Primary Chain Case Commando/Domi

I've never seen it done, and I have a feeling it's because the Dominator case is longer than the Commando type.

What has ALWAYS baffled /amazed me is that no one has ever produced (as far as I know) an aftermarket alloy leakproof versionusing a large rubber oil ring seal like the Commando one or the excellent Royal Enfield one which I think Norton copied for the commando version.

Any one producing one could have kept the same look as the pressed steel version and even made it available in shiny black gloss finish if so required.

The sales would have been guaranteed to run into thousands of units worldwide. Even nowadays, I think one could be produced in India for just a few pounds andI know I would buy one even if sold for £100!

Perhaps now the the belt drive is available some may consider it less of a need to make one, but I'm all for keeping the essentials of a bike the same as the original design but do not consider an alloy version of the chaincase to be as radically different as a belt drive system, especially if it looked very similar.

Come on NOC, here's your chance to make a fortune.

Les H

What about the Matchless type as fitted to the Norton Nomad hybrid?

Hi Nick

I have fitted a commando inner and outer chaincase to my 1956 Dominator 99.

I have made two main alterations.

The first was to remove the alternator support lugs from within the inner case to allow free passage of the primary chain and fitment of the crankshaft drive sprocket. Since my engine has a dynamo this was not a problem.

The second was to make up new front engine mounting platesas the Commando cases are shorter than the Dominators and it was the easier option to mate the engine and gearbox together. The head steady was lengthened also as I kept the engine vertical.

I drilled and tapped the crankcases to fix the inner primary case and fabricated a bracket from the oil tank platform to support the rear of the primary case. The length of the front fixing bolts are crucial so as not to foul the crank assembly.

Moving the enginge closer to the gearbox, in my case, required making up extended tails on the oil junction block as there was insufficient room to feed through rubber tubing. Also the primary chain length needsreducing and the gearbox adjuster location needed modifying to suit chain length.

One other problem this has presented, as I've just found out,is that it makes removal of the rear magneto nut difficult.

I hope this is of some assistance.

Regards

Mike