Vintage Norton Motorcycles

Rem Fowler 1907 - The original photo

2012-01-31T13:13:00.002+01:00

By Paul Norman

I was very close to Titch Allen for many years and remember him telling me he interviewed Rem many years ago for (I think) a Motorcycle Sport article. Anyway, after Titch died a couple of years ago, Steve Allen (his son) and I were boxing up some of his many photographs, and Steve told me to take any I found of interest. I found this photo (above), which I immediately recognised as a copy of the famous Rem Fowler shot, showing him before the race. Steve kindly let me have this.

Anyway, it was only when I got home and carefully examined the photo and the writing on the back of the photo that I realised that instead of the photo being a copy, it was in fact written in 'first person', and was actually the original photograph, with Rems comments pencilled in by the great man himself! On looking at the photograph itself, I realised that what I thought at first was a black smudge, was in fact Rem's signature running along the side of the photograph. Obviously, I feel very priviledged to be the temporary custodian of this extremely historic photo and treasure it immensely.

c1925 flat tank frame - For sale

2012-01-26T22:25:00.004+01:00

Jiri has a flat tank frame, number 24809 for sale. Simon: "Difficult to be that sure without checking the Records although obviously a sidevalve machine. It is clear some tubes have been cut/bent/re-fixed and I assume this was to fit a saddle tank at some stage. The long tube under the gearbox lug is to carry footrests, brake pedal etc and although this was discontinued on the 1926 run of the mill bikes like Model 18s or 16Hs etc., I have a feeling it was continued on a few odd machines like Big Fours for a further year."

Contact vintagenorton.com for Jiri's contact details. For those looking for a challenge there is also a 1925 Model 18 cylinder and head for sale on eBay (below).

1920 Model 16H Norton

2012-01-24T22:06:00.000+01:00

Norman Sclater at the 1920 Senior TT in which he came fourth on what appears to be a very standard Model 16H. (From the Keig collection).

1926 Model 18 Norton

2012-01-22T10:06:00.000+01:00

Tony in South Africa sent a pic of his 1926 Model 18 Norton.

1927 Model 18 Norton petrol tank

2012-01-17T13:43:00.002+01:00

-JdK- Viktor made this drawing to reproduce a tank for his Model 18 Norton. He took the measurements from two original 1927 petrol tanks that differ slightly in dimensions. The original tanks were produced by TLC while the frames were produced at the Norton works. My guess is that the dimensions of both tanks and frames varied slightly and that matching pairs of tanks and frames were selected for a proper fit. A proper tank fits snugly in the frame without too many airgaps. Therefore these measurements should be taken as a guideline; adjust the sizes when required by a somewhat taller or smaller frame.

(For a larger picture; put the pointer on the pic and click the right-hand button on your mouse; then click 'open in new screen' or something similar.)

1932 Model 30 - For sale

2012-01-15T10:47:00.000+01:00

For sale on eBay

In the vendors words: "Here for sale is a 1932 International Norton, it is a Model 30 but fitted with a model 40 engine. According to the VMCC this Norton was supplied to Imperial Motors, Bedford on 8th October 1932 but was only sold nearly two years on, to a Mr King of Bedford in 1934, as for the engine it was supplied to Colmore of Birmingham on 4th Jan 1938". JdK: The gearbox is from a later model.

Early Norton engine?

2012-01-11T13:47:00.004+01:00

A note from Ben in Australia: I thought you might be interested in this engine which I have recently acquired. It looks like no Norton engine I have ever seen or can find a photo of. The words "Norton" and "QUAD-S" are cast into the magneto chain cover and there are no other markings that I have found anywhere else on the engine. I've never seen a timing cover which doesn't go all the way to the top of the crankcase and has the holes for the timing gear and valve lifter bushes bored through. The drive side of the crankcases is also quite different, especially the lug at the front which sometimes has the footpegs through it which makes me think that it may be very early. However the barrel has the appearance of something a little later. The engine also came with a clutch hub which looks like a ROC due to the live axle and starting handle! It does not appear to be a 2 speed hub however I assume all will be revealed once I dismantle it. In the rear hub the plated drum behind the belt pulley appears to contain the clutch plates. Any suggestions on what it is?

Martin: "None of it ever came from a factory run by Norton, except maybe a few timing chest internals. The contents of the timing chest appear to be correct for 1920 or earlier pukka Norton parts, with the screwed timing pinion with a square (not a hex) and presumably left hand thread, which suggests the flywheel assembly inside might also be early Norton. But the entire crankcase and timing cover is crudely made with far thicker walls on the timing chest for example than originally, and the barrel is just nothing like the correct fin shape and each fin appears to have cold shuts around the edge of each fin, another sign of poor quality foundry practice. This is a complete modern lash-up, and the rear wheel free engine clutch has a touch of Japanese about it. It is perhaps fun, but even the earliest Nortons were well made unlike this one."

Roger: "To be positive about it, the machine probably owes more to Norton than the Rem Fowler TT winner! However, there are some interesting features about the engine which as Martin has pointed out did not come from Norton. The timing cover casting is significant as someone has had it cast specially with QUAD-S. Clearly this was not done in order to pass it off as a genuine Norton engine so it may well prove to have an interesting history. The form of the crankcases is similar to a number of other engines of the period so finding out what it really is could be rewarding."

1929 Model ES2 Norton crankcase - To swap

2012-01-09T10:47:00.001+01:00

Howard in Australia has this 1928 ES2 crankcase which he would be willing to swap for a 1929 Model 19 crankcase in the same condition or a good condition cylinder. Contact us for Howard's contact details.

1928 Model 19 Norton

2012-01-07T20:44:00.000+01:00

Contributed by Peet. Dirt track racing – speedway to a later generation – burst like a bombshell on England in 1928, but not until 1930 was sidecar racing introduced over here. This superb picture of Alan Lewis and passenger on a model 19 Norton and Goulding chair – note the braced Webb front forks – was taken at Penrith Speedway, New South Wales, Australia on 3rd June 1929. The event was the 15 mile, unlimited sidecar championship at The King’s Birthday meeting (from The Classic Motor Cycle).

Vic Horsman, 1920 Model 16H Norton

2012-01-04T18:48:00.001+01:00

By Roger. Here is a nice picture of Vic Horsman (in the background are Pa Norton and Don) on a very skimpy Norton on which he took three worlds records including the hour. The record was taken on 11 September 1920 at Brooklands from Jack Emmerson's ABC. The background in the photo is not Brooklands and probably the Norton factory which would explain Pa's presence. Don was racing manager for the Norton works in 1920 so that is why he was there. Joe Bailey's marvelous book has a picture of the same machine, but at Brooklands, with the description that states that it was a single gear belt drive Norton which it is not; it's an all chain drive Model 16H. The gearlever can be seen in this photo.

1930s Model 19 speedway Norton

2012-01-02T10:04:00.001+01:00

Garth from New Zealand sent these pics of his mother and dad, Elva and John Henderson and their speedway Norton. Both pictures were taken during the 1947-48 season at the Western Springs speedway in Auckland. The engine is clearly Norton and the height of the barrel suggests a Model 19; the shape suggests that the engine dates from the early 1930s. Frame and wheels seem to be from another make than Norton. Does anyone know more about this motorcycle?

Lawrence's 1929 Model 24 Norton

2011-12-30T21:49:00.001+01:00

An email from Lawrence in the UK: "This is my 1929 Model 24. I have had the bike for a couple of years now. When I got it, it was mostly complete although in a very worn out state, the last owner having used it extensively till it's lay up in his shed in about 1977. The owner before that found me at the Banbury run, he filled me in on it's earlier history as he owned it from about 1960.

Despite it's oily rag state it has had an engine overhaul by Dr George who has been more than helpful with a lot of info and also some difficult but essential parts (thanks also to Chris Streather of the NOC for getting the kick start gears made). There is not one nut, bolt or bearing that has not been refurbished or replaced. Almost all is original except for the later carb (anyone got a 1 1/4" stub Amal type 6 at less than a king's ransom) and exhaust. I don't plan a full on cosmetic restoration as I like to use it almost daily...when it's not in bits!"

Two CS1 Nortons

2011-12-29T09:43:00.001+01:00

A wonderful picture contributed by our friends in Ireland. The Norton on the left is a 1930 Model CS1; the Norton on the right 1928-29 Model CS1. The registrations indicate New South Wales, Australia.

Jan's 1922 Model 16H Norton

2011-12-28T09:44:00.000+01:00

Jan in The Netherlands sent these pics of the Norton he bought recently. Engine and frame are non-matching but both components probably left the Works end of 1922 as did the gearbox. The engine as fitted is marked 'B8TT' but the significance of this is unclear. The bike used to belong to Bill Fruin and came to Holland about 12 years ago. Does anyone know more about this motorcycle?

John's 1927 Model 18 Norton

2011-12-25T11:49:00.002+01:00

-JdK- This is the 1927 flat tank OHV Norton that I bought last year; I took it to pieces and the usual parts needed attention (bearings, brakes, valve guides, spindles, clutch, tyres, cables) and to make it interesting, the standard cams were replaced by IT racing cams and a high compression Hepolite 8266 piston was fitted. All of which took more than a year but now it's finished!

I was interested in this Norton because of it's unusual features. It has the largest petroltank ever fitted to a flat tank Norton; it is very wide and has a TT filler cap, complete with a vent tap on top. It has an extension underneath that I've seen only once before, on a Model 25 used by Shaw in the Ulster GP. The tank is an original, containing the TLC stamp and the number '25'. Further it has a large oiltank that is mounted using the typical Model 25-type framelugs.

The previous owner Paul d'Orleans had been told it was a 'special' Model 25, without semi-dry sump lubrication and as Paul was more interested in riding the bike than tracing it's history the Norton can now be found on the internet with various descriptions. For a few examples try this link, or this one, or this one. Off course it's not a Model 25, but what is it then?

The Norton has frame number 251XX and engine number 356XX: Frame 251XX was supplied in January 1927 to Kelly, a Norton dealer in Dublin as a Model 19 with engine number 32860. The magneto support lug (of the smaller type which is typical for 1927 machines) on the longer (Model 19) front downtube also suggest that it was made in late 1926. When dispatched from the Works it had wired-on tires, top tube tool box, narrow mudguards, no carrier and extra large petrol and oil tanks with 'TT filler caps'. The extra large oil tank would have been one of the 25-TT type fitted using the typical brazed framelugs. The TT filler caps also included the provision of a vent tap on the offside of the tank to allow a rapid flow of petrol during refuelling. All of this may indicate that it was intended for racing. In the Works Records there is however no information about special tuning of the Model 19 engine.

The Model 18 engine with number 356XX was supplied to Bristol dealer George Tucker who supplied it to the customer Mr G Cox of Fishponds. The original frame number to this engine was 27098. The engine was supplied as part of a totally standard Model 18 with no indication of racing use. However there are indications of a racing past. The engine has an ‘S’ stamped in all castings which may have been done because it was dismantled very often together with other engines, to prevent mismatching of crankcases. The ‘25’ as in the crankcase could identify an oversize of the bore or Model 25 bits fitted. It may not be a coincidence that George Tucker who supplied the Model 18 was a Brooklands- and road racer.

The Norton was obtained in the 1980s by Ken Boulter from a trader in Northern Ireland as a 'box of bits'; Ken Boulter suggests that the trader got it from road racer Jimmy Shaw’s shop. The Norton was then made up from a selection of appropriate components from this box in the early 1990s. Ken Boulter put it together as a ‘racer’ as there were a number of Model 25 components in the box and because the Model 18 engine’s condition suggested a racing past. The engine was rebuilt by Ken Blake. Ken Boulter fitted the CAV magneto because he thought it looked nice. The carburetter has twin floats but is an Amal Type 6 intended for road use.

Norton LPD1 was bequeathed to Ken Boulter from Charlie Knight at around the same time that Boulter acquired this Norton. Roger suspects that there was probably a bit of mix and match between the two as LPD1 now has components that were not there in either 1946 or 1993. Both bikes have/had an identical flimsy magneto table that was probably made by Ken. The oilpump now fitted to this Model 18 probably came from LPD1.

The bike was advertised in The Classic Motorcycle in November 1990 (above; as a Model 18/28, whatever that is). It was bought by Paul d’Orleans (below) around the year 2000, featured in Garage Magazine and was acquired by me in 2010.

So...is it any good? No clue, it's cold outside, I'll start it next year!

1931 Model CJ Norton

2011-12-21T09:57:00.004+01:00

-JdK- This 1931 Model CJ featured earlier on these pages and was recently sold in Belgium. According to the Works Records it was shipped to the Swedish agent Nystrom on 23/6/1931. The records further note that it was supplied with foot change and a specially tuned engine. Surprisingly, it seems to be fitted with Webb forks. Can the new owner contact us for more information on this very interesting CJ?

Have a fag!

2011-12-20T16:24:00.000+01:00

-SG- It may not have escaped the notice of some blog visitors that in many 'end of race' shots from the twenties and thirties, both competitors and onlookers have all lit up a well-earned cigarette! Distinctly 'un-cool' by today's standards but seemingly the norm at the time.

It is thus hardly surprising that W D and H O Wills, one of the UK's leading cigarette and tobacco producers, should have run a series of cigarette cards covering motorcycles and here's a scan of one issued in about 1926 showing a four speed Model 24. Amongst about thirty such cards on various subjects which I looked through in a second-hand shop not long ago, this was fortuitously the only one relating to bikes and better still, the shop owner kindly gave it to me free!

1937 Model Big Four Norton

2011-12-18T10:48:00.001+01:00

This 1937 Big Four was on eBay for a very short while before it was sold. The description suggested it had been used until the early 1950s and had been stored ever since.

Jock Weddall, 1939, Model 30 Norton

2011-12-15T10:33:00.002+01:00

Sent by Dennis. Jock Weddall at the 1939 Isle of Man TT, Model 30 Norton. He retired on the first lap.

1930 Model 20 Norton - For sale

2011-12-13T22:28:00.001+01:00

For sale on Ebay. A 1930 Model 20 that looks correct except for a few minor details like the later carburetter. The tank lining looks odd at first glance but it's almost correct for 1930. A single red line on the inside of the panels well separated from the black line probably would have been better. (sold for US $19,600)

Stanley Woods, 1932 Model 30 Norton

2011-12-12T10:11:00.003+01:00

Stanley after one of his successes together with Psalty, Norton's agent for France. Alf: "Most probably after winning the 1932 500cc Grand Prix de l' UMF (whatever that stands for) at the Circuit of Rheims".

1937 Model 18 Norton

2011-12-08T20:41:00.001+01:00

Wim in Belgium sent these pics of his latest acquisition, bought in the south of France. It's a c1937 Model 18 that needs a bit of work but that will make a fine motorcycle

1925 / 1926 Model 18 Road Test

2011-12-07T08:41:00.000+01:00

-SG- Another copy gleaned from the British Newspaper Library in London. At this stage, 'Motor Sport', which I believe started life as 'The Brooklands Gazette' included some articles relating the motor cycles as well as cars, and unlike Motor Cycle/Cycling, their contributors were not so guarded about criticisms!

1926 Model 16H Norton - For sale

2011-12-05T09:52:00.002+01:00

For sale on Ebay; a nice 1926 16H project, partly restored and completely dismantled.

1917 Big Four Norton

2011-12-04T20:46:00.001+01:00

-SG- Juris Ramba in Latvia is in the throes of rebuilding a First World War Big Four Norton which he obtained from Moscow just a few years back. It's source rather disproves the official records (Government) which apparently show no Nortons being sent to Russia at the time. However, the photos of the engine internals are interesting and show how little the general design changed during the twenties. It is thought that the two figures on the end of the engine number indicate the year of production - ie 1917 and that the M/M in the engine number supposedly equals Military Model; but if anyone has any other suggestions, let's be having them! The crankpin incidentally is of the plain bronze bush type and mainshafts supporting the extremely heavy flywheels are the usual Norton size of the time - 22mm.

1927 Model 25 Norton

2011-12-02T21:29:00.002+01:00

-JdK- Another Model 25 spotted by Philippe at de Grand Prix de Vichy in France a few years back. The frame contains the wrap-around magneto support bracket and the typical lugs holding the large oiltank. It looks quite correct except for a smaller (7") front hub.

More Model 25 Nortons - the restored and replica versions

2011-12-01T08:27:00.002+01:00

-SG- This (above and feature before) looks like a reasonable recreation - done in Germany - although the oil tank is a bit weird. Photo taken in the mid eighties.

Above, a high class re-build by my good friend Juris Ramba in Latvia, which I have had the pleasure of riding a few years back. No oil pump pedal and initially, the rear brake set up was slightly odd as the rear brake arm was pushed rather than pulled when the pedal was operated. I understand this has been rectified now. With replica IT cams in it and correct B and B Sports carb., it goes like the clappers!

And above... a recent photo from Alf of a Model 25 which has appeared at various shows. From what I have been told of it's provenance it is a replica but again, pretty good. The engine number appears to be correct for a Model 25. LS boxes, if fitted, seem usually to have been racing versions rather than kick start versions, as fitted to this bike.

And above... Auction catalogue photo from about 1998 of OX1619 - a machine I once owned (or to be strictly accurate, I owned a machine with this registration number and these tanks - too long and boring a story to go into here). It is located quite close to me but there are problems with running it because it has the wrong gear change fitted for the LS gearbox currently installed. Rear brake set-up is also wrong though it doubtless works!

More on the Model 25 Norton - the original survivors

2011-11-30T08:56:00.002+01:00

-SG- How many Model 25s were produced? More than one might think - about 160, covering the period end 1926 to late 1927.

Above are a couple of indifferent shots of a bare frame taken some thirty years back, the number of which I have been unable to find in the records. None the less it appears to be genuine - note oil tank mounting lugs and full wrap round magneto support bracket on front down tube.

I have few photos of un-restored examples: one of them appeared on these pages already which has a 'no-kick-start' LS gearbox, oil pump pedal, and supplementary tank for chain lubrication. And here above is another, shipped out in mid 1927. Note the CS gearbox, no oil pump pedal, and, unusually, although an original fitment, the Binks Two Jet Carburettor. Both have the large oil tanks, heavy weight Webb forks and 8" Enfield front hubs. Also evident - the wider tank with mountings for Dance knee grips.

Photos of any other original survivors would be more than welcome!

1927 Model 25 Norton

2011-11-29T21:37:00.001+01:00

-SG- The 1927 Model 25 probably represents the pinnacle of desire for anyone with a fancy for Vintage OHV Nortons and here above is a catalogue illustration which owes some of its clarity to skilful retouching.

While marketed as a replica of the 1926 TT bikes, it actually fell somewhat short of the original TT specification. It did have dry sump lubrication but mainshafts had reverted to the standard 22mm diameter (from 1") and while this may not seem a matter of much importance, bear in mind that the cross sectional area went down by 25% as a result! Steel flywheels - as the TT bikes - were retained. Standard cams seem to have been fitted to many of the Model 25s sold (rather than the longer dwell IT cams) while standard CS type gearboxes were also used extensively. Pannier tanks were fitted to a few machines but mainly the larger sized flat tank - with Dance knee grips and big filler cap - was fitted along with a larger than usual oil tank. Forks (heavy duty TT Webbs) and front wheel (8" Enfield) were as the TT machines while the rear wheel was standard in most cases - ie with plain, not finned, brake drum. And although the supplementary oil pump pedal (part 1115, below, from the 1925 parts list) appears in the illustration, this, too, appears not to have been fitted to all of the production versions.

Not that many Model 25s have survived in UK and there are also a few replicas in existance....a timing side crankcase half from the dry sump Model 21 makes a good starting point in the absence of the real thing! (More pics of Tony's M25 via this link)

Piet van Wijngaarden at the 1928 Assen TT

2011-11-28T11:30:00.000+01:00

JdK- Piet van Wijngaarden, Dutch champion at the 1928 Assen TT on his CS1 Norton. The photo shows the shape of the handlebars, the very long handlebar rubbers, the narrow mudguard and an awful front tyre! He seems to have wrecked his windscreen. The chap on the right is the Dutch winner in the 350cc class, Beverdam, on a Royal Enfield.

Stanley, winner of the 1932 junior TT

2011-11-25T09:04:00.001+01:00

Stanley on his 1932 Model 40 after winning the Junior TT. Joe Craig is on his right. Wal Handley, who finished second on a Rudge is on the left.

Stanley at the Scott Trial in 1926

2011-11-24T09:17:00.004+01:00

According to the original caption to the photo above this is Stanley in a scramble at Harrogate in 1926. It may not be a scramble however as scrambles in the twenties did not involve much water - but more likely the Scott Trial in which he competed for the first time in 1926 on his free issue Model 18. Because of the big splash one cannot see much of the bike but here's a shot taken at the Scott Trial provided by the later Peter Roydhouse (below). Note the 8 inch front brake and the Birmingham registration number. He apparently had various mishaps in the event and finished the course without a silencer. Peter was fairly sure he had identified this particular bike from the records.

The lower photo shows probably a Model 44 - again a Birmingham registration number OP747 and perhaps a works owned bike. Like the Pike machine recently featured, it seems to have an 8 inch front brake too.

1929 Model CS1 at the Assen TT

2011-11-23T10:33:00.002+01:00

A photo taken at the TT races in Assen in 1929, depicting three Dutch participants: Creemers on a Norton, de Kleyn on Sarolea and Broers on a New Hudson. Creemers' Norton may be a Moore-engined CS1 or perhaps an ES2. It doesn't look like a racer with the primary chain cover with an extension for the dynamo chain.

Norton's early dry sump lubrication

2011-11-21T09:16:00.003+01:00

(to copy: position pointer over picture; click right-mouse button and select 'open in new screen' or similar)

-SG- Owners of Model 21 or Model 25 machines may have been frustrated by the small note in the 1926/1927 Parts List which refers to a separate leaflet covering parts for the dry sump engines - and the fact that this particular piece of Norton literature seems to be pretty rare. Now thanks to Reece in New Zealand we can provide a copy.

Jimmy Guthrie, 1933 Model 40 Norton

2011-11-20T08:20:00.002+01:00

-JdK-A fantastic photo of Jimmy Guthrie push-starting his Norton at the 1933 Junior Isle of Man TT races; Guthrie came 3rd. There are another Norton and a Velocette in the background (pic sent by Howard).

The other 1927 TT Norton

2011-11-18T22:01:00.002+01:00

-SG- As I have mentioned before, there were other motor cycle related periodicals in the twenties which few, if any, of the Norton historians seem to have looked at in their 'MotorCycle/Motor Cycling' - centred researches. One of them was the weekly trade magazine 'The Motor Cycle and Cycle Trader' and here's a page from it, from June 10th 1927. The Norton pictured is one of the few OHV machines (not yet called ES2!) which were run by Nortons in the Senior alongside the show-stealing CS1. Ignoring the obvious possibilities of number plate or engine switching, this particular bike seems to be the one ridden by Australian Len Stewart. Stewart was highly successful 'on the dirt' in his native country but unfortunately, he fell off on the first lap of the race. Some Australian commentators think Stewart was given a CS1 to ride by the works, and as he had an early race number, became unwittingly the first rider of an OHC Norton to compete in the TT. Unfortunately, the post race reports don't support this view but any new input one way or the other will be more than welcome.

Stanley's 1929 CS1 Norton OF166 again

2011-11-17T08:52:00.005+01:00

-JdK- This 1929 CS1 OF166 featured on these pages before but this is a much better photo. The pic was sent by Paul d'Orleans; it comes from one of Stanley's personal photo albums.

Interesting pic; it confirms this particular CS1 had a 7" Horton front brake and what looks to me like a matching rear wheel; the spokes are fitted to the drum, not the hub. The oiltank is much larger than standard.

-SG- This photo surely shows the right hand angled inlet port - perhaps as the 'Gardner' engine head though not really possible to do a fin count to see if it has the 'raised ports' or not. And Stanley's smile - is that a missing tooth - lost in his prang in the '29 TT? If so, it helps to date the photo a bit.

The scan below (From MotorCycling, June 6, 1928) is not really relevant except to show the brake arm set up on the works bikes was different to the production version. It further shows the larger oiltank used on these machines.

Stanley Woods, 1931, Model 40 Norton

2011-11-16T09:55:00.000+01:00

Another 1931 Model 40 fore-runner, note the damper knobs on the front forks. Stanley Woods, winner of the 350cc class at the 1931 Dutch TT races.

1928 Model JE Norton

2011-11-15T09:58:00.000+01:00

-SG- I sent in a photo back in June of a JE in seemingly racing trim with registration number OX4843. And here it is again - in Motor Cycling for May 9th. 1928. Note the dry-sump crankcases. Unlike the ES2 during the Vintage era, I do not think any dry-sump JEs were sold to the general public and I have not heard of even the remains of one of these works engines. A friend of mine who saw the previous photograph commented that the speedo was fitted so that the rider could see how really slowly he was progressing along the highway......

Tim Hunt, 1931, Model 40 Norton

2011-11-14T13:13:00.002+01:00

From "Continental Circus and other Races between the Wars" by Ted Mellors, published in 1949. The photo shows Tim Hunt, winner of the "French". Further, French agent Psalty on the left and Joe Craig on the right. The Norton would be a fore-runner of the Model 40 or perhaps a CS1. Note that Tim has the twistgrip fitted to the left-hand side of the handlebars. Note the typical Norton girder forks (with a damper knob on each side of the lower spindle) fitted to 1931 Works TT machines. (Contributed by Alf).

Tim Hunt's 1931 Model 40 Norton

2011-11-10T19:40:00.002+01:00

From: "The Motorcycle", November 25, 1931

-SG- Hereby a Road Test of Hunt's '31 TT winner. It's got a good sideways view of the bike itself - note down-draught angle on the carburetter. Perhaps we should call it a Model 40 fore-runner; the Model 40 was certainly pretty similar but of course did not arrive until the Autumn of 1931.

Stanley Woods - Forgotten hero

2011-11-09T10:58:00.002+01:00

Mildred and Stanley in 1933

-JdK- "Stanley Woods - Forgotten hero" is the title of a documentary made by Waldovision (2008, for RTE) which I can truly recommend. The film is based on interviews with Stanley's niece, Charmaine Walker and Mick Woolett, Murray Walker and others. It contains many shots form the Woods' private film- and photo collection, some of them reproduced on these pages. In 51 minutes the story takes us from the start of Stanley's motorcycling days to him passing away at the age of 90. Stanley was passionate about his bikes. When asked by an army officer about his religion he answered: "Motorcycles". Assuming Stanley misunderstood he repeated the question. "Motorcycles", Stanley answered again. One cannot help but feel great sympathy for the man.

Stanley advertising his toffee business

Guthrie, Simpson, Hunt and Woods in the early 1930s

Hunt, Woods and Simpson

Woods in 1933

Jimmy Guthrie; Woods' true friend

Walter Moore / Best and Lloyd oilpumps

2011-11-08T11:19:00.001+01:00

-SG- I have recently had discussions with Roger concerning the accuracy or otherwise of Moore's reminiscences, as related in Titch Allen's Norton Story. One of the points discussed related to the use of Best and Lloyd oil pumps and to my mind, Moore rather suggested that he was responsible for their introduction. I have, for many years, been under the impression that Nortons began using such pumps before Moore joined the firm in early 1924. This view has been partly based on the quite well known photo of Graham Walker at the end of the 1923 TT where a Best and Lloyd pump is clearly visible on his machine, driven from the exhaust cam spindle. Roger put forward the reasonable idea that as Walker was in fact a private entrant in the '23 event, he might have also had the pump fitted himself....

A brief look at the relevant post TT edition of the Motor Cycle, however, shows that Black, the second finisher, also used a Best and Lloyd mechanical pump. Like Walker, he also used Webb forks BUT was considered a Norton team member and not a private entrant. Indeed, Nortons won the Team Prize that year. Above is a scan I have unearthed from my files of a racing Model 18 which has written on the back: '1923 Works Norton - probably publicity print.' I can't vouch 100% for the accuracy of this caption but the Best and Lloyd oil pump is certainly visible......... Has anyone any other prints or input concerning the '23 Works bikes, which might help to clarify the matter once and for all?

Stanley's favourite CS1

2011-11-05T08:58:00.002+01:00

-JdK- This must be Stanley on his favourite KS3900 CS1 Norton again. The pics come from a book "Stanley Woods - a short biography", by W.F. McCleery". I cannot recommend the book but it contains a few photos worth reproducing. These photos were taken at a sand racing event at Portmarnock Strand, Dublin in 1931. The rider with number 20 is T.G. Byrne. Stanley's sidecar passenger is a mr Jim Cummins. The significance of these pics is that they confirm Stanley was still using his Moore-engined CS1 (number 22) in competition events in 1931; mr Byrne's Norton looks like a Carroll-CS1 to me.

1936 Dutch TT winners

2011-11-03T08:12:00.002+01:00

From "50 jaar TT. H. Harmsze"

-JdK- The 350cc- and 500cc class of the 1936 Dutch TT were won by John White (top pic) and Jimmy Guthrie (bottom pic). Joe Craig refuels Guthrie's machine while Guthrie refils the oiltank.

1932 Assen TT winners

2011-10-31T15:52:00.000+01:00

From "50 jaar TT. H. Harmsze"

-JdK- In the pic above we see Joe Craig, Stanley Woods and Tim Hunt in Assen in 1932. Woods and Hunt were the winners of the 350cc and 500cc class respectively; not sure if the Norton is the Model 30 or 40. The photos below were sent by George Cohen and depict Hunt's Winning cup for this event. The abbreviations on the label stand for: Grote Prijs van Nederland. Tourist Trophy 1932. Eerste prijs klasse C. Note that the 'P' in P. Hunt comes from Tim's real name, Percy.

1927 Model 18 Norton - For sale

2011-10-30T09:58:00.003+01:00

For sale again, this time at Yesterdays. A 1927 Model 18.

-SG- The fuel tank is surely a replica and seems slightly wrong shape at front. Oil tank - if original - is earlier than 1927. The B and B carb has no air slide and weird trumpet on it. Clutch cover on primary chain case is wrong. Cylinder head has 1929 type exhaust valve lifter mechanism. Sporty mudguards look quite nice but marred by mudguard stays being a bit wide. Front wheel looks to be 1930s Inter and front forks may be 1930s Norton though correct Webb links and dampers for 1927 are fitted.

Paul from Australia has pointed out a very relevant feature relating to this bike: the head appears to be a 1930 type (note fin shape and size of cutaways, which are large enough to clear pushrod-tubes). Some years ago now, the late Bob Mosdell of Maidenhead had a head like this on his 1930 ES2, which at the time, had an open push-rod engine in it. Regrettably I can't remember if the two bosses on which the rocker standards are mounted were present in the head casting he used or if he had to do some modifications to make it all work.....

Sold last September for £15,540; current asking price €24,500.

The Fowler Fiasco - or the 'NOT FOWLER' TT Norton

2011-10-27T11:36:00.012+02:00

Rem Fowler and O2763

Percy Webb with his creation outside his workshop

-SG- Bonhams' recent and in my view, rather feeble protestations about the 1926 588cc side-car outfit linked to Phil Pike reminded me of a long running and rather ill humoured (on both sides!) exchange of messages I had a couple of years back with the top dog at the National Motorcycle Museum (NMM), Simon Hartland. These related to the machine which has been touted by the museum and many others as the actual bike on which Rem Fowler (above) won the multi cylinder class of the inaugural 1907 TT. Despite my perhaps pompous suggestion that they owed it to their visitors to label their exhibits accurately, the NMM people refused to accept written evidence provided to them which shows clearly that the machine was nothing but a fake. It was assembled in the early fifties from parts garnered from the south of England, by an enterprising back street dealer in Maidstone called Percy Webb (third pic from above). I am aware that the machine was another casualty of the NMM fire (below) and has been skilfully rebuilt by Dr J C (George) Cohen who also subscribes to the view that it is original - seemingly on the basis that Titch Allen once stated that it might be. (Photos above and below taken from Cohen's website)

Percy's creation after the fire

And as restored by George Cohen

Percy sold the bike to John Griffith - at the time a journalist on 'Motor Cycling.' John unearthed Rem Fowler and the whole sorry affair has rumbled on from there. It would take too much space to re-produce everything in my large file on this matter but a few excerpts are attached.

Rem Fowler with Percy's bike in about 1958. The occasion is when John Griffith took the bike round to Rem's house for him to see it

The first (above) relates how the bike was assembled in the first place by Percy. I have removed the writer's name and address, although he gave me permission to sent his letter 'as is' to Simon Hartland.

The second (above) shows a copy of the receipt Percy gave John G for the bike. This is one of many carbon copies from the duplicate book Percy used for his correspondence. Other copies show he wrote to the licensing authorities and managed to get back the reg. number O2763, and that he had noticed that the tank on the actual 1907 bike was a good deal deeper than the one he had acquired (in a letter to Nortons).

Then there is a copy of my letter of July 2008 to the NMM (above), with which all the above copies and many more, were sent.

And finally there is a note from Bruce Main Smith - a colleague of John Griffith on the 'Motor Cycling' staff - which confirmed that Griffith knew full well the bike was nothing to do with Rem Fowler. This, too, was sent to the NMM.

From Roy Bacon's "Norton Buyers Guide"

By August 2008 I had had no reply from the NMM so sent a polite reminder. This was acknowledged and receipt of my letter and copies was confirmed. I was assured that the matter would be looked into as a matter of high priority. The weeks rolled by and eventually, after a wait of over twelve months, I sent a somewhat sarcastic reminder and the email argument already mentioned began, which at one point included a thinly veiled threat of legal action! However it culminated in statements from the NMM that the machine shown in the museum as the Fowler Norton IS THE REAL THING, that I was confused between the Fowler bike and another early Norton owned by the Museum and that the documentary evidence provided by me in fact ALL related to this 'other' machine.....

There is an old saying that, when you're knocking your head against a brick wall, it's nice to stop: I did!

Howard in Australia has been in touch to say that he wrote to the NMM about the machine but received no reply. He goes on to say that Peugeot made a couple of different engine types at the time, one of which was their 'proprietary' engine and was supplied to other motor cycle manufacturers, such as Nortons. This apparently did not have the three bolt rear engine mounting incorporated in the new crankcase castings used in Cohen's post-fire rebuild. He advises that the same incorrect crankcase castings were also used in the DOT Owners Club reproduction of the 1908 TT winning DOT.'

Mike from Wales, a long term pre WW1 Norton devotee, has drawn our attention to the 1909-ish Chater Lea so well illustrated on the British Only web site and depicted above. The frame has an astonishing similarity to that used in the Fowler recreation. In fact, visually, it looks nearly identical. If it is, the question arises: is the frame used by Percy Webb actually not even a Norton product but a Chater Lea?

Roger: "I am not convinced that the frame of the Rem replica is a Chater Lea. Although the frames do look very similar there is a significant difference in the bracing of the steering head. As Chater Lea supplied lug castings to the industry I would not be surprised to find virtually identical structures in the Norton of the same period. My great uncle set up a company in 1907 to make frames and his brochure of around 1909 states that he can build custom frames but more significantly offered to update the frames of earlier machines to take the slimmer tank. None of this makes the Rem machine any more authentic as the differences between the frame shown in the contemporary pictures of it in 1907 could not have been modified to the shape of the replica."

John: "Looking at the picture of the Chater Lea, the most convincing detail for me is the difference in the position of the crankcase in the frame. On the Chater Lea and the bike in the NMM the engine is higher relative to the pedal crank than on Rem's machine. Indeed the pedal crank is in a different place too; at the root of the down tube on Rem's bike but further aft on the Chater Lea and the bike in the NMM. They really do look completely different and the frame of the bike in the NMM looks much more like the Chater Lea than Rem's machine."

Simon:"Here is a scan (above) of the carbon copy of the letter Percy sent to Birmingham regarding the registration number. The letter reads (spelling unchanged):

The Licence Controller
Councill House
Birmingham

Dear Sir
Please can you look up your old Motor Registeration records if possible and help to trace no/ O2763.

I have recently come into my possession a very old Motor Cycle of a period 1906 or 7. As thear is no name on it only a PF engine. I think it is a very early Norton make. If you could let me have any details I should be very much oblidged.

Thanking you

P C Webb

As can be seen from this, Percy actually had no proof the frame he had acquired was Norton and, of course, he obtained the engine from a different source to the frame. Doubtless the helpful civil servants in Birmingham gave him all the detail he needed to give his creation an aura of authenticity.

Steve in New Zealand: "George in Tasmania has a Chater Lea with a twin JAP engine in it (pic above from Flickr-Georgedulcots). It is interesting to compare the photo of the burnt out "Rem Fowler" machine, with the Chater Lea frames, both the above twin and the single shown on your site. The following points should be noted with the so called "Rem's Machine" Where the back stays connect to the top frame tube, compare with the twin cylinder frame in Tasmania, which also has a horizontal saddle mounting, as the original 1907 Norton. Note the single cylinder Chater -Lea has a more conventional saddle post mounting and some jiggery pokery would be needed to get the horizontal seat mounting. Pa Norton would have turning in his grave to see such a concoction of two lugs side by side with the back stays not bolted directly to the down tube of the main frame diamond, not what you would call best engineering practice! Also looking at the angles of the rear stays and the chain stays are virtually identical to that of the so called "Rem's Machine" to the single , but on the twin the back stays are at a slightly steeper angle but not as steep as on the original 1907 Norton. The distance at the bottom of the frame diamond either side of the engine is twin the longer on the twin than on than on the single but compare the distance between both the Chater-Lea frames with the 1907 Norton. The position of the the pedal crank has been mentioned but compare both relative to the crankcase on the so called "Rem's machine" That of the twin frame the crank is much closer to the crankcase and the triangle formed by the diagonal brace is much smaller than the single, which would seem to confirm that "Rem's machine" was based on an old single cylinder Chater-Lea frame suitably doctored. Also compare the height of the crankcase on "Rem's machine" relative to the bottom bracket/crank on the 1907 original.

The headstock on the "Rem machine" bears little relation to the 1907 original, comparing the two, the gap difference between the cross bars is obvious, the distance between the junction of the front downtube and the lower "top tube" and that of the front downtube with the headstock means the tank depth on "Rem's Machine" is much less, compared to the 1907 machine. Also note the difference in height of the top of the steering head above the top tube, it was easy to chop out the headstock brace, but interestingly, looking at the the photo of the burnt out wreck there looks to be some sort of possible repair/modification to the headstock."

Norton engines - For sale

2011-10-26T09:19:00.000+02:00

Jiří in the Czech Republic has two more engines for sale; a Model 18 numbered 30199 and a CS1 numbered 42705. Both engines are said to be complete and in decent condition. The Binks carb on the CS1 is not for sale. Contact us and we'll forward your request.

Stanley, c1927 Norton

2011-10-25T11:08:00.001+02:00

Stanley Woods again, well-dressed and this time with a 1920s Norton that is difficult to identify. Note the forward-mounted magneto, narrow mudguards and the ''square'' saddle tank. What is it? It has a Dublin registration.

-SG- It looks to me like a Model 18/19 - or 25 - or 1926 TT bike - fitted with ES Druids. The last possibility I rather doubt as it seems not to have an 8 inch front brake. The tank is the TT pannier type (they also supplied a few fitted to Model 25s). Date wise it has to be after the introduction of the ES Druid forks which was I think 1927.

Stanley Woods, 1929 Model CS1, Assen TT

2011-10-23T19:02:00.004+02:00

From 50 jaar TT. Han Harmsze

Stanley Woods checking the plug of his Norton Model CS1 at the 1929 Assen TT. According to the text with this picture Stanley was in a bad mood that year as the engine was not as good as it should have been.

The ES2 – what’s in a name?

2011-10-22T10:22:00.003+02:00

(right-click and open in new screen to read)

-SG- Considerable discussion has gone on over the years as to the origins of the ES2 model name. These were mentioned in ‘Titch’ Allen’s Norton Story', which appeared earlier on these pages and among the possibilities were – in no order of importance:

A: named as a tribute to Ernie Searle, the very successful Norton sprinter of the mid twenties who also rode – much less successfully – in the TT.

B: named ES because the push rod return springs on the original (1928) production model were enclosed in thimbles, hence ES for Enclosed Spring and 2 because it was the second version, the first being the regular Model 18/19 etc OHV models on which these springs were exposed. This latter seems to have been the answer to the conundrum provided to Titch by Edgar Franks.

On the grounds of commercial probability, I am inclined towards yet another possibility i.e. that ES stood for Extra Sports and the figure 2 was added because the CS1 was the first sports machine in the 1928 range. However, I guess Edgar Franks was in a position to know the real answer even though he did not work for Nortons until after the ES2 came on the scene.

Reverting to the Ernie Searle option however, I was recently browsing in the final issue of Classic Motorcycling Legends (Number 34) and this reveals an interesting anecdote by Frank Farrington, also known as RADCO, well known author of many articles in various Classic motor cycle magazines as well as the excellent book ‘The Vintage Motorcyclists’ Workshop’ Frank – he sprinted and raced a very swift flat tanker in the sixties which I am glad to say is still in existence in other hands – lives in Lancashire and was personally acquainted with fellow Lancashire man H F Brockbank, in his day as well known as Searle and almost as successful. Read more about him in the attached Dennis May article (not as good as some of his others in the series).

Anyway, it appears that ‘Brocky’, in a continuing search for yet more speed from his Model 18 based sprinter, hit on the idea of off-setting the head by a few degrees so that the inlet stub was angled to the right and the exhaust port, instead of being straight ahead, was angled to the left, with the exhaust pipe thus missing the front down tube, without needing a kink in it. This must have been a seriously major task from an engineering point of view but none the less, it was apparently done and Brocky gained a very few much needed BHP as a result. From various tuning articles I have read over the years, I would think the angled inlet port was the main contributor to this improvement.

Ernie Searle and Brocky being friendly, Ernie learned of the head experiment and, such was his relationship with Nortons, it is suggested that Ernie asked for such a head to be cast by the works for his use. Frank goes on to put forward the idea that, perhaps, as a token of recognition of his input into the head shape, Nortons may have incorporated his initials in the new model designation of the ES2.

Makes a good story but I am not really convinced! For one thing, the ES2 designation did not appear in Norton publicity until the run-up to the 1927 Show. At the 1927 TT, it had no specific type number – it was just an OHV version of the exciting CS1 and received poor press coverage of its technical details, which I have attempted to unravel – hopefully I will find time to make another contribution on this subject later. For another, although the production versions of the ES2 head had a left hand angled exhaust port, the inlet stub was in line and not offset. It is basically an OHV version of the first CS1 heads. And finally, when Titch Allen went to interview Ernie Searle, the only reference made to heads was that he DID have a head specially made by Nortons but that it was simply to accommodate a larger exhaust valve diameter. No mention was made of special heads with angled inlet and exhaust ports, but, there again, perhaps Titch did not ask the right questions: at this stage, who knows?!

Norton Model 30s, 1938

2011-10-21T14:03:00.000+02:00

From Het Motorrijwiel 9, 1994

The caption to this picture reads: "Fergus Anderson, Bill Beevers en H.D. Myers working on their Nortons". Probably at the Assen TT in 1938. The motorcycles look like Model 30s.

1928 Model CS1 Norton - For sale

2011-10-19T10:01:00.000+02:00

For sale; a 1928 Moore-engined CS1. It deviates from original specs in many areas, most notably the front forks and primary chain case are from a later model. The asking price is steep at 24.000 euro but in view of what's not correct you may be able to negotiate a better price. Contact the vendor directly:

Moto Boutique Zimmermann
3254 Messen SO Switserland
Tel: 031/ 765 60 60
info@m-b-z.ch

Bonhams Sale 19290 - Classic Motorcycle Mechanics Show, Stafford, 16 Oct 2011

2011-10-17T09:06:00.007+02:00

In the Bonhams catalogue

CO9608

-SG- A well restored 1926 four speed 588 OHV outfit accompanied by much verbal bally-hoo in the Bonhams catalogue linking it to Phil Pike and the special outfit he rode in the 1926 ISDT and, shortly after, to win the Maudes Trophy for Nortons. The facts of the matter are not quite so definite as Bonhams' script writer suggests. The only original 'Pike' part of the machine appears to be the frame - or part of it - as Barry Tyreman had to remedy the unfortunate fact that when the frame was acquired, the head lug and front down tube were missing. That he managed to build a bike of this standard atall from such poor remains is a matter for which he should be congratulated. It appears that all of the rest of the bike came from accumulated parts or parts acquired for the project. The one major item Barry was unable to source was a set of the correct four spring Druid forks so he modified a later pair of two spring Druids to suit the tall headstock of the frame. The tanks also were made for the project - hence the standard small oil tank fitted during the early stages of assembly (pic below) and the large oil tank with frame mounting lugs on the finished product. The present crankcases started life in a Model 18 despatched in May 1927.

Apart from failing to mention that so little of the bike is actually original, Bonhams' blurb wrongly describes the bike as a Model 19 and wrongly describes the Big Four as being 588cc 79 x 120. Who writes their stuff for them, for goodness sake? If a model number can be ascribed to the machine atall, it is more akin to the Model 44 although Barry tells me the frame differs slightly as the Pike bike has rather less ground clearance. And just to add to the blurred picture, the Science Museum letter is also slightly incorrect - though we can't blame Bonhams for that! The actual entry in the despatch books reads as follows:

Engine number 30818: Frame number 21180: Magneto number 95544: 588 OHV: B and B carb.: 26 x 3.25 W.O Tyres: 4 Speed: HWT Shock Abs. Druid forks (ie Druid forks with heavyweight shock absorbers): Tank number 514. Extras: 8" Front Brake and Steering damper. Despatched 25/6/26 to Pike P (ie Pike Plymouth).

Note brazing, new headlug and front downtube

Just after completion

The photos directly above, courtesy Barry, show the bike during assembly and just after it was completed.

Bonhams' comments:

"We’ll forward to the vendor for his info.

Technically the description is correct - the frame was the one used - albeit it has had a major rebuild incorporating non-original parts (which is what we advised prospective purchasers over the weekend).

As with any machine it is always sold strictly as viewed and you did exactly what every prospective purchaser should do and research a lot it in advance of the sale.

But one or two points (and I must defend our descriptions). They are written on the basis of what the vendor advises and provides. We always endeavour to research a motorcycle ourselves but time is, as always, a factor. But where new information does come to light in advance of a sale we will place a saleroom notice or ‘addendum’ on the machine.

You will also note ‘Model 19’ in the title is in inverted commas and that it is described as a Model 19-based outfit (further on we state its specification is approximating to that of a Model 19). I think Norton by Mick Woollett records the Big Four as being 588cc 79 x 120 - and this may have been where that info came from - but I’ll double check!

Kind regards,

Ben
Department Director
Collectors' Motorcycles
Bonhams, 101 New Bond Street, London, W1S 1SR"

John's 1930 Model 18 Norton

2011-10-16T09:23:00.000+02:00

John in the UK sent these pics of his 1930 Model 18, enquiring about whether it could be correct that it is a 1930 Norton delivered to a customer as late as August 1931.

-SG- According to the works records it was despatched 29/8/31. The dealer was MotorMyles of Richmond (Surrey) and no final customer name is shown. It was not atall unusual for 1930 Models to be shipped in 1931 - a result of the depression - and all the Model 18s above and below this particular entry are also 1930 Models shipped out in '31. As expected they are all equipped with 1931 Norton forks rather than Webbs and the fork number in this case was 3383. This is usually stamped on the lower bridge. Fitting rebound spring links and dampers from a later model was probably a good idea bearing in mind the lack of adjustment of the dampers on the standard 1931 forks, which I have rabbitted on about before!

Piet van Wijngaarden, 1937 Assen TT, Model 40 Norton

2011-10-13T23:05:00.001+02:00

-JdK- Piet van Wijngaarden and his Model 40 Norton; he came 5th in the 1937 Assen TT after White (1st) and Frith (2nd), both on Nortons and Mellors and Thomas on Velocettes. Great pic that shows the ventilated brake drum, plunger rear suspension and rev counter. Looking at the repaired mudguard this could be last years model?

Harold Daniell, 1931 MGP, Model CS1 Norton

2011-10-11T15:32:00.004+02:00

-SG- This photo of Harold Daniell in the 1931 MGP shows it's not always that easy to identify a Norton! Harold had a three stay CS1 bought in 1930 on which he retired in that year's MGP. It was sent back to the works for updating and came back with a new two stay frame, four speed box and engine updates etc. for the 1931 event. This explains why the photo above, taken in 1931 shows the bike with Webb forks, two stay frame - but still with the 8 inch Enfield front wheel and the oil box on the front engine plates from its 1930 origins. Another giveaway is the 1930 paint scheme. Note the 19" wheels.

note added: checked if this 1930 mount was specifically listed in the records. Rather to my surprise I found it without too much of a search and the details of it are as follows:

Model: CS1 Engine number: 49061 Frame Number: 42523 Gearbox Number: 161375 (this is a Vintage three speed LS type box) Forks: W650 (ie TT Webbs) Extras: Two Racing twist grips, TT Large Tanks, Oil Filler on left, Petroflex Pipes, ML Magneto, Specially tuned engine for RD1 (ie alcohol fuel). Despatched 1/8/30 to A L England, East Pennard. Retail customer : H L Daniell, 37 Winn Road, Lee, London SE12, who took delivery 9/8/30.

Quite why Daniell - who I understand was already in the garage business with his brother - obtained the bike through a company in a small village in Somerset, a hundred miles away, I cannot imagine! Incidentally, use of alcohol fuel was permitted in the MGP.

This particular machine seems to form part of a small group possibly despatched in time for the 1930 MGP although they are not lsted as 'Special for Manx Grand Prix' like the '31 machines already featured. The adjacent one with a rather similar specification was despatched to none other than Ron Harris of Maidenhead.

1930 Model CS1 Norton

2011-10-09T10:41:00.003+02:00

-JdK- A photo found in an old copy of "Motor" and in my biased opinion one of the best looking Carroll-CS1s ever! Specs include a three-stay frame, heavy-duty TT Webbs, 8" Enfield hub rear, probably the 7" Horton hub at front, 20"/21" wheels rear/front, positive-stop Sturmey-Archer box without kickstart, Lucas KS1 magneto, straight-thru pipe. Carburetter probably an Amal and fitted horizontally in the conventional 1920s manner, not a flange fitting. The licence OF9502 was issued between May 1929 and April 1930 in Birmingham. All of which suggests a works special.

Surprisingly, the OF9502 licence featured on these pages before but on a very different Norton (below)! The pic comes from an article in The MotorCycle and in the caption suggests it used to be Woods' bike and that it was crashed into a van. Looking at the differences (note the frame and downdraught cylinderhead), about the only thing these bikes seem to have in common is the numberplate... and the CS1 above seems to be the earlier one.

-SG- Obviously Nortons, like plenty of other manufacturers, had no qualms about moving registration numbers around when it suited them. Wonder if they stamped up the two stay frame with the three stay frame number. The three stay photo (top) has appeared in various places and seems to be a retouched publicity photo of - more or less - a 1930 TT Specifications bike although it is not wearing the small chain oiler tank on the front engine plates. I have seen it in John Griffith's book 'Famous Racing Motorcycles' and as he worked for Motor Cycling, he perhaps obtained it from their archives. As the Torrens road test reveals, in its two stay form the bike was Woods' Ulster winner and at that time the gear box was still three speed, not four. OF9502 was loaned to and ridden by J Sugg in the 1931 MGP. He then bought it and in due course passed it on to Joe Hoult who passed it on to Chris Harrison - see CEA/Norton Story. By the time Chris got it, it had Norton check spring forks and a four speed box.

The 1931 Assen TT races

2011-10-08T10:11:00.002+02:00

From "50 jaar TT. H. Harmsze"

Woods chasing Gleave

-JdK- Two wins for Norton in Assen in 1931; Stanley Woods (45) won the 350cc class after Gleave wrecked the engine of his New Imperial running out of oil in one of the last laps. Tim Hunt (88) was the winner in the 500cc class. Note the typical Norton girder forks (with a damper knob on each side of the lower spindle) fitted to 1931 Works TT machines.

Tim Hunt

The MGP, TT and CS1 works bikes

2011-10-06T22:10:00.004+02:00

John's CS1

John's CS1 at Guthrie's memorial

John from the UK sent a few pics (above) of a very nice 1931 CS1 Norton (supplied to Godfreys, Croydon branch in August '31) which in the Works Records (below) is described as 'Special for the Manx Grand Prix'; so what does this tag indicate?

-SG- This bike has been nicely dealt with but there seems to be a few 'modernising' things done to it. The forks (according to the records) should be TT Webbs ("W650"); it has later forks and front wheel from an Inter. The rear wheel should be Enfield and has been changed for a Norton one. It has been fitted with a Norton clutch rather than the six spring Sturmey Archer type. The hairpin springs are also later of course.

It is a sister machine of the three all listed together as despatched in time for the 1931 Manx Grand Prix (MGP) and in my view, it cannot be seriously described as an 'ex works' 1931 bike. These differed in several respects as can be seen from the various 1931 TT (TT as opposed to MGP) photos which have already appeared on this website.

Another of these three MGP machines was despatched to L P Driscoll (apart from being a Brooklands regular of great repute, he also had a motor cycle business in West London) though it is not known to whom he supplied it. And the last of them is known as the 'Ron Harris machine' (see the two pics below) which had engine number 51709 and four speed gear box number 3317 (very close to John's CS1). This also had TT Webbs rather than Nortons own forks and was quite carefully researched by Titch Allen. Titch in his younger days was well known as a 'just get it going' sort of bloke (steel tape round fork spindles, bits of Meccano etc.) but he used his many contacts and long experience in diligently researching his later life projects. It is now in the National Motorcycle Museum accompanied by a rather fulsome and inaccurate notice (no surprise there, then!).

Ron Harris' CS1

Basically I don't think the Harris bike or the other two despatched at same time were 'works bikes' as such: just specially built CS1s for use in the MGP by favoured runners. I think one has to remember that it was only two years since all the fuss about cheating in the Amateur (that is, the fore-runner of the MGP rather than the TT itself) and although the rules were made rather simpler with the coming of the MGP in 1930 (below), I suspect most manufacturers were twitchy about being too blatant in their support.

My view is simply that 'Special for Manx Grand Prix' means just that - special work done on it to make it faster/better than an over the counter two or three stay framed CS1. If it was a TT machine (so not an MGP machine) or to TT spec. then the records would probably say so: there are several despatch book entries which say 'TT Specification' in the early thirties. So, even if there were three special specification Nortons in the '31 MGP it does not make them true Works bike replicas. What was so special about them anyway? At this range it has to be guesswork but the four speed boxes would be one aspect and doubtless the engines were fairly, if not fully, up to the minute.

Not far above the entries for the three bikes for the MGP are the entries for the actual works TT bikes with their registration numbers - all are shown as being fitted with special '31 TT forks. These '31 TT forks were made by Nortons with a damper knob each side of the lower spindle. The production Norton forks in '31 did not have this adjustment facility. Fitting the TT Webbs - superseded as far as the works bikes were concerned - which also have adjustment of the damping via the wing nuts on the lower links would give the riders good forks without risk of criticism from the authorities or others that the bikes were Works TT bikes. In many respects - forks and wheels excluded! - these three bikes would be like early versions of racing spec. Inters which were introduced at the '31 show, just a few weeks down the track. Incidentally the works bikes for '31 did not have Enfield rear hubs - see the pics - which also show the works forks.

As to who actually rode John's CS1 (or the one supplied to Driscoll) in the MGP event - or if it even competed at all - is not easy to tell; careful scrutiny of all the race reports (below) and pre-event articles possibly tells which club the various riders belonged to and supply of this machine to Godfreys Croydon might mean the rider was a member of a club local to Croydon - ie South to South West London area.

Norton or ...?

2011-10-04T21:51:00.002+02:00

When is a Norton not a Norton...? The pics above were sent by Marcin in Poland and the engine bears a remarkable similarity to vintage Norton design but clearly it isn't! Searching internet first suggested the engine could be from a Güldner, see the picture and description below. But then Philippe came to the rescue and convincingly demonstrates the engine is a Sarolea (photos below); let's assume Sarolea copied the Norton design and not the other way around!

1933 Model 30 Norton

2011-10-02T10:31:00.001+02:00

-JdK- This Norton frame and engine left the factory as a Model 30 on 11 April 1933 to Dunn Jameson; it's currently being restored in Canada. The frame has lugs for rear mounted footrests even though those fitted at present are in orthodox place. The gearbox is the correct type Sturmey Archer for 1933. It probably should have a BTH magneto. The petrol tank is earlier, 1928-1929 CS1 or ES2. The front forks could be from a somewhat later model.

1928 Model 18 Norton - For sale

2011-09-26T23:39:00.000+02:00

It's that 1928 Model 18 again, now at British Only Austria.

-SG- A nice looking Norton but it has a few things wrong with it - the cylinder head is much earlier, wrong carburetter, wrong magneto, wrong oil pump, no hand oil pump in oil tank and the steering damper set up looks odd: it should have an Andre damper on top of the head stem for '28.

1930 Model 20 Norton

2011-09-23T09:14:00.005+02:00

From The MotorCycle, May 8th 1930

-SG- Following on from recent postings about Kaye Don and his 1930 visit to the IOM with a Model 20, here's a copy of the road test from May 8th., 1930. As usual with road tests at the time, it actually tells one very little but there is quite a good drive side shot of the bike showing the 1930 style silencer (pretty close to the parts list illustration), the pressed steel primary chain case and the battery mounted on the seat tube (oil tank half usual size as a result). Paint scheme on the tank matches up with other original 1930 photos on the blog. (This one, this one plus Mr Don). The 1930 Norton brochure - which I have just referred to on another query - states that chromed petrol and oil tanks were standard on the twin port models (20 and 22) and available on other models at extra cost.

Incidentally, although 1930 Model 20 frames look much like the other diamond frames used on the 1930 range, there are a couple of subtle differences: the rear wheel lugs incorporate pusher bolts for chain tension adjustment rather than the push bike type used on the rest of the standard range, and the front down tube and seat tube are slightly shorter than those of the 1930 Model 18s and slightly longer than those of the 1930 16Hs. For what reason this was I have no idea unless it was a purely commercial one of using up old stock where it would not be noticed!

1931 Model 20 Norton

2011-09-22T08:57:00.003+02:00

From The MotorCycle, January 15th 1931; contributed by Albert.

Click the pics to to enlarge

Crankcase Post-script....

2011-09-20T13:22:00.001+02:00

-SG- Back in July I sent in some early thirties photos of 1930 crankcases which had burst asunder – for whatever reason – and had then been welded up by Barimar Ltd. These had formed part of a Model 19 supplied in April 1930 to a Mr H.S Norton of Brandwood Road, Kings Heath, Birmingham.

Through a long-time friend, I have been in touch with one of ‘Pa’ Norton’s grand-daughters and she has recently written to advise that Mr. H S Norton was almost certainly her uncle Henry Spencer Norton who would have been in his early twenties when he took delivery of the bike. He was the youngest-but-one son of J L N and at the time, the family owned and lived in a house in Brandwood Road.

But there is another slightly intriguing fact to emerge: Henry’s daughter (my contact’s cousin) has been under the impression all these years that her father never actually owned a Norton so perhaps the cause of the bursting crankcases put him off them for life!

Leaky Inters

2011-09-19T11:33:00.006+02:00

Attached a 1993 article from the VMCC magazine. Summarized, attention to the area of the rockers that the seals bear against, an oil seal behind a main bearing and re-routing of the crankcase breathing may make quite a difference.

1931; Still Neater Nortons

2011-09-17T10:47:00.004+02:00

From The MotorCycle, September 11th 1930; contributed by Albert.

An interesting discussion on changes made at the Franks redesign of 1931 such as frame height and length. Click the pics to enlarge.

He Taniwha

2011-09-15T11:19:00.000+02:00

-SG- News from the Back Blocks of New Zealand! Artie sends the attached photo of a pre-war Norton special he is putting together for Inia Taylor to use in Vintage Racing events in New Zealand. The bike has been nick-named 'HE TANIWHA ' - Maori for The Swamp Monster - as the 1930s frame was indeed rescued from a bog where it had been half buried for decades. It says something for Norton quality that it is still useable. The engine is a 1932-ish Model 18 with a 1930 Norton Speedway head (note the flange mounted carb.) Internals are a closely guarded secret but it does use ES2 cams and the 1938 to 1946 flat cam followers. Some porting work has been carried out on the head and engine plates came from a thirties 16H. The gearbox is a Norton four speeder and fork blades are actually Velocette Webbs, the orginal Norton type having corroded away long since. Front wheel is mid thirties Norton and the rather flash front brake back plate comes from a full width hub BSA wheel. And the alloy tank........source unknown! Should make an interesting machine and hopefully it may be up and running by the time of the next Classic Race Festival at Pukekohe in February 2012.

1931 Model CJ Norton - For sale

2011-09-14T12:48:00.002+02:00

-JdK- Sjaak went to a jumble in Imola, Italy, and spotted this Norton; the asking price was € 15.000. Surprisingly, Sjaak did not make the vendor an offer. To me the Norton looks like a very original 1931 Model CJ. Note the correct tanks and mudguards, Horton front hub, Enfield rear hub, Sturmey Archer box and the early cammy engine with an oil return pipe from the front of the cambox to the timing chest.

Cor's 1930 Model ES2 Norton

2011-09-12T10:42:00.004+02:00

-JdK- This is Cor's 1930 ES2. The machine shows signs of proper use but no serious changes to the original specs seem to have been made. The ES2 came with correspondence between a previous owner, Mr Mace, and the Norton Works in the early 1950s; Mr Mace was quite pleased with his Norton and must have had it for many years. It has been checked against the works records and the ES2 has matching numbers for the frame, engine, gearbox and even the Lucas racing magneto. It has been repainted at some stage as it originally came with chrome-plated tanks; the front break lever has been lengthened and not sure about the silencer that only vaguely resembles the one in the parts list.

Mr Mace paid 10 GBP for the ES2

1929 Model 18 Norton

2011-09-10T09:25:00.000+02:00

Contributed by Alf

A publicity shot for Kampala's Norton agent. It would take the croc a while to chew it's way through the Model 18 I guess...

1927 Model 18 Norton - For sale

2011-09-08T21:44:00.002+02:00

Coming up for sale at H and H auctions; a 1927 Model 18 Norton described as follows: "This example dating from the latter half of the twenties is described as being in good condition mechanically having recently benefited from an engine rebuild. The cylinder was rebored and a new piston fitted at the time and the engine will require running in. The machines cosmetic condition reflects its mechanical condition with the paintwork and brightwork being described as "good". It is offered with a Swansea V5C on which the year of manufacture is declared as being 1927."

Reg Number: FH 5186
Frame Number: 23956
Engine Number: 35731
Estimate: (£) 14,000 - 16,000. Sold For £15,540

It looks to be in fair condition; replacement mudguards and brackets have been fitted and the front wheel may be 21"; the front break plate is from a later model.

Kay Don, 1930 Model 20 Norton

2011-09-07T08:41:00.000+02:00

-SG- Kaye Don is probably best known for his between the wars attacks on the Land Speed Record (unsuccessful) and on the Water Speed Record (successful). Earlier in the twenties he had raced two wheelers at Brooklands and despite switching to four wheels by the end of the decade, he seemingly retained his interest in bikes. He was pictured in the Isle of Man in 1930 astride a Model 20 Norton - see pics. attached - and after the war, he founded Ambassador Motor Cycles at Ascot - producers of a not wildly inspiring range of Villers powered lightweights. Incidentally, during the late fifties/early sixties, who should be working for Ambassadors as a designer than Edgar Franks, known to Norton enthusiasts for the 1930/31 Norton 'cooking range' re-designs.

The lining and panel on the plated tank of Kaye Don's Model 20 is remarkably similar to that of two Dutch OHV Nortons appearing earier on these pages (this one and this one) which made me wonder, momentarily, if perhaps that machine may also have been a Model 20, but a closer look seems to confirm it is indeed a Model 18. For what it's worth, one could reasonably draw the conclusion that 1930 plated tanks on the standard range were mostly finished in this way, although I have yet to see a restored bike with this tank finish/lining.

Joe Craig, 1923 Model 18 Norton

2011-09-05T19:39:00.004+02:00

-JdK- Joe Craig depicted on his Model 18 Norton after winning the 1923 Ulster Grand Prix. Note the sloping fins on the cylinder head and the Druids; one year later Webbs were fitted.

-SG- Joe had four successive wins in the Ulster, starting with 1923, his bikes were all 490cc Model 18s. The one shown above was loaned to him by a friend, his 1924 mount was a personally owned Model 18 and for 1925 and 1926 he had works Nortons. The Ulster race organisers had four capacity classes - 250/350/600 and over 600cc. The 500cc machines competed in the 600cc class, as did a few 588cc machines, although some of the latter also competed in the over 600cc class. Initially the principal award was for the winner on a handicap basis, taking into account all the competitors, although there were subsidiary prizes for the fastest riders in each class. This idea was not wholly successful however and was dropped in 1926 although re-introduced on a modified basis in 1931. Those who want to learn more on the rather lengthy subject should obtain 'The Story of the Ulster' by Geoff Davison, published in 1949.

1928 CS1 Norton - For sale

2011-09-04T11:13:00.003+02:00

-JdK- Another CS1 for sale via this link. It's described as a 1928 model and without having checked the numbers and seen better pictures most of it seems to be there, except for the correct Binks carb. and a few other bits and pieces. The Norton is located in Spain and the asking price is € 31.000. A similar CS1 recently sold for € 35.000.

The Gardners and the CS1s

2011-09-01T23:08:00.000+02:00

-SG- The 1929 Norton brochure devotes a whole page to the Gardner brothers - J H S and J K - and their successful exploits on the sands at Southport. The relevant page is presented above and it is worth remarking that they were singled out for this treatment and must therefore have been highly regarded by, or even personally known to, the Norton management.

Just who were they? The answer is that they – like Tim Hunt - came from a moneyed Lancashire industrial background as scions of the important Gardner Diesel Engine family. Indeed JHS went on to become Joint Managing Director of the concern, a position he held through into the sixties.

By co-incidence, while searching for another entry in the relevant despatch book microfilm, I recently came across the entries for the two CS1s which they bought in March 1928. These were not works replicas as such but none the less various extras or deviations from standard were listed. First, there is the intriguing heading ‘Mr Moore’s alterations’ Then, more specific variations, such as TT Mudguards, toolbox on chain stay, 3 Gallon tank, extra sprockets, light flywheels, HC piston for RD1 (ie alcohol fuel) fitted, spare standard piston, 1 3/16 x ?? (illegible) gauge valve springs and 1 3/32 Binks carburettor. Incidentally, I draw the conclusion that the size of the carburettors was shown specifically as an indication that the normal Binks fitted to CS1s was smaller and indeed Binks carbs. I have owned in the past have been closer to 1 1/16 bore. That the Gardners were treated as ‘a special case’ by Nortons is also confirmed by the fact that their bikes were supplied direct rather than through a dealer. And their 1928 results show that they put their machines to good use!

But there’s more to this story than that and the ensuing details are, in my view, of equal or perhaps greater importance. In late September 1929 the despatch books reveal that Nortons loaned JHS Gardner a racing CS1 engine and against it in the records it states: 'New tangentical head JHS Gardner TT engine for RD1. Raised ports' It is clear that the engine remained Norton property and was later returned to the works, as it was ultimately fitted to a complete machine despatched ‘On Loan’ to Laytons Oxford in March 1931. Apart from the rather tantalising reference to the ‘raised ports and new tangentical (I think tangential was the word intended) head', and the fact that a piston was fitted for use with RD1 fuel, one is left to ponder what else was special about it. And by a great stroke of luck, we now know, as the engine concerned has turned up (pics above) - somewhat the worse for wear and neglect and not quite complete but basically all there. Better still it now belongs to a CS1-owning friend of mine who has kindly allowed me to photograph the key differences between it and the same as 'you could buy version'. The photos clearly exhibit my lack of photographic expertise and poor choice of background but just about serve their purpose. They follow, along with a brief description.

Bottom end: Crankcases appear externally to be regular CS1 items as do the flywheels. A 5/8 pin con rod of what appears to be usual CS1 type is fitted. However there is no oil level adjuster on the timing cover, a simple internal pipe arrangement to the back of the crankcase provides a fixed crankcase oil level. Oil scrapers - not integral but attached by screws - are also incorporated in the rear of the crankcase. Oil unions are of a larger size than standard. Further, the oil pump runs at 1 1/2 times normal speed as a result of changes to the sizes of the driving worm and the bronze gear on the oil pump spindle.

Barrel: Has nine fins instead of the usual ten and the spigot on the top is far larger and deeper than standard – but not the same as that which appeared in 1931. The base of the barrel flange incorporates an annular groove with six holes leading through to the bore. The groove - rather like later Inter designs - is fed from the drilled upper rear crankcase pinch bolt, which in turn incorporates a needle valve and banjo oil union. It is not clear from which point the oil feed to the crankcase pinch bolt/union was taken but possibly from the missing cam box cover.

Head: Inlet port is angled to the right but the inlet stub is the same size as normal. Exhaust port is also angled to the right. Valves appear to be same size as normal. Head has ten horizontal fins – two more than normal – and embodies a deep recess to accept the larger spigot on the barrel. Two bolt holes are on either side of the vertical fins, towards the front of the head, perhaps for a head steady. Head and barrel are secured by orthodox full length through studs rather than the two piece versions used on standard CS1s.

Cambox: This is missing the end cover but differs substantially to the regular type. The cam shaft has two detachable cams on it pegged together as with the later Carroll engines. The cams, while similar to the later Carroll type, have no oil holes and have a unique number. The outer end of the cam shaft would appear to have run in a ball race or roller race rather than the usual bronze bush. The cam follower spindles – usually running in bronze bushes – run in roller bearings. The need to incorporate these has resulted in a different cam box casting – and (missing) end cover.

End view of standard cam-box showing counter bores for cam follower spindle bushes.

End view of Gardner cam-box showing roller race outers in place of bushes and casting differences.

Top view of standard CS1 head showing left hand exhaust port and straight inlet port.

Top view of Gardner head showing right hand exhaust port, no supplementary plug hole and two threaded holes, either side of the vertical fins, perhaps for a head steady arrangement (seemingly unused) .

Side view of standard CS1 head (some fin damage evident!) showing eight fins.

Side view of Gardner head showing ten fins.

Underside of standard CS1 head showing seal face and usual small spigot recess.

Underside of Gardner head showing seal face, much larger/deeper spigot recess and right hand angled inlet port.

Top of standard (a touch rusty) CS1 barrel showing small spigot. The barrel has ten fins.

Top of Gardner barrel showing much larger spigot. Barrel has nine fins.

Underside of Gardner barrel showing – just about visible – the annular groove for barrel lubrication. As made, the position of the holes which lead through to the inner barrel face would seem to be 90 degrees out as the oil enters the barrel adjacent to the gudgeon pin rather than on the thrust faces.

Reverting to Joe Craig’s comments on the CS1 problems in the late twenties – see blog entry of 5 July 2010 – it may be that this particular engine embodies the solutions to the overheating problems he related, solutions which ensured second and third places in the 1929 Ulster and which partially formed the basis of the Carroll engines which followed just a few months later.

1930 Norton engines - For sale

2011-08-31T23:10:00.001+02:00

An email from Jiří in the Czech republic

"Dear Norton friends, I have for sale two 1930 engines and an early barrel and head.

The first engine is a Model 19 - engine number 47874 for € 2000 (above).

The second a Model 20 - engine number 47941 for € 2000 (above).

Then a 1925 barrel and head for a Model 19 - number 12979 for € 750 (above). The engines and parts can be delivered at Netley Marsh, 8-9 September."

-SG- The Model 20 engine was shipped to Weigel in May 1930 and the Model 19 engine going to an outfit I have not heard of called G K and G Cassavetty in February 1930. The earlier 588 head and barrel - number 12979 - formed part of one of the earliest production Model 19s and was shipped out in March 1925 to yet another agent - Horak Hlava. It formed part of a very sporting combination fitted with Webb forks, steering damper and a Hughes sidecar. Note the head with short valve springs and spring retainers for use with the so-called straight rockers, one of which remains.

Contact vintagenorton.com when you are interested and we will forward your email to Jiří

Per Nystrom again

2011-08-30T15:28:00.000+02:00

Another Nystrom picture from the late twenties - is it the same bike? Looks in sprint set-up with dropped bars etc.

1922 Model Big Four Norton frame and forks

2011-08-29T20:22:00.000+02:00

Just sold on eBay; 1000 GBP and 1800 GBP for the Druid forks and frame respectively.

1930 supplementary parts list

2011-08-25T22:28:00.001+02:00

Owners of 1930 Nortons may have discovered there is no specific parts list for the 1930 range. All that was published was seemingly the short supplement to the 1929 list above.

Douglas Lamb, 1929 CS1 Norton

2011-08-20T23:41:00.002+02:00

Photo sent by Noisy Norton

This professional photo (not by S R Keig) shows Douglas Lamb who rode works Nortons in 1929. Note the big oil tank and r/h pipe head although it has the regular 8 inch Enfield front wheel. Sadly Lamb died as a result of a serious crash at Greeba on the first lap.

1932 Model 30 Norton

2011-08-18T10:44:00.002+02:00

From the MCN website

Mr Dury on his OHC Norton; likely a 1932 Model 30. The numberplate GX76xx was issued in 1932; the picture was probably taken in the 1950s.

1927 tank lining

2011-08-17T09:28:00.001+02:00

By Alf

I came across these detailed drawings that were given to me by my friend Geoff Morris many years ago; as you can see they show detailed measurements for painting a 1927 petrol tank and oil tank. He had a very original flat tank 16H that I would think he took the measurments from.

-SG- These two photos (above) I received from a friend in Ireland of his April 1926 Model 18 Oil Tank, which is believed to be original. He confirm the lining sizes etc as the sketches above but points out the top line - behind the filler neck - is slightly different. Probably depended who was wielding the brush on the day!

c1935 Model 30 Norton

2011-08-16T08:20:00.001+02:00

Sent by Howard

No idea who this is, but what a great photo!

Dene Allen, c1925 Model 19 Norton and sidecar

2011-08-15T16:34:00.001+02:00

The recent photo of Dene Allen and passenger larking around on the sand reminds of this slightly more formal photo which appeared in the 1926 Norton Achievments brochure. It appears his machine was a 588. The Tailteann Games were held in Phoenix Park, Dublin and Dene Allen won his class in both '24 and '25 while solo winner - no surprise - was Jimmy Shaw.

The brochure concerned - all fifty pages of it - covers all aspects of Norton activity during 1925 and much stress is laid on the 'same as you can buy' theme, which bearing in mind the rather special nature of TT and Brooklands machines by this date, is, I feel, rather 'over the top' - to use a modern phrase!

Jimmy's and Stanley's factory CS1 Norton

2011-08-13T09:03:00.003+02:00

By Simon

Back in June 2010, we had a photo of Stanley Woods and a Moore CS1 with registration number KS3900 (reproduced above) and here is another - courtesy Motor Cycling Ireland. Stanley's letter to Paul Adams, also reproduced last June, mentions this particular machine although he does not give the registration number. Then we hear indirectly from David Crawford in Ireland that KS3900 was a favourite bike and that when Stanley left Nortons in 1933 he was a bit upset at having to give it back! Perhaps Nortons were peeved at his leaving because a five year old and fairly standard CS1 would not have had a great value to the factory at the time and it does seem rather mean-spirited to ask for its return.

However, a further link to this machine is the comment in Stanley's letter that, before it was 'issued' to him in September 1928, the bike had been given to Jimmy Guthrie - a new boy to the Norton team in 1928 - so that he could learn to ride a Norton! Stanley also mentions that it was an ex-show machine. However a search of the records did not come up with any CS1s from the tail end of 1927 with any indication that any of them had been show bikes nor could I find one with Norton Motors shown as the Agent in the relevant column in the despatch books - an occasional method of entry used when machines were recorded in the system but remained Norton property.

I therefore decided to check on the registration number - issued in Hawick, Guthrie's home town. After an initial set-back (Hawick Museum records stop with KS3748) I finally got to the frame and engine number from brief records held by the Kithead Trust. These were engine number 378xx and frame number 311xx, and a copy of the Kithead record card is below. Note the last owner! What happened to the bike after its return is anyone's guess - it may have been sold to one of Norton's more favoured dealers and re-registered, or just scrapped.

So, back to the despatch records again and there it is - in a section written by someone with the most diabolical writing which is my only excuse for failing to find it before - despatched 11 Feb 1928 to J Guthrie, Hawick. No extra notes that it was anything other than standard, apart from a ribbed front tyre. No mention that it was an ex show bike either but the short cryptic comment 'For practise prior to TT', thus confirming what Stanley said in his letter to Paul some fifty eight years later!

1920s Model 18 Norton

2011-08-12T08:36:00.001+02:00

From the web

"Peter and Bob Gale prepare to take their flat-tank Norton to the Knatt's Valley Hill Climb in the 1950s."

The shape of the oiltank suggests a 1928 model; the steering damper clamp on the frame and the saddle suggest a much earlier Norton. Being a racer it was probably built from whatever was available.

c1935 Model 20 Norton

2011-08-11T08:24:00.000+02:00

Sent by Howard

Clearly a Model 20 but difficult to date accurately. Note the vintage speedo-drive fitted to the outside of the front brake drum.

Norton or Harley...?

2011-08-10T10:38:00.000+02:00

By Simon

When is a Norton not a Norton? When it's a Harley! This photo from Peter Roydhouse shows a late twenties scene in New Zealand where a certain amount of measuring seems to be going on. The cycle parts into which the Norton engine has been fitted are Harley Peashooter. No one has yet been able to identify any of the individuals concerned, nor, precisely when/where so come on, Kiwis, put your thinking caps on - someone must know!

Stanley Woods, 1932 Model 40 Norton

2011-08-09T11:55:00.004+02:00

Sent by Howard and Alf

Stanley Woods on a Model 40, winner of the Junior TT. Joe Craig stands on the left. Roger: "The picture is 1932 as the check springs are present but plated. This was seen at the TT in 1932 but not 1933.

Alf: "Another photo from a different angle; I wonder if it is Walter Handley shaking hands with him."

1929 Model CS1 Norton - For sale

2011-08-08T11:36:00.006+02:00

Coming up for auction in the USA. The description below comes from the auctioneer's website. It may have been at the Isle of Man at one stage of it's life, but there is little to suggest this is a works machine.

- 1929 Norton CS1 Overhead Cam TT Racer
- Engine #CS41859
- Frame #30323
- This is a TT model racer with close ratio gearbox
- Probably competed in the Isle of Man

Simon: "This is not a TT bike and has no connection with the event as far as I can see from a quick look at the records. The frame and engine do not belong together for a start - engine nuber 41859 originally formed part of a very standard CS1 (equipped with dynamo) supplied in December 1928 to a dealer in Kendal (now in Cumbria) who in turn supplied his customer in Feb. '29. Customer's name is illegible. Frame number of this bike was NOT 30323! A look for the frame number 30323 shows it dates from January 1928 when it formed part of an ES2 supplied to Yorkshire dealer Dan Bradbury. So all in all, a composite bike which looks quite well presented even though the restorer has given way to temptation and plated the brake arms!"

Sold for approx. € 35.000.

Bailey's 1929 Model 16H Norton

2011-08-07T09:02:00.000+02:00

Bailey from Australia sent these photo's; he's still looking for the correct headlight.

Alec Bennett, 1927 Model CS1 Norton

2011-08-05T08:30:00.000+02:00

By Simon

There are several photos in existence of Alec Bennett and the CS1 at the end of the 1927 TT. One has appeared on the blog already. The one above is the only one I have come across taken from the side, the others being mainly three quarter front views. As a result it is the only one where one can - just - pick out the jury-rigged rear brake anchorage with bolted on clips on the two lower rear stays. Graham Walker in his 'Seen from the Saddle' series originally published in Motor Cycling in the war years and now being re-printed in The Classic MotorCycle, mentioned that the 1927 works Nortons suffered from bent frames where the rear brake anchor was initially located and this was the solution to the problem.

More early heads

2011-08-04T09:34:00.002+02:00

By Simon

I have been looking for photos of early OHV heads. The head on the prototype which appeared at Brooklands (top) differs from that shown in the lower pic, although the rocker set up is similar so the date must be close. The Brooklands head (top) does not have the tension springs fitted although the hooks are in place. It is not possible to see if the heads are held down by sleeve nuts or plain nuts unfortunately. It is interesting to note that both have a total of 19 fins on head/barrel and the Brooklands head has the vertical saw cut mid way through the fins - as do the later production versions. Also note that the sloping fins are not present at this early stage and that the barrel of the Brooklands pic. has a flat boss on it - perhaps in anticipation of the push rod return spring bracket. And both have the dummy plug hole on the push rod side of the head.

Per Nystrom and his factory racer

2011-08-03T08:29:00.000+02:00

Pic sent by Wim

This photo comes from the Swedish 1930 Norton brochure and shows Per Nystrom (on the left), most probably with the c1926 Norton that featured on this blog before; note the slim petrol tank, the TT Webbs and the straps holding the George Dance knee grips.

1937 OHV Model Norton

2011-08-02T12:42:00.003+02:00

Above a photo of a Mr Allen West from Brentford, Middlesex, and passenger on an OHV Norton.

Martin: "The FMF registration series was first issued by Middlesex County Council in December 1936 and finished in March 1937, so that dates the bike quite accurately as early 1937."

Henrik Moller, c1924 Model 18 Norton

2011-08-01T11:17:00.001+02:00

By Simon

The recent photo of H.Moller and the works 1926 Norton ON6793 has prompted a comment from Ken in New Zealand regarding Moller, accompanied by another photo (above) taken somewhat earlier (probably 1924-ish) showing an 'oil in the fuel tank' Model 18, which was possibly one of the earlier imports of an OHV Norton into NZ.

The H initial apparently stood for Henrik - although sometimes shown as Henri and sometimes as plain Henry - and Moller is sometimes Moeller. Be that as it may, Mr M was of Danish extraction and a keen Norton rider as well as a successful businessman. His enthusiasm for the marque may be gauged by the fact that one of his children was christened Norton! It appears that his racing activities in NZ in the twenties were centred on grass track events - which at the time were held on horse racing courses. He achieved some pretty good times too, for instance ten miles at the New Plymouth course in 8 minutes 41 seconds in the 1926/7 season while a year earlier he had managed 8 minutes 40 seconds for the same distance at Opotiki. His business prospered and ultimately represented Jaguar, Citroen and Yamaha.

Jimmy Shaw, 1922 Model 18 Norton

2011-07-30T10:10:00.001+02:00

From the Motor Cycling Ireland website

Jimmy Shaw riding a Model 18 Norton at the first Ulster Grand Prix in 1922. Is that a bicycle pump in his left boot and a spare tyre wrapped to his belt?