Hi Martin, Tim Wassell is working in England on reproducing these silencers mufflers. Bear in mind that there were 3 versions of this silencer. The first ones had the bracket welded directly to the silencer body. The second ones had a plate welded to the body and the bracket welded to the plate. For the final and best version a strengthening plate was also welded inside the bracket.
Hi Mike That is great news and even better if you can encourage him to make some additional Right hand silencers as they seam to take the most punishment. Please count me in.
Once these pressings are available the manufacture of the rest of the mufflers is relatively easy. I know of one guy in the UK who has the same numbering. The same production year they also started to build the first Commandos. Beste regards from Germany Peter. Regards Mike. You are commenting using your WordPress.
You are commenting using your Google account. You are commenting using your Twitter account. You are commenting using your Facebook account. Thanks for looking this sale over and best of luck. This is an error Ebay was unable to correct. Thank you. Home » Norton. The seat was longer, the forks were stronger, the petrol tank was different, and there were a number of other smaller changes to cycle parts. Internally, the advance curve on the engine was less dramatic. The standard colour was Candy Apple Red, but this time there was a polychromatic blue option.
The final version of the series was the Ranger , with yet more small changes to various parts. The Norton Owners Club Limited. Registered in England No. VAT Reg No Norton Owners Club. Search Search. User account menu Log in. Active forum topics 69 Commando front sprocket Why no overdrive 5 speed cluster.? The machines came complete with a 12 volt lighting system.
As all subsequent G. It was not long before Mike Patrick the desert-racing star was notching up wins on one of these lb. The Matchless version was finished in chromatic Candy Apple Red and the petrol tank was silver coach-lined with pinstripe and used the round plastic badges, the engine numbers commencing at with the last batches starting to use rubber gaiters on the forks.
All these first machines went to Berliner, the main distributor in the USA. There must have been quite a hectic rush at the factory to get the scramblers built because there were a few 'oversights' on the first batches. These studs were shortened on all subsequent Atlas engines. Another problem was in the adjusting of the magneto chain or taking off the magneto. Once again because of the close proximity of the gearbox to the engine, the nut on the bottom magneto fixing stud was inaccessible.
This of course was not a problem on the Featherbed because of the gearbox being half a mile away from the engine. The factory corrected this with a modification to the right-side crankcase half using a nut and bolt arrangement for the bottom magneto fixing point so that this could now be loosened from inside the timing cover.
All subsequent Atlas engines received this. Rushed production also meant that even though the new wider forks were used, the steering anti-theft locks were not available, neither was the new magnetic tachometer. Therefore the first batch went out without the locks and with magnetic speedometers and chronometric tachometers. Improvements to the next batches were a tighter turning circle achieved by machining more material from the crown 'lock stops' and also longer centre stand feet because it was soon discovered that with scrambles tyres fitted, when the machine was on the stand with the engine ticking over, the bike would creep along on its own and disappear down the end of the road.
A most amazing omission was that the inner primary chaincase was only secured at the front. This was by way of the three cheese-headed screws, but the rear was unsupported. This was later corrected by including another stud which secured the centre area to the left engine plate. Even so, these hiccups on the first batch, which were quickly rectified, didn't appear to have dampened enthusiasm for the 'export only' Atlas Scramblers and going by contemporary tests of the machines, they were very well received, probably because most of these errors were in servicing or 'surplus equipment' rather than actual performance in the desert.
S and G. These later machines were closely based on the Atlas Scramblers but now had modified front fork action, rubber gaiters, and stronger head-steady. The Norton was now named the N. The Matchless was named and engine stamped G. Both machines were now identical in Candy Apple Red, only the plastic tank badges being different although the Matchless now used the new 'winged' items. Some of the smaller batches were finished in non-chromatic blue or chromatic green.
Another cosmetic re-vamp included less bulky mudguards without the centre rib, the new side-bulge badge area petrol tank and a more modern looking seat without piping but with a plastic-chrome bottom edging. The forks now had internal springs but by this time the machine was a 'Street Scrambler' and had long lost its 'Atlas Scrambler' tag, with both versions now using Norton silencers.
The first batch of two hundred which had engine numbers stamped G. All hybrids had the frame numbers stamped vertically in line down the left side of the headstock but early Atlas Scramblers had each individual number stamped sideways but still in a vertical line. At the same time when the original Atlas Scramblers were being produced, a touring version based on these machines was planned for mid These had a four gallon Matchless tank usually in black with a coach-line and pinstripe in a zigzag flash, and large 'knee-knocker' cast badges which were replaced in with the 'winged' plastic items , large deeply-valanced chrome mudguards, conventional exhaust system with the large AMC silencers and were traditionally European styled.
The machine used the same frame as the scrambler models but the front forks although still extended two inches had Roadholder damping and internal springs. It was an excellent sidecar machine. The designation was G. Confusion was still to occur in the future for restorers however, because early batches were crankcase stamped G. The C. The Mk. This was a single seat version of the Mk. The mudguards used would differ if the machine was to be an 'export' or 'home' model and whether it was to be designated a Norton or Matchless i.
The guards therefore could be either painted or chrome, and could be the G. Note to restorers: in , parts for the G15 Mk. From to an A.
It was finished in either black or chromatic blue. The petrol tank had a gold zigzag flash and the motifs were the large cast items changing to the smaller plastic 'diamond' shaped badges for
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