79x100

 57% is the recommendation from now on then ?

Where was the misalignment then Ron ? The mainshaft in the flywheel or was the wheel out of true ?

It may be the case that the cover and screw changed over time. I'm still discovering 'Early' and 'Late' versions of components on Nortons, with little visible difference but they were constantly looking for economies of material.

The red-painted head is so difficult to look at, with that flicking image....Has it perhaps been skimmed ? As Ron says, it's normal to have some combustion chamber above the piston.

I've seen suggestions that Norton SV and OHV were balanced to 50% pre-war but with figures approaching 70% for the OHC racers which of course do most of their work at much higher revs. Even frame rigidity has an effect though. What's it at, at the moment ?

Do you know what he balance factor was intended to be on CO cranks, Ron ?

I see widely differing figures suggested for Nortons.

I don't have a copy of the 1941 booklet...Only the 'Home Forces' lists and that doesn't mention Armoured Divisions which is odd.

Wally, do you have any ACIs relating to BEF markings...especially the later arrivals ?

'67' on red doesn't appear on any wartime schedule that I can find. '67' on brown or black does, but without a formation sign (and motorcycles didn't officially display them after 1941) it is impossible to pin down. If it's shiny then the odd are that a private owner applied it and quite possibly made an error....or maybe based it on what an old soldier said.

Have you made a crank jig Ron ? 'Radco' mentions that one can be made of wood with 'V' notches and the crank rotated on its own main bearings. Lets hope that you don't have a crank from mismatched halves or something.

I think they should have been, Ron...it's certainly 'correct' but if a photo turned up showing a Terry, I wouldn't be surprised. My 16H had the Terry on it and there is no WD confirmation that the variation existed. Fortunately, someone at Norton liked playing noughts and crosses with coloured pencils.

The Norton factory records suggest that Lycett were not able to keep up with demand in late 1939 and Terry saddles were fitted to some machines, at random. Later, the Lycett elastics were completely discontinued due to the rubber shortages. 

The VAOS listings for Norton continued to show the WD pattern Lycett but even in 1939, most were being fitted with sprung Terry's.

I'd suspect that either make could be correct on a G3/WO but there would only be one version from each manufacturer.

The RAOC 'Chilwell Cards' for C3398 and C3360 simply state that they were 'ex-RASC' and give no frame number info. It's much easier to piece together the details of the RAOC contract machines such as Nortons and most BSAs.

The Triumphs were generally delivered to Feltham and it's clear that they were mixed up before the WD serial numbers were applied. They were issued the catalogue refs 19 and 14,  despite being earlier than C5108 (10) and C6128 (6) which indicates how chaotic things were.

If you use a pre-war WD serial / census number from the early contracts on an OHV machine, it will be a little incongruous, whereas the earlier frame would not stand out to most eyes on a 3HW....Might it not be better to mark it in line with the engine number, or indeed to give it a 'rebuild' series number.

Yes, bare crankcases. In the old days, it involved a galvanised bucket balanced on a camping stove with a cupful of washing powder ! You can't beat a boil wash 😀

By the way, Ron, I'm telling on you !

Ron, the smell and smoke is much reduced if you put the cases in the dishwasher first !

5 hours ago, welbike said:

They are difficult, and I looked for them when parts hunting last monday, but nothing yet! I do have a spare of the little lever, but nothing else, think Ron got my last complete one?

Cheers,

Lex

It's useful that you posted the photo Lex.  I have a 1" G3 lever and clamp which is surplus to requirements. It was ex-dealer stock and had been blasted but hasn't been used. It's in Belgium unfortunately, but if we're quick it can be on its way before Brexit. Send me a PM if you're interested, Steve.

You're not allowed down there to look at the moment ! 🙂

I believe that the Canadians used the British system of arm of service markings.

Machine Gun Battalions that were 'Corps Troops' displayed '47' on red during the period. This would have been with a white bar above.

'47'  was also used on red / blue by the LAA regiment of a division. In this case with no white bar above. In the case of divisions, it is impossible to identify the unit without the accompanying formation sign.

Are you trying to identify a photograph or surviving vehicle parts ?

Were Triumph frames supplied as spare parts stamped with a frame number ? Presumably not or there would be gaps in the production sequences or substantial quantities of survivors with 'spare part frame numbers'.

It's clear that later Norton spare frames (and there were 10% of machines supplied for most contracts) were unstamped...If this is the case with Triumph too, then there may not be a number underneath the crude stamping;..It may simply have been a copy of a damaged frame number stamped on by a REME fitter in the late 1940s.

The King Dick type adjustable sizes are nominal. They're usually referred to as 3", 4", 6" and 9"...but in actual fact they were slightly longer. I have a number and don't recall seeing any 7" versions. "F-Type" adjustables though tend to be a true 7"....Did WD replace KD types with "F"s  ?

If you're looking for one, the 1931 - 1946 type has a closed groove above the nut and the thumbnut itself will be the shorter type (they were lengthened for 1946 due to the the need to find new design novelty aspects after the 15 year registration expired).

The additional tools to scale varied based on what the manufacturers were supplying...My feeling is that a 6" / 7" adjustable would have been likely,  although I believe that the BSA chaps regard a 4" as correct in their kits.

If the frame is original and not supplied as a later spare part then it was delivered under S6680, the last wartime contract of 8000 machines scheduled for delivery at 1200 per month commencing January 1945. It would definitely have been finished in 'British Olive Drab' which was a shade off the US colour but intended to be compatible with US vehicles serving alongside.

In fact, due to the ending of the war in the Far East, production was curtailed at 5200 machines (at TL48617).

RAF vehicles were usually delivered to M.U.s (Maintenance Units) rather than direct to operational units.  Hartlebury (No.25 MU) crops up a lot.  Handforth was 61 MU, Qudegeley No.7. Sheffield is difficult to pin down though.

What about a possible  UNRRA connection, Jan ? Haven't you seen before that there were WD/COs supplied in Northern Europe ? Rebuilt Home Office stocks would be a candidate for that and could explain the mix of Army and AM contracts.

I believe that is a Greek marking...with the Hellenic crown below.

The brown is likely to have originated in the standard pre-war colours and be 'Brown, Dark. G.S.'

Establishments varied over time,  but by 1944,  an infantry battalion included 11 x Car 5cwt 4 x4 (Jeep).

The brown should be the original and it looks as if the Light Stone is on top of it.