The disc brake has left place to a twin cam drum. It's sometimes scary, but nevertheless manages to stop the machine. The engine is still untouched and has not been opened yet, and seems to be healthy. She now reached 18000 miles and needs some attention. But it's sheer pleasure!
The engine (né 850cc Mk3) churns 72bhp @ 6200 rpm on the bench, with a beefy 8,7 mkg @ 5000 rpm torque. Homemade exhaust line (stainless), gas and oil tanks (res. polyester and aluminium) and seat. Daniel retained the excellent braking system - 2 x 320 mm Brembos - Paioli fork and rear shock, but could not keep the Marchesini wheels and had also to change the transmission side...
The result is astounding and, according to Daniel : "Now I have to upgrade my piloting level a lot to be up the bike's standard!"
(voted best modified Commando at the 2001 International Rally)
Saturday, 3 o'clock, first race, I'm in row 5. After a good start, I have to prevent from hitting an other unhappy rider on his Triumph 750 and the next lap, the Norton stalls, ignition problem; at the end of the race and to my great surprise, the bike starts first attempt. Back to the pits, thorough check of the ignition system, nothing noticeable. Nevertheless we change the coils just in in case of ???
Sunday, 11 h 2nd race, I'm the last on the starting grid, and it stalls. The referee is a woman and she's not got enough strength to help me start a well bred Norton! Another one comes to help and there we go chasing my pals as they did not wait for me! I finish 14th, top speed: 191.2. So, lots of satisfaction from these days, as, except for the vibration problem, the bike's got lots of guts and I could check the engine preparation! Next race: Le Mans, in april.
I also changed the look with the yellow color of the Production Racer and silencers in the lower position (for the race I used the upswept pair) The name is now Yellow Péril. (more : Bol d'Or Classic)
(or the story of a small Commando that wanted to be a Manx)
from B. Vigneau
- Engine 850 Commando
- Cylinder head prepared & modified to run on lead-free fuel
- Modified left Mk III outer cover (made by "So British" - Nice) to keep and protect the alternator
And this is how our little Commando, after a fair lot of midnight oil burnin', became a thoroughbred & sexy top model. Nice job, ain't it?!
(voted best special at 2001 International Rally)
In 1976, I visited Gus Kuhn and got definitively mad about Cafe Racers. I bought a 2 in 1 production racer (not road legal) exhaust. 27 years later it is still on the bike. Aluminium tank, Tickle rearsets then crankshaft grinding, 2S,camshaft, Combat head (leakproof) and australian pistons from British Bike. (Hepolites not available then).
Since it does not break anymore, for several reasons:
I don't go revving past 6800 t/m, except to pass a yellow one.
Oil change every 2000 km with 300V Motul. I've kept the breakers, if one fails, you still can go home on one cylinder. With electronic ignition, you can't.
Each time I tried to improve handling, it got worse : new Isolastics : impossible to get the original setting; Betor rear shocks made it weaving; 18’ rear wheel also; Hagon shocks were a disaster.
And I don't tell about braking. Once I changed the genuine pads, it never braked the same way. So I mounted a Norvil brake with a Lockheed caliper. Still not that...
After a (mechanicaly)
troublesome wedding journey on a BSA, in1975 my wife and I have bought
a 1973' 750 Commando Interstate clocking 15000 km. Being not a collector,
during the following 5 years I transformed it like a Fastback whose lines
always appealed to me, the silencers have been replaced by short mégatons,
the back wheel was sold by SMAC for the Norton, from Lefèvre's, 10mm shims
under the fork springs, a Citroen 2 cv oil cooler… The dog used to ride
too, tucked in his bag behind the fairing, then the family grew in number
and having to assume the insurance and maintenance of a car, the Norton
stayed in a shed.
I just started her after a long time, having transformed her again as
shown on the pictures : racing 2 in 1 Dunstall reshaped to get it out
from under the saddle, high compression pistons, the oil filter has been
relocated to be of an easier access, KN air filters, back wheel from a
1100 Yam to get the fat tyre, twin discs with homemade antidive system,
not forgetting the frame cut with a loop soldered over the cylinders to
hang the engine allowing an easy access to the head. As the 2 in 1 was
very loud, I have bought a Devil silencer at the crap yard. Then, after
a last check the Beauty started third kick after nearly 25 years of rest
and 10 years without running the engine!!!