classic motorcycle forum

Gentlemen, I need help on this one:
Norton used for their non-ohc singles (16H, 18, 19, ES2 etc.) an oil pump that looks somehow 'mirror-inverted' to the one used later in the twins. These 'singles' pumps have for example the feed bore near the 'top' of the oil pump body and the drive pinion on the 'left' side of the body.
Did Norton later switch to pumps in their singles that look like the ones used in the twins?
Or does this only apply to the ES2/M50 Mk2 that isn't a Norton at all but an AMC hybrid?
In short - are all real Norton singles oil pumps the same? I don't have a clue...

Thanks
Andy

Hi all,
for a racer project I need two iron barrels which will take a bore of 80,5mm.
Any old Norton ES2, model 18,20 or 22 barrels with a bore size of any condition up to an overbore of max +0.04 would do. They may even miss cooling fins or have damaged top spigots - no problem!
There must be plenty of those around lying unused under the bench - so please have a look!

Many Thanks
Andy

I'm not usually in the habit of boring people with stories about my stuff but rogerwilko prompted me to tell a little about the bike in my avatar.
So here goes and blame him for it.

I built this bike from scratch a coupla years back as a backup for the Seeley G50 my brother was racing in several classic series in Europe.
It comprises a leightweight chrome-moly oil-bearing Metisse replica frame with a close-ratio NRE 5-speed racing gearbox and pushrod ESO speedway engine. Forks are Ceriani GrandPrix and the wheels are motocross hub rear with neat and small, but very effective twin-leader brakeplate and Fontana 210mm d/s tls drum or Lockhheed disc front. The rest is the usual alloy tank, belt drive and Krober revcounter.
The engine is quite unique, though, as it sports a one-off four valve head on a standard ESO bottom end. Other components like the barrel, oil pump, cams and roller cam followers are equally home-brewed.

The engine made 51hp at the rear wheel straight away on the dyno as compared to the 53 of our Beale-engined G50, but with a flatter torque curve. On the track this was confirmed by showing better punch out of the corners, only losing out in topspeed to the G50 by a coupla km/h. So depending on the track layout lap times are quite similar. Handling is impeccable and second to none - not surprising really as the frame geometry is the result of our previous experiences with several racing frames. Fully faired and ready to go the bike weighs in at exactly the IHRO limit of 120kg.

Anyway, the bike didn't see all that much use so far as the G50 proved itself surprisingly reliable. I am sure with the engine fully run in and free-revving it will eventually deliver the same max. power figures on the dyno as the G50.
Sadly, we won't be able to profit from this as we had to pack in the racing for good due to my brothers persisting health problems.
So I suppose the machine is for sale now - if anyone's interested, drop me a line.

Happy new year to all of you and safe riding
Andy