Cable routes

Hi David

Don't know about the general route for clutch/brake/air cables etc, just put them where they give the shallowest? bend, re the Speedo, on my slimline mod 50, I prefer the route that is parallel to the swinging arm, under the engine and gearbox,and then up the front frame tubes straight into the head lamp. this gives the smoothest action, and the least tight bendsI don't know If this is correct but for me it works, I noticed on your profile you have an 88ss, this will be my next bike when I see a good original for sale.I fancy a 62 - 64, what year did they go to downdraught carb as on 650ss?

Regards John O

I've always wanted a gen 88SS, and the splayed carb green/dove one is very pretty. The later DD head model looked too much like a 650SS for my interest however the later stiffer crank and better breathing? DD head are desirable too. I did read a comment from a factory man that there was no performance increase from the DD head on its own.

Hello John.. the books say about the first 100 had the earlier head. But who knows how many were built? They must have cost the same to build as the 650ss so I've always assumed they were sold to meet 500cc racing formula limits.I met one with the early head once (VMCC relay ralley) and it (or the owner) seemed to be no slower than mine. Certainly OK at the legal limit (and beyond), sitting bolt upright. I don't remember ever seeing another.

Well they were not building the 650ss in April 1961, the 88/99 Sport specials used some of the 650 Manxman parts like the crankcases and pushrods and camshaft and followers to match, The 650ss came out in late August 61 and was a some what watered down version of the 650 Manxman it had less of the nice chrome plating and nice dare to be different paint work , now known has custom paint, the Commando's got the Custom fire flake paint job in the 1970s

As for the Down Draft Cylinder Head it was First fitted to the Norton 650cc Manxman for export only built from November 7th 1960 right up to later August 1961 .From then on AMC desided on a home model and The Dominator 650SS was born from the 650cc Manxman That were the first 650cc models .and what a joy they are to ride, and own And Now back to the Question the routes of cables to the clutch are down the middel over the top of the frame along with the speedo cable and thottle cables and air slide cables if there is a front cover fitted over the head stock then it should have cutouts for the cables and to stop the cables catching the paintwork on the back of the headlamp you need a chrome wire bracket making up fits to the clamps on the handle bars , have fun in the sun !!! Yours Anna J

I've always wanted a gen 88SS, and the splayed carb green/dove one is very pretty. The later DD head model looked too much like a 650SS for my interest however the later stiffer crank and better breathing? DD head are desirable too. I did read a comment from a factory man that there was no performance increase from the DD head on its own.

Only 4 bhp on the *88ss and 6 bhp on the 99ss and 12 Bhp on the 650 and you say No more performance increase, the 88 had 30 bhp as Standard the 88ss was 34 BHP with the down draft head on , so you tell me where you think the extra BHP came from if it was not from a better flow from the Cylinder head

yours Anna J

Thanks for the help Anna. I can't see tge cutouts you talk of. Never mind.Regarding heads. There were camshaft and compression ratio changes going on at the same time weren't there? So without double blind trials, who can be sure what did what. Every littlehelps but I suspect the cam had most effect. All I know is that the one I followed along a chunk of dual carriageway from Aldermaston to Beaconsfield had the older head and it was at least as fast as mine. Maybe of course someone like Hemmings had breathed on it

Well the first thing in Pual Dunstall Tuning for speed book ,he talks bout the cylinder head is were the power out put comes from , and a better beathing engine , Royal Enfield Big twins did a nice read valve breather, compression ratio

should be no more than 9.45:1 higher than this you need a high octane additive

but 9:1 seams to be about the best for all rounder Norton Twin and then you have the spark plug too think about, its not as simple as you would think, yours Anna J