Model 50

Yes thank you George I have the info and had checked that. The previous owner has fitted a 210 main jet.He felt it improved things somewhat.

I cannot change to standard as I destroyed my stock of old jets modifying them to make an old B&B carb work on my 24 Enfield.

If I rev hard through the gears the M50 gets up to 55/60 but soon drops back to 45 or less when in top.

On a dual carriageway it builds to 55/60 once again and holds it until an incline arrives.

I seem to recall my old 59 version would hold 55 quite easily..but I am 4 Stone heavier nowadays!

I will try the standard main jet once I get one but from the plug colour I do not expect any real change.

Simon,

I cannot currently do that as I only have a compression guage of the push in type..I keep meaning to adapt a hydraulic hose to fit to it permanently.

Compression is very good.I can stand on tbe kickstart and it holds me for around 8 seconds so I doubt the rings are worn.

I am tempted by the pushrod performance conversion to 520cc but would prefer keeping to as near standard as possible.

Maybe I should have bought an es2 but my memories of the 350 were good..perhaps rose tinted?

Thanks for the advice.I suppose I should have stated what I had already tried.

I am wondering if maybe the cams are a bit worn as it has 95k on it,although definitely rebuilt.

It is a 63 model..I have yet to check the timing but the gap is correct at 15 thou..I do not have a degree wheel or protractor at the moment..one on order, however I experimented with different points gaps to see if there was a difference but was not successful.

Very true..lots of fiddling and bodging will have taken place..As my wife hates me delving inside new purchases I am refraining from opening the timing case just yet..She thinks I do this as a matter of course and tends to mistrust my purchase as a result! Anyway,until my degree wheel arrives I cannot do much.

The report of 60mph on an incline sounds good,was the motor working hard?

Re 16h cams,I thought they were the same,maybe I am mistaken?

No trips to Italy for me however,I do not have a passport hence am trapped on this isle! And am not too unhappy at the thought in view of the parlous state of the world at present.

Interesting tbeory on the valve timing but I doubt it is far enough out to notice by this method.It really needs dialling in properly with a degree disc.

I stand corrected re the 16h cams.I had always believed they were the same as the late m50 profile but lumpier than the earlier models.

Re the main jet,I am wondering if it was 210 or 270..whatever,the previous keeper stated he was using a substantially bigger jet as he believed it had more stamina with it..For some reason I thought a 170 was standard.

I will get to the bottom of things eventually,I do not have much room in the shed and have to move bikes out to enable me to work on one.

I appreciate the replies.I was beginning to think my memory was playing tricks re performance.It is no rocket but is a pleasant and unusual bike as there are not many around.Certainly not in my region. In view of this there was no one I could ask re performance etc.

One of Mikes conversions to 520 cc would be ideal if I can justify the cost against the extra urge it should provide..If it worked well I might sell my w800 as the norton would suffice.

Thanks Pete.

Real world experience is worth such a lot..You have confirmed my belief that my engine is down on power. As you say,it is doubful that lack of compression is the problem..my timings were on a cold engine,when hot it is good but does not hold my weight as long.In fairness it iscrurl to the components to do tnis anyway.

I too fear the loss of a soft single if I went diwn tbe 520 route,plus I cannot readily revert to standard.Mike questions why I would want to but the truth is that standard sells best plus there are no insurace hikes..i was charged £30 more for a carrier and crashbars on my w800.

Thank you for he replies. Much better club in that respect than others I have tried. Most queries to other organisations elicit no response or have a lack of knowledge.

Pete.

Timing checked today. Not by degree wheel but by using my old two stroke plug adaptor and dti.

It was fractionally out but not significant. I also tried the tip re checking valve timing by the same means and if the figures provided were accurate then it is fine.

Andy

My comment of returning to standard were surely partially explained by the benefits of keeping it original? From an engineering perspective the barrel will be larger,probably by 40/60 thou at tbe crankcase mouth. This could be shimmed back to standard but it would not be a good method to employ. A thicker cylinder liner would be the ideal. The point is that obviously anything can be remanufactured but at what cost? My bikes are a lifetime hobby not moneypits. If I spend 1500 or more on a 520 kit then that is how it would be forever more. I would not spend much the same to revert to 350.

Each to their own of course.No right or wrong,just my perspective.

Andy.

My apologies..misread your text. I thought it said you could NOT understand why I would like it standard...

Paul

sadly the excess baggage is the only suggestion applicable. The fuel flow is good,though I have yet to check float height. Tank vent is clear..plus it does not stutter/starve. The throttle alive opens fully and the choke does not obstruct.

I have not removed the pipe but the silence!!!has no rear baffle and is a bit loud.it is however almost new.

A bit of a fiddle with the carb this morning then an 80ml test run..downhill on the route I previously saw 60mph it is now 75 so I am on the right track.

Sadly the cruise is still 45ish. It is as if there carb is two stage with nothing in the middle transition.

I had a thought however.This was originally registered abroad somewhere..possibly now fitted with an mph speedo but kph drive? Investigation required..

What number is the mph drive unit please?

Thanks

s now 75

True..something to check out when the wife is away! If I pull it apart so soon she will not be happy. I am lucky she tolerates my hobby,currently 5 bikes hence I do not want to push my luck!!

Timing is ok..The pipe has now blued..it was new on purchase. Carb needle is in the correct position..It is a mystery but I will get there!

Thanks for the ongoing suggestions.

Mike

Just seen your post. From memory it is a 376. I need to double check the main jet size as it could be 210/270..no glasses when I read it!

today I entered the shed and found the tank was leaking fuel.I have now drained it and think the tap is the problem.Probably not ethanol proof.

i had a quick look at the needle and believe it to be bent so intend to order a new one plus the appropriate jet and gaskets.

Whilst the bike is very nice it is badly assembled.Nearly every nut and bolt has been found to be lose.On day one the brake rod fell off!

It is as if it had a dry build and no more.amazingly it has an mot so maybe things have loosened off but I doubt it.i really hope the engine is correctly assembled!

The seller told me he had two model 50's but this one was not to his liking due to the low bars.I formed the opinion he was knowledgeable,and probably is,but this machine needs a dose of tlc before I do much more riding.

Another look at the bike today revealed peeling tank sealant,clearly old non ethanol type plus a bent/ scored needle. I have replaced this from my spares and fitted a 220 jet as it is closer to a standard 210.The original was 2.? Something..too worn to tell.

I have replaced the tap with an old enots type which has been wet stored in fuel for 30yrs. It does not leak at present but the outlet thread is smaller than the original hence I do not have a union to fit the fuel pipe.

If it were not so time consuming I would change the gear train on my lathe and make one.

The joys of old bikes!.

John

I have yet to check the gearing but my last run yielded 75mph on a downgrade in top gear. All my figures relate to 4th gear running..

It is at a natural pace at 45,getting to 50 plus takes time and it does not maintain the pace unless on flat ground.

The higher speed actually came quickly enough,well for an old plodder anyway! I do feel it would go faster but I do not thrash my bikes and have never tried to attain 60 in third.No doubt it might but there would soon be oil loss from its leaky rocker box!

I am currently concerned by the tank sealant breaking up plus a stain at the front of the tank which suggests it now to be porous.If ethanol resistant sealant cures it then I will be happy,if not it will be sold..I like the bike but having paid reasonable money for it I do not want it to become a money pit. I believe acetate is the key to removing old sealant?

The Indian made tanks are cheap enough but with carriage,customs and paint I think 600 could easily be spent. Does anyone have experience of these tanks or alternatives..not the race type!

Thanks

Thanks Gordon.

Totally agree about caveat emptor.Being 300miles away I relied on honest appraisal and pictures plus phone discussions.

Obviously the full truth was not given but nothing I can do now.

My issue is lack of space and too manyvehicles to maintain with ease..

I do like the norton and accept a degree of problems to be inevitable however for me the charm wanes when faced with a large and unexpected bill.

I bought it as my winter bike,not a summer play thing hence to find I cannot currently use it is galling.

It will be sorted but regrets are creeping in and when that happens I usually move things on.I have no time in my life for regrets and nor do I want to waste it working on vehicles constantly when I could be riding.

Maybe an odd outlook but one born out of experience and approximately previous motorcyles most of which I persevered with when I should have known better.

John

I do appreciate your perspective but I will not be rushing into a sale.I fully intend to try and resolve matters before going down the sale route.

I would however never spend significant amounts on it as it is frankly not financially worthy..note I say financially,note emotionally. If it was the latter I think I would still own most of my bikes!

Experience has taught me not to get too sentimental as it seldom pays. I currently have 5 bikes,3 of which are roadworthy and taxed etc. Any one could be moved on if I felt there was a need...anyone want a triumph 955 st sprint? Great bike but cripples me to ride..so it will go.

One thing I like about this club is the warmth and communication.I have not experienced that with other clubs including a big one which starts with V. Too pompous.

I appreciate the advice and offers of support so far. These are strong reasons why I should fix the bike.

John

Your observation on the Bmw struck a nerve. I had a k75 on which I went everywhere,1k per month then sold it. The other bikes were getting no use,or developing faults which kept me off them!

The Triumph has been too uncomfortable for me since purchased 2yr ago but interest from potential buyers is nil unless I give it away.

My w800 is excellent,but the spectre of rust on the poorly chromed mudguards puts me off using it in wet weather.in spite of using acf from new, the underside of both guards was badly rusted;so after cleaning and treating they have been undersealed.

The 24 Enfield gets the occasional airing,maybe 1k per year but could benefit from new main bearing as there is some play at the outboard flywheel.

My coventry eagle remains a"one day"bike hence the norton was to be my winter" fix". Sadly it is transposed to my winter" fixit"

Nothing will get done until new year as I cannot find a suitable fuel tap locally.No point ordering one until the hols are over therefore I braved swmbo and partially stripped the bike for inspection. The clutch centre is notched so will receive attention via my files. The plates are new. Two clutch springs are coilbound,more replacements to order. The previous owner ran the primary case dry,using chain spray on the primary chain but neglecting clutch bearing lubrication. All for a dry garage floor..I can stand a leak.

Your o ring conversion is interesting,I assume they are on the rocker spindles but have yet to find the link to read more. A seal set into the top cover would be my quest but there is not enough metal to do this using my basic machinery. Most of my top end leaks are from the paper gasket.

I also need a helicoil for the tappet cover,one bolt appears not to tighten fully.Hopefully not bsc.

The distributer has significant end float which I will shim,I note the article in my copy of Rh which is useful.

The rear wheel has 1/4"play hence some bearings will be required,thankfully they are standard sizes not special sized bearings as fitted to an Ajs I one had!

My worry remains the tank..I tnink acetone is used to strip old sealant.If so I have found a supply but need to confirm before I do so. I note the club sells a sealant.Does anyone have good experience of it? I had intended to get caswell ot tapox until I saw the other option.Prices are similar so the club may as well benefit if it is good.