IT is interesting to note that the 1915 Norton programme includes a countershaft chain driven model, which is not an entirely new one. but an old one resuscitated - with, of course, various improvements incorporated. It will be fitted with the Norton "Big Four" engine, which has been still further improved for the coming year. There are three speeds, and the transmission includes a cushioning device to absorb shock without loss of power.
The latest 3 ½ h.p. T.T. and 3 ½ h.p. Brooklands Special models will be built on somewhat smaller lines than previously; the former has a dropped top tube. The Brooklands Special will be supplied with a certificate to the effect that it has attained over 70 m.p.h. on the track.
A 90 m.p.h. Norton.
We have lately inspected a Norton "sprint" machine, from which great deeds are expected. Mr. J. L. Norton, who showed us the machine, was confident in his belief that it will attain a speed of ninety miles an hour over a short distance, and mentioned, incidentally, that the firm were anxious to perform such a feat in the near future, and thus gain for the Norton the credit of being the first 500 c.c. machine to attain such a high rate of speed. The bore and stroke are of 79 x 100 mm., and outwardly there is no change in the appearance of the engine from the standard Norton of these dimensions. Should Mr. Norton's anticipations be fulfilled, a bigger tank will be substituted for the torpedo tank fitted, and D. E. O'Donovan, who is to ride the machine, will then attempt long distance records.
The usual gear on the Norton for track work is 3 11/16 to 1, which, it is interesting to note, with 26in. wheels, will necessitate a speed of over 4,250 r.p.m., ignoring belt and wheel slip.
Each of the new touring models will be provided, as an integral part of the machine, with means for sidecar attachment.
As showing the attention to detail given by the makers of the Norton machines, the filling cap for the tank on the dropped tube models is a good example. The filler cap, whilst screwed down to give a sealed joint, is hinged to prevent loss. Further, both caps are fitted on to a cone, which brings them well above the level of the tank, so facilitating filling and the avoidance of splashing.
The 1915 Nortons may be obtained with a straight or "dropped" top tube, and the makers incidentally point out that for those who desire large petrol and oil capacity the straight top tube is recommended. This is generally appreciated.
The Motor Cycle, December 3rd, 1914.
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