The above parts were made previous to finalizing the design (stock rod is on the left).

PROPOSED NORTON RODS AND PISTONS

The important diff is that these rods are forged, then final machined - not just machined from billet as others are. Forging improves the grain flow and creates a stronger rod.

The rods are longer and the pistons are shorter than stock. The pins are 18mm.

The pistons are forged and weigh in at about 180 grams bare for a 750 - thats about 1/3 less than stock. The pins are also about 18 grams lighter each. The shorter pistons require longer rods (6.440" center to center - .660 longer than stock). The longer length improves the rod/stroke ratio for improved power and less vibration. When the piston can stay at TDC longer, it keeps the combustion chamber smaller longer so the fuel can burn faster and more completely, and this gives more cylinder pressure more quickly. The longer dwell near TDC also means that the "snap" is less severe when reversing direction. The rod/stroke is improved from the stock 1.676:1 to 1.84:1 and is closer to the ideal of a 2:1 ratio. I plan on offering stock size pistons with stock sized valve pockets and high compression pistons with deeper/larger pockets for big valves. Piston compression height will be .975" for stock 750s. Greater compression heights will provide for hi compression. 850 pistons and up with similar weight savings will become available (with apropriate compression heights). The goal here is to provide high quality parts that will also reduce stress and vibration (I ride & used to race a featherbed). Racing and hard ridden Nortons have a habit of cracking/breaking at the crank PTO shaft as well as the drive side of the cases. The reduced stress and vibration offered by the new rods and pistons will go a long way in helping reduce the risk of bottom end failure - as well as rider fatigue and various parts falling off the bike.

One option is that Norton copper cylinder base gaskets are now available to adjust compression - making it possible to lower compression for todays street gas. (approx $30). Never use anything but a metal base gasket.

copper base gasket link Call him direct to order a copper Norton base gasket.

The rods are forged by people who make rods for top fuel dragsters. I designed the big ends to be thicker/stronger than other available Norton after market alum rods. The pins and pistons will be oil cooled by a channel drilled lengthwise through the rod and around the pin to squirt on the under dome (instead of squirting out the side as on a stock norton rod - note that there is no squirt hole on most aftermarket norton rods). Cooling the upper rod and piston helps prevent loss of aluminum strength. The small end weight should be only slightly heavier than a stock norton rod. I don't have the exact small end weight yet. The center I beam of the rod is thicker (.8") and will absolutely requires widening the notches in the cylinder skirts for approx .060" clearance on each side.

I spent a lot of time and research on this project and I would like to see it happen. I would like to offer these products at a price thats competitive with stock aftermarket parts.

I have recieved the first rod and pistons for inspection and changes have been made until the design has been finalized. I am presently waiting for the rods to be manufactured. The current due date is June 23.

To help the rods got into production, Please call Bruce at Childs-Albert and ask him to start making the Norton rods now for Jim Schmidt so they will be come available.

Call Bruce at Childs-Albert and give him a nudge.
Phone: 661-295-1900 (USA)
Fax: 661-295-1905 (USA)
Orders Only: 800-697-6625 (USA)
Email - Bruce@childs-albert.com
Thanks
Jim

NORTON RACE MANUALS AVAILABLE.
CLICK FOR LARGER PHOTO

A must for every Norton racer - Novice or expert. This manual contains priceless info gleaned from some of the greatest tuners of our time including notes from Peter Williams, Ron Wood, Leo Goff and many others. Twelve 8x11" pages of text. Eleven pages of illustrations and text. Three pages of photos. Subject material includes crankshaft lightening, reshaping and balancing (how to balance your own crank). Strengthening of crank PTO shaft (very important). Detailed porting specs for three stages of tune. Exhaust pipe and megaphone specs for various states of tune. Making and fitting your own big valves (1mm oversize). Racing cam specs for Norton factory cams, C.R.Axtell cams's and other high performance cams. Piston and pin lightening. Handling/suspension improvements for Norton forks. Photos of rear monoshock layouts (racing frame) and much more for only $20 (plus $5 shipping). Order now and make your bike a winner.

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