find them. And added to the surprise, it starts and runs very well! Regards, Rob"

Double knockers in 1937...or not?

From: "Motorcycle Sport, July 1983, page 305-306". An amusing story by "E.U." Click the pictures for a full-page version. Contributed by Alf.

1927 Model 25 Norton

This Model 25 was photographed by Martin at the famous Hesket Newmarket rally in Cumbria some years ago. It was supplied in May 1927 to a chap in London and from new had the Binks carburettor and standard CS gearbox. The present crankcases have no number - perhaps the result of a blow-up at some time. Note the split timing chest, heavy duty TT Webbs and Enfield front brake. The short brake arm on the rear brake lever spindle is upside down. The present owner informed us that when he and his father found it, it was in a hen house and covered in chicken shit!!...and there is that little fellow again on the front mudguard!

Pa's 1932 Model 20 Norton

An email from Pa Houlihan in Ireland: "I bought the Model 20 over the phone and collected it at Stafford show in 1995 I think. The picture shows what I came home with. I was lucky enough to find a brass carb at the show that suited. The engine number and frame number are both 1932 but very little else is. The engine got new crank bearings, rings, valve springs and an oil pump. The piston is on standard bore. The rest I salvaged what I could and not having a big budget I assembled what I had. I ended up with is a bike that goes very well and is great fun to ride. I took it to the Inchageelagh Rally this May and did 200 miles without trouble. The second picture is at the Irish National Rally in 1997."

1931 CS1 Norton

This CS1 has been advertised on Ebay for a while now and what follows is the description by the seller: "According to the Works Records this Norton left the factory fitted with a close ratio gearbox, racing magneto and racing carb, all of which are still there.When I bought this machine 10 years ago it was fitted with a Honda tank and Suzuki wheels. I have found and fitted the hand-made steel tank (which needs major welding) that was fabricated by the man who raced this bike with some prominence in the 1930s. I have found and fitted an original oil tank. I have fitted a correct front wheel and a period correct rear. Also fitted are a correct Andree steering damper and solid control levers. The engine and gearbox appear to be in excellent condition. Bidders should be aware that this bike was raced continuously from it’s delivery date up to the ‘60s so deviation from standard spec are to be expected. I have a lot of pictures of this bike as it was raced at Daytona, Langhorne and Savanaah in 1935, already a 4 year old machine it lapped Langhorne at over 83 mph beating factory Indians amongst other current race bikes."

A very nice Norton and an appealing story but there are a few issues; the page in the Works Records (below) where the entry for this CS1 should be has been damaged and while the gearbox (as fitted to this CS1) is listed, the numbers for the frame and engine are missing. While the framenumber as used by this CS1 could be correct, it is also a bit high to fit comfortably within the sequence as in the records. Further, as indicated by the vendor, many parts have been replaced since the Norton left the factory.

Is this a problem? Not for the Norton, it will be a very fine bike once it has had the attention that it deserves. The problem is that the story comes with a price tag and I would be worried about finding a next owner willing to pay the extra money for what's basically a few black and white photographs and a torn piece of paper.

1936 Model 30 International Norton

Contributed by Martin

This Norton was photographed at the Racing and Sporting Motorcycle Show at the Horticultural Halls in London, around 1972. It's a road-going 490cc International of 1936. There was a display of machines from the Richards and Wallington collection, and this one was particularly attractive. Roy Richards was later to set up the National Motorcycle Museum which subsequently burnt down in the famous fire, so not sure if this fine machine survived.

and a comment by Pa Houlihan: "Not sure if it's the exact same bike but it is a 1936 Model 30 at the National Motorcycle Museum; this photo (below) was taken in April 2008".

The 1931 TT races

Photos by Howard, research by Simon

The winners of the 1931 Senior TT; Tim Hunt (number 46, who came 1st at 77.90 mph), Jimmy Guthrie (number 44, 2nd at 77.34 mph), Stanley Woods (number 38, 3rd at 76.35 mph); all riding Model 30 International Nortons.

The woman with her hand on Tim's shoulder most probably is his mother. The man with his hand on Jimmy's shoulder, wearing the hat, on his right is Nigel Spring who entered him for the race. Arthur Carroll is behind Woods, his head is above his right shoulder.

The photo below shows Hunt again, the winner of the '31 Junior on his Model 40

Tim's 1928 CS1 Norton

By Simon

What has rope to do with Vintage Nortons? Tim Hunt's father was a director of Healey Brothers Ltd of Heywood in Lancashire, a fairly substantial rope-making concern founded in 1843. It is well known that Tim's bikes were initially - rather like Mike Hailwood in more recent times - provided by his parents and judging by the size of Healey Brothers, it would probably have been of little financial consequence to them to indulge him in this way! No less than 700 - 800 people were employed in their four factories and they ultimately (1971) became part of British Ropes Ltd.

This is a photo of Tim Hunt after winning the 1928 Amateur on his CS1. His father is the chap with his arm round Tim's shoulders! Tim's CS1 appears to be an entirely standard machine. As this was the same machine that he rode in the Scottish Six Days Trial in '28, it is likely that a photo exists somewhere of the bike in that event showing its number plates......

Markus's projects

Markus sent a few pics of the timing chests of his engines, showing the differences between the Model 18 engine (top) and the Model 21 engine (below). Note the "IT" racing exhaust cam in the M21 engine; the exhaust cam of his M18 engine is marked "K" and I would not know the significance of that stamping.

Markus: "In 2005 I had a bad experience with the Model 21 engine; I was overtaking a scooter at about 100 km/h when the engine suddenly lost power! You can imagine how embarassing that was...So I stopped at the side of the road and found all compression was gone. I pushed the Norton home for 3 kilometers at 30°C, opened the engine, and found a huge hole in the piston...I could see directly into the crankcase! Perhaps the combination of an old (non-Norton) piston and wrong ignition timing was the reason for this failure. I've now fitted specially prepared drop-forget Mahle pistons in both engines and haven't experienced problems since."

Hollowell on his 1921 Model 16H Norton

This is Billy Hollowell at the 1921 Isle of Man Senior TT in which he finished 12th. The motorcycle is a model 16H I guess. Billy lost his life in the 1925 Belgian GP in 1925.

The 1928 catalogue

The 1928 brochure in German; it folds into the shape of a flat tank and shows the flat tank models only, not the CS1 and ES2. Flawil is a town in Switzerland (sent by Markus).

1920s Norton cams

Norton literature states that Norton used cams marked "90" in the early part of the 1920s. During the 1926 season a different type of cam was standardized on all models and these were marked "W7" (above).

As with many things, there seems to have been exceptions. A pair of "90" cams has been found in a 1929 side valve engine and the inlet had the usual oil pump drive slot which appeared to be entirely correct in form and dimensions; inlet cam driven oil pumps were introduced in 1928, and although one engine is flimsy evidence, the factory may have fitted "90" cams for much longer than stated in the literature.

Racing OHV Nortons used a different cam profile that resulted in much longer valve openings and overlap. The racing cams for the Model 18s up to and inclusive the 1929 models were stamped "IT" although some have different stampings on them - "TTG" or "1.25" (above). The "TTG" form seems to be identical to the "1.25" and has a slightly longer opening than the "IT".

The "TTG" and "1.25" cams in the pictures above are the exhaust ones. The "TTG" cam came from a 1925 TT engine and we do not know whether the inlet cam which went with it (missing by the time Simon acquired the engine) was also stamped "TTG". The fitting of racing cams, as a non standard feature, usually seems to have been mentioned in the relevant section of the despatch records.

Valve timing for the standard cams is:
inlet opens: 25-30 degrees BTDC
exhaust closes: 25-30 degrees ATDC

Valve timing for the racing cams is:
Inlet opens: 42 degrees BTDC
Exhaust closes: 38 degrees ATDC

The cams in the picture below were extracted from a much abused early '20s side valve engine and have a completely different profile.

John's c1925 Model18 Norton

Not a very clear picture, showing a mr John Jempson on his c1925 Model 18.

Viktor's projects

Another email from Viktor: "I´m working on two Norton projects that I have found in the Czech Republic - the earlier one is a side valve Norton with a plain bearing conrod (engine no 6581), the other a flat tank Model 18. Unfortunately, both projects have incomplete frames as they have been crudely modifed to take saddle tanks or rear suspension. I've now invested into patterns of the headstock and I can offer machined castings for around 240 euro. The castings are beautifully made and are cored castings in SG (spheroidal graphite) iron, which whilst not exactly as per Norton (who used so called black heart malleable iron) will be easily strong enough for the job. In more detail, the castings were made from 42CrMo4, based on chemical analysis on parts of the original frame"

Barbara and Laurie's 1923 Model 16H Norton

These magnificent photographs were sent to me by Judith Taylor and they depict her parents on their 1923 16H Norton. Judith: "Regarding the motorcycles, I don't think that there is much of a story really. My parents (Barbara and Laurie) would have been engaged at the time. My father was always a keen enthusiast for 'wheels', but probably could not afford a car just then. My mother always said that she did much of her courting on a motorbike"

Registration OK9675 was issued in Birmingham between January 1922 and July 1923 which confirms my guess that the Norton is a 1923 model. The 16H looks quite new in the picture below. The thing protruding from the top of the handlebars is almost certainly a personal mascot; a doll, gnome, pixie or even a policeman as it seems to be wearing some sort of helmet!

Barbara and Laurie's 1925 Model 18 Norton

This is Barbara on Laurie's 1925 Model 18 Norton. The OM2693 registration was issued between November 1924 and September 1925 by the Birmingham County Borough Council. The motorcycle looks brand new though the passenger footrests and saddle are very similar to those fitted to their 16H.

The photographs were sent by Barbara's daughter Judith Taylor. The photo below depicts Judith in 1954 with her Vespa in Geneva; read the whole story by following this link.

Joe Craig on the CS1 - Moore variety

By Simon

Various authors of Norton books and articles in recent years have remarked on the lack of success of the works CS1s in '28 and '29 compared to 1927. Vague references have been made to cylinder head problems and one chap even went so far as to suggest Walter Moore deliberately engineered the difficulties so that he could justify his departure to NSU in 1929 (a highly fanciful notion to which I do not subscribe!). It should be stressed that these problems are not associated with production versions of the Moore CS1, which were generally accepted as being fit for the purpose for which they were sold. So where did these stories start? Seemingly with none other than Joe Craig!

At the invitation of journalist, former TT winner and publisher of the TT Special Geoff Davison, Joe contributed an article to Davison's 1948 anthology 'The TT Races - behind the scenes.' In it - after several pages of introductory woffle - we come to the nub of the matter. As Joe put it, '...the main troubles of the engines of 1928 and 1929 emanated from a marked tendency of the cylinder head and piston to attain a temperature out of all proportion with the power output...' In the Isle of Man, if one got as far as Ramsey in one piece, climbing the Mountain at high revs in second gear would as often as not result in piston seizure. It seems that Moore's efforts to solve the problem were centred on the piston, which was given increased clearances but to no avail. In Joe's view it was just getting far too hot and expanding accordingly. The source of the problem was poor scavenging and combustion. What apparently happened, after the 1927 season, was an extensive re-design of the head and it seems that those responsible (no names are given!) had not realised the critical influence on performance of the inlet port shape. Norton's engineers, in an effort to follow the valve spring manufacturers' recommendations for improved reliability by using longer springs, had simply altered the head casting, making that section which supports the springs protrude rather more into the ports than was desirable for a racing engine.

On his return to Nortons in the late summer of 1929, Craig and Carroll had a good look at the problem and having identified it, went back to the original 1927 port shape - and one assumes - valve spring length. The valve springs were given a slightly easier life by a rather gentler cam and the result was there for all to see - second and third places in the 1929 Ulster Grand Prix, run at a higher speed than ever before. The lessons learned were applied to the Carroll engines which followed in 1930 and the rest, as they say, is history.......

I have never seen one of the original 1927 works CS1 heads despite years of asking round and of course, the problem is that present owners of such heads might not realise what they had unless they had amassed enough CS1 heads to notice a difference. I even checked the CS1 engine in the Science Museum in London in the forlorn hope that it might have been one of the original type but no luck there either: it seems to be a standard production unit. So if there is any CS1 owner out there who thinks he (or she) has a different cylinder head to the usual type, let's be hearing from you!

(postscript: There are few photos of the '27 works engines which differed from the production versions in a few respects - quite apart from the cylinder heads. The timing cover was a different shape and was in two pieces rather than a single casting, the lower part covering the oil pump was as on the '26 TT OHV engines. The technical artist Francis Simpson did two drawings of the TT engine which appeared in the TT Notes and News (the Motor Cycle, June 30th 1927), above)