Norton cs1 1928

An extremely rare, unrestored example of the first year of the famous Norton overhead cam ccc model. This machine has great history and was ridden in the Isle of Man race. Information found on the website is presented as advance information for the auction lot.

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Without a doubt the Moore CS1, more commonly known as the Cricket Bat because of the distinctive shape of the timing chest, is the most desirable. Bought in from a friend who had owned it since This CS1 had been used by the previous owner for couple of years before being taken off the road as it needed a few jobs doing. Other events took over and it was never finished. He has decided now that it is too far down the list so it will never get done.

It is incredibly original the exception of the alloy mudguards and the Amal carb it should have a 2 jet binks, so if anyone knows where there is one available please let us know As such the decision has been made to re-commission rather than restore it to keep as much of the patina as possible.

The first job was to completely strip and clean the bike. You have to wash the dirt off whilst being careful not to lay into it and take paint as well. First with a hoover to get all the loose saw dust off, then a hose to blast the worst of the dirt off, then de-greaser and a rag. Last job was to touch in the pain to stop the rust getting a hold. Note the 3 stay frame - this was only used on the CS1 and ES2 and only for a couple of years.

Quite a rarity now. The crankcases were washed off in petrol and the oil ways blown through with an airline. All clean but worth checking. Fortunately this engine is very clean inside but if they have been run on Castrol R in the past this job can be a nightmare!

The main bearings are good, based on the history of the bike I suspect they are new. The gasket faces where cleaned up and the cases were ready to be re-assembled with some Wellseal. The bearings are packed with some Graphogen as well to ensure they are well lubricated on first start up and until the oil has made its way round.

The Graphogen is then washed out and removed with the first oil change. The crank cases were re-assemble. The end float was checked and found to be correct. It should be 0 on a CS1 as any end float will cause problems with the meshing of the bevel gears. The bevel gears where then re-assembled and checked for backlash, again found to be correct, and the plunger oil pump re-fitted.