There are a few wetsump solutions using a shut off tap or valve on the oil feed line....a spring loaded in-line type...best to avoid as these can jam, fail to open. A better option is the manual shut off tap, but fit a small electrical switch that disables ign circuit while tap is open. I made one very easily from hardware store water ball valve tap, a bit of alloy flat to mount a Normally Open, Momentary switch so the tap handle hold the switch in ON position only when tap is fully open. Works a treat. There is also a similar setup available from Feked in the UK for a decent price...also a version for mag or points bikes.
As I understand it the 600ss never had the twin carb downdraught head but used the ordinary horizontal port head with a twin carb manifold, so you could have a 600 with a 650 top end (they are the same bore), or a full 650 as your cases will accept the 650 crank and rods (distinguished by the bulge under the magneto) also the single and twin carb barrels are a different shape to match the heads.
@@anotherpieceofskrap27 Been running the same 99 for 39 years, over time it's been a 600, a 635 (600 crank and rods, 750 barrel and head) and now a full 750 but still has the 99 cases (modified, unfortunately they weren't quite as late as yours)
The 99 crankcases can be used for a 650 crankshaft providing it has the extra bulge on the crankcases rear to clear the longer stroke crank. To determine if it’s a 650 you need to measure the stroke. Other than that it has the downdraught head and completion magneto. I would say it’s an SS but check the frame number to see if it has an 18 / xxxxxxxxx the 18 is key because that denotes it to be a 650. If it’s a 14/ xxxxxxxx then the frame is from a 99
The 650SS had twin monoblocs 11/16" and the Atlas 11/8" iirc. The pressed steel primary chaincases often leaked. If you tightened the big nut too much it could bow the case and never get a seal then. The rubber seal was tapered with the thicker side to the inner case. some guys tried to get a seal by reversing this I don't know if it worked. All a bit primitive really. Yours seems to have a competition magneto too. Best of luck with sorting the oil leak I'm interested to see how you get on.
Have you measured the stroke, a late 600 and a 650ss will look the same but the stroke is different. Plan on fitting a belt primary drive, virtually no one has ever kept oil in the tin primary cases long.
No, as far as I know Chris has never had the head off, the belt drive is also worth a look, looks like we could be busy. Thanks for watching and taking time to comment👍
Having twin Mk1 Concentric carbs tells you nothing. In the time we replaced Monoblock carbs without batting an eyelid they were so much easier to work on. Wet sumping, personally I first address the problem at source. If in any doubt I fit a new 850 Comando Oilopump. Then If I ride the bike once a week. If I don't ride the bike once a week I will drain the sump before starting. That takes 10 minutes with a big spanner. Chaincase Oil leaks are chronic on Dominators. You should tension the chaincase till you see two threads. If any person in the last 60 years has overtightenned the chaincase it is distorted nobody will fix it. In that case you clean your clutch, use the maximum of top quality gasket glue around the big rubber gasket. Then you use automatic transmission fluid drained to the absolute minimum drained by the oil level in the chaincase. That is an oilo level not a drainplug. OK there are other solutions. On my Café racer I addressed both this and the motors chronic bad breating $$$. Standard breather blocked off, cdrank drilled to take a nourish crank breather, handmade aluminium chaincase. Nourvil Belt drive, with nourvil clutch. As I was advised by Peter Williams I add an extra metal plate to the clutch, it makes the clutch pressure so much lighter
There are a few wetsump solutions using a shut off tap or valve on the oil feed line....a spring loaded in-line type...best to avoid as these can jam, fail to open. A better option is the manual shut off tap, but fit a small electrical switch that disables ign circuit while tap is open. I made one very easily from hardware store water ball valve tap, a bit of alloy flat to mount a Normally Open, Momentary switch so the tap handle hold the switch in ON position only when tap is fully open. Works a treat. There is also a similar setup available from Feked in the UK for a decent price...also a version for mag or points bikes.
Brilliant, thanks, the ignition cut out is a good idea on the tap👍
As I understand it the 600ss never had the twin carb downdraught head but used the ordinary horizontal port head with a twin carb manifold, so you could have a 600 with a 650 top end (they are the same bore), or a full 650 as your cases will accept the 650 crank and rods (distinguished by the bulge under the magneto) also the single and twin carb barrels are a different shape to match the heads.
That's interesting too, a lot of info here, we'll have a look next time we get together, fingers crossed, it may be a 650😃👍
@@anotherpieceofskrap27 Been running the same 99 for 39 years, over time it's been a 600, a 635 (600 crank and rods, 750 barrel and head) and now a full 750 but still has the 99 cases (modified, unfortunately they weren't quite as late as yours)
The 99 crankcases can be used for a 650 crankshaft providing it has the extra bulge on the crankcases rear to clear the longer stroke crank. To determine if it’s a 650 you need to measure the stroke. Other than that it has the downdraught head and completion magneto. I would say it’s an SS but check the frame number to see if it has an 18 / xxxxxxxxx the 18 is key because that denotes it to be a 650. If it’s a 14/ xxxxxxxx then the frame is from a 99
Thanks for the info, Chris will check this out, thanks for watching and commenting 😃👍
The 650SS had twin monoblocs 11/16" and the Atlas 11/8" iirc.
The pressed steel primary chaincases often leaked. If you tightened the big nut too much it could bow the case and never get a seal then. The rubber seal was tapered with the thicker side to the inner case. some guys tried to get a seal by reversing this I don't know if it worked. All a bit primitive really. Yours seems to have a competition magneto too. Best of luck with sorting the oil leak I'm interested to see how you get on.
Great, thanks for the info, not sure yet which avenue we are going down out of the three, look out for future episodes👍
Have you measured the stroke, a late 600 and a 650ss will look the same but the stroke is different. Plan on fitting a belt primary drive, virtually no one has ever kept oil in the tin primary cases long.
No, as far as I know Chris has never had the head off, the belt drive is also worth a look, looks like we could be busy. Thanks for watching and taking time to comment👍
Having twin Mk1 Concentric carbs tells you nothing. In the time we replaced Monoblock carbs without batting an eyelid they were so much easier to work on. Wet sumping, personally I first address the problem at source. If in any doubt I fit a new 850 Comando Oilopump. Then If I ride the bike once a week. If I don't ride the bike once a week I will drain the sump before starting. That takes 10 minutes with a big spanner. Chaincase Oil leaks are chronic on Dominators. You should tension the chaincase till you see two threads. If any person in the last 60 years has overtightenned the chaincase it is distorted nobody will fix it. In that case you clean your clutch, use the maximum of top quality gasket glue around the big rubber gasket. Then you use automatic transmission fluid drained to the absolute minimum drained by the oil level in the chaincase. That is an oilo level not a drainplug. OK there are other solutions. On my Café racer I addressed both this and the motors chronic bad breating $$$. Standard breather blocked off, cdrank drilled to take a nourish crank breather, handmade aluminium chaincase. Nourvil Belt drive, with nourvil clutch. As I was advised by Peter Williams I add an extra metal plate to the clutch, it makes the clutch pressure so much lighter
Thanks for the info, unfortunately don't get chance to ride the Norton very often.