Skip to main content
000000 000001 000002 000003 000004 000005 000006 000007 000008 000009 000010 000011 000012 000013 000014 000015 000016 000017 000018 000019 000020 000021 000022 000023 000024 000025 000026 000027 000028 000029 000030 000031 000032 000033 000034 000035 000036 000037 000038 000039 000040 000041 000042 000043 000044 000045 000046 000047 000048 000049 000050 000051 000052 000053 000054 000055 000056 000057 000058 000059 000060 000061 000062 000063 000064 000065 000066 000067 000068 000069 000070 000071 000072 000075 000078 000081 000084 000087 000090 000093 000096 000099 000102 000105 000108 000111 000114 000117 000120 000123 000126 000129 000132 000135 000138 000141 000144 000147 000150 000153 000156 000159 000162 000165 000168 000171 000174 000177 000180 000183 000186 000189 000192 000195 000198 000201 000204 000207 000210 000213 000216 000219 000222 000225 000228 000231 000234 000237 000240 000243 000246 000249 000252 000255 000258 000261 000264 000267 000270 000273 000276 000279 000282 000285 000288 000291 000294 000297 000300 000303 000306 000309 000312 000318 000321 000324 000327 000330 000333 000336 000339 000342 000345 000348 000351 000354 000357 000360 000363 000366 000369 000372 000375 000378 000381 000384 000387 000390 000393 000396 000399 000402 000405 000408 000411 000414 000417 000420 000423 000426 000429 000432 000435 000438 000441 000444 000447 000450 000453 000456 000459 000462 000465 000468 000471 000474 000477 000480 000483 000486 000489 000492 000495 000498 000501 000504 000507 000510 000513 000516 000519 000522 000525 000528 000531 000534 000537 000540 000543 000546 000549 000552 000555 000558 000561 000564 000567 000570 000573 000576 000579 000582 000585 000588 000591 000594 000597 000600 000603 000606 000609 000612 000615 000618 000621 000624 000627 000630 000633 000636 000639 000642 000645 000648 000651 000654 000657 000660 000663 000666 000669 000672 000675 000678 000681 000684 000687 000690 000693 000696 000699 000702 000705 000708 000711 000714 000717 000720 000723 000726 000729 000732 000735 000738 000741 000744 000747 000750 000753 000756 000759 000762 000765 000768 000771 000774 000777 000780 000783 000786 000789 000792 000795 000798 000801 000804 000807 000810 000813 000816 000819 000822 000825 000828 000831 000834 000837 000840 000843 000846 000849 000852 000855 000858 000861 000864 000867 000870 000873 000876 000879 000882 000883 1.slide1 2.slide2 3.slide3 4.slide4 5.slide5
English French German Italian Spanish

1934 International back on the road! (with pictures)

Forums

I have just got my 1934 international on the road! But letâs start at the beginning.

About 2 years ago I inherited some money and decided it was best invested in another old bike. After some research I settled on a Norton (donât ask me why, I have no idea!) So the hunting began, all I knew was that I wanted a 500 single and not a side valve. Preferably a pre-war rigid/girder for model, but I was open to the idea of a plunger/tele one.

Just before Christmas 2011 I saw a 1930âs international on eBay. It was considerably less complete than I had been looking for, but that was OK because it was a âcammyâ. So, knowing very little about cammy Nortons, and having no idea what I was letting myself in for, I waited until the last minute and put in my bid. It was mine!

A few days after the end of the auction Chris Streather phoned me up to say he had heard I had bought the bike on eBay and talk to me about it. He recommended I got the factory records and hinted at the fact that it was âsomething a bit specialâ. What had I stumbled upon here? The records showed that the frame was 1934 and the engine was 1936 and left the factory âto full Manx specification race tuned by the factory.â Exciting stuff, and I still hadnât even seen the bike yet!

I was away at uni at the time and it was fairly close to home, so my dad went and picked it up for me and brought the pile of bits back in the boot of the car. About a week later I got home for my Christmas holidays and saw it for the first time. That first couple of weeks was spent visiting people who I knew to have inters to look at theirs and try and get some idea of what I was aiming for, hours trawling the internet looking at pictures and reading everything I could find on these bikes, and convincing mum that I hadnât wasted my money on a pile of junk!

The next couple of months where spent acquiring the missing parts and doing research on what I needed to do. I spent all the time I wasnât at uni out in the workshop, and most of the time I was at uni reading about these bikes.

This story could go on for a while, so I will attach some pictures and let you see for yourself. Die hard Norton enthusiasts look away, I have made this bike to be ridden by me and look good to me. I have tried to stay faithful to what they looked like originally but have made some changes to make it useable! I have also attached a list of the work I carried out. I am sure I have missed a few things off, and theunderlinedbits where done by other people. The rest was done in the workshop at home.

The one other thing I canât say enough about is this website and the NOC. Huge source of information and made the project so much easier!

Work Carried Out

Chassis

Repairs to frame mounting points

Check frame for straightness

Bore and bush bottom gearbox mounts in frame

Manufacture gearbox mounting bolts

Manufacture gearbox adjuster

Manufacture engine plates, head steadies, studs and bolts

Bore out and bush girder forks

Manufacture new fork spindles

Reverse brake plate to make it fit RHS brake

Manufacture wheel spindles, spacers, nuts etc

Manufacture hub to brake drum bolts

Manufacture petrol and oil tank mounting brackets and fittings

Manufacture oil tanks fixing inserts and carry out repairs to tanks, including preasure testing to check for leaks

Manufacture chain âoilerâ tap

Bend and fit handle bar bracket

Recondition Andre steering damper

Manufacture Andre damper bracket

Manufacture mudguard stays and brackets

Manufacture bracket and mounting points for oval number plates

Manufacture number plate bracket

Manufacture bum pad base and foam insert

Make and fit leatherette cover to bum pad

Manufacture rear brake rod, trunnion and adjusting screw

Manufacture primary chain guard

Manufacture footrests

Manufacture exhaust pipe and brooklands can brackets and fittings

Make cables

Engine

Strip and inspect engine

Blast clean all aluminium cases

Rebuild broken fins with weld

Fit new main and big end bearings

Balance flywheels to 70% balance factor

Assemble and line up flywheel assembly

Fit new small end bush

Fit new piston, rings and bore and line barrel

Recondition oil pump

Re-assemble bottom end of engine and mesh bevel gears

Machine head and barrel to fit without use of head gasket

Fit new valve guides, cut seats and lap new valves in

Fit new valves and hair pin springs

Fit barrel and head to engine

Overhaul BTH TT magneto including manufacture of new end to take an oil seal

Manufacture and fit new cambox tunnel

Machine gasket faces to ensure good seal and deepen rockers recesses to allow for later type rocker sealing

Machine cambox to allow for addition of breather

Recoat magnesium bevel cover

Grind rockers to ensure concentric and smooth finish for wipers to act on

Assemble cambox, mesh bevels and fit to engine to check vertical drive free play

Carry out valve and ignition timing (new cams and shaft where fitted to as old vernier holes where badly work and didnât allow for accurate timing)

Fit wipers and oil seals in cambox and fit to engine with vertical drive tube in place

Manufacture oil pipes and fittings

Gearbox

Strip clean and inspect case and internals

Bore and bush bottom and top gearbox mounting points on gearbox

Fit new bearings and reassemble gearbox

Manufacture new external gear change linkages

Manufacture kick start

Machine ES2 clutch drum to convert to Manx style 3 plate clutch

Manufacture clutch pushrod and plate to spread load and improve clutch operation

Attachments before-jpg
Permalink

Lefthand side of the finished bike.

OK, there are one or two bits that still need some work. I have done about 50 miles on it so far and it's going brilliantly. But is leaking out the cambox even more than I would expect, so once its run it I will have the cambox off for another go at those wipers and seals. There are also a few bits and pieces still away being plated but nothing thats stopping me ridining it. And boy am I enjoying it, even though I'm taking it easy for running in it goes really well and handles better than just about any bike I have ever ridden!

Attachments lhs-jpg
Permalink

I don't know enough about Inters to have to look away, and if i did would have missed a Loverly bike.

I'm a fan of bikes being used so no criticism here of any improvements.

Permalink

An oil leak from the cylinder head ? You really should have held out for a side-valve, Andy ! Smile

Very nice. Did you find any trace of the works preparation ?

Permalink

Yes. It had different cams, flywheels, conrod, and big end to others I have seen. It also has the central feed oil in the cambox that was fitted to all the Manx's. I dont pretend to be an expert on them and I am sure there will be other things that I find out about later. But it was an interesting thing to work on!I have retained all of these parts in the rebuild (it has new cams but I went for the manx ones rather than inter ones), appart from the piston, I have gone for and ES2 piston to keep the compression ratio down and hopefully make it a bit more user friendly.

The crankcases are different too. An extra breather and no tell tail for the oil pressure. They also don't have the web for an enclosed primary chain case, I have seen magnesium cases like this, but never another set of ally ones. Has anyone else?

Having done about 50 miles on it the wipers in the cambox apear to have given up and I have oil everywhere. I think the rubber I used was too soft, so I am going to take the cambox off today and have another go. I know it will leak, but I'm determined to improve on what it is like at the moment!

Permalink

Andy you have done a fantastic job, I saw that bike for sale way back when, I even have the same ebay picture in a thread on my Norton build.

Well done, on all the hard work.

Permalink

Hi Robert,

   Did you realise this post was 7 years and 4 months ago ??

Permalink

... got if fixed by now.   He was a regular contributor not so long back.  Probably ridding a Ducati already Rob...  

somewhat similar to the David Cooper machine...

Should either of you gentlemen have the need for cam box sealing wipers, Stu Rogers (SRS Norton) stocks them...

 Cheers

Jon

Permalink

Bottom ones look oil eaten; tops have the canvas insert which are much better. rest of  t  looks  decent.

My 56 Manx with  38 Inter motor had adjusters top and bottom.  Not sure if it was a factory fitting or a desperate attempt to stem the flow.  Came out of George C's stable.  She was quite dry...

 

Cheers

Jon

Permalink

Bottom ones are just oily. They seem to work as well as can reasonably be expected.  No top adjusters. I think they won't fit on some frames. I imagine they would make it more difficult (if not impossible) to remove the cam box on some bikes.  But I think the gap on top varies. Were there different top tube shapes?

Permalink

Hi David/all,

   Stu Rogers was modifying SOHC camboxes with 2 adjusters on each seal ( 8 altogether ) over 40 years ago, so these bikes may have been through several owners over that time. I can't remember anyone else doing this back in the day, but it is quite possible.

  With a 500cc Model 30 and 30M engine in a rigid / plunger frame the clearance between the cambox and top tube is not much over 1/4". The 350cc 40M engine is slightly shorter and the Model 40 is 1/2" shorter still, so no problems there. In 1949 the Manx frames were modified to take the DOHC engine and the top tube became significantly re-shaped with a double bend to clear the elongated cambox. During 1951 the Clubman's Inter frame was being made using left over Manx lugs and a curved top tube which was then used to the end of plunger frame production. The 1930s CJ frame was lower than the CS1 so these clearance gaps will vary.

Permalink

Very interesting.. Stu rebuild my CS1 Cam box with the top adjusters...

cheers

Jon

 

Norton Owners Club Website by White-Hot Design

Privacy Policy