Holland Norton Works: X-ring chain set #H21

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As this is 5/8*1/4" as opposed to 5/8*3/8”, presumably the theory is that the 20 per cent reduction in bearing area is more than offset by

improved internal chain lubrication, thanks to consistent lubrication by grease as opposed to intermittent lubrication by grease/grinding paste
improved lubrication of the chain/sprocket interfaces, thanks to more regular cleaning and re-lubrication encouraged by knowledge that this won’t compromise internal chain lubrication.

Does practice bear out this theoretical expectation?

http://www.hollandnortonworks.eu/en/exclusive-commando-parts

Will a 5/8"x 1/4" X ring…

Will a 5/8"x 1/4" X ring chain fit a 99 ? .Can you get it with a spring clip ?. Does anyone use one on a Dommy,,.Is that a 520 size?.

I've run 1/4, aka 520, chain for years. Modern chain (DID, Regina) is so much stronger and better made than the Reynolds stuff that was standard in the 70s. I use non o-ring. O-ring is quite wide and can rub against the gearbox unless the sprocket is spaced out. Whether o-ring is worth the extra cost/hassle will depend on your mileage and weather conditions

1/4 gearbox sprockets are easy. Rears are the problem. The choice seems to be thinning down the Norton item or, as I do, bolting on a suitable ring (which makes changing the gearing easy). All of which requires machining; presumabley that what Holland are doing for the money

Size Matters

My 961s had some strange size like 525 whereas my 750 Honda uses an O'ring 520. All managed 2,000 plus miles each year with no significant wear showing. My Norton Dominator 650 needed to change its 5/8 x 3/8" Renolds after less than 3 years of moderate riding and regular lubing.

I know a few Norton people who have traded in their 5/8 x 3/8" (530) chains for slimmer 1/4" wide O'ring versions, including some Commando owners. All have been pleased with the change. The only drawback of such a switch is the rear brake drum/sprocket. Most replacement versions of this item, that are available, are nothing like as good as the originals and a poorly made 1/4" wide sprocket is going to fail quite quickly.

When Norton changed from 5…

When Norton changed from 5/8x1/4 (520) to 5/8x3/8 (530) chains sometimes in the sixties, it meant that the chain came closer to the inner primary cover. I've read that some X or O-ring 530 chains will interfere with the primary cover on a Commando. Probably why the Dutch offer the thinner 520. I think you can check on your Dommie how much clearance there is. Also check the dimensions with chain manufacturers data sheet. Some D.I.D X-ring chains comes with a spring link, some are for rivet links only. A bit of investigation needed.

I've not decided yet if I'll go for 1/4 or 3/8 width on my 650SS project. Have both options available. Depends a bit on if it will be a track or a touring bike. If long distance touring a sealed will be better. If mostly track I'll have a non sealed chain.

Some interesting points to ponder …

… in these responses; many thanks to all.

My interest in the HNW set-up is for two reasons:

at some point in the foreseeable future I'm going to need new gearbox and rear-wheel sprockets in any case, so the choice is either standard parts from (e.g.) Andover Norton at £160 ex-VAT, or the HNW conversion at about £260 ex-VAT (at today's EUR:GBP rate of 0.902:1.00). The HNW offering also includes a new (and improved?) bearing; a standard bearing from AN would add another £27.20.
durability and low maintenance: I have an O-ring chain on my Ducati ST3, which was still in perfect adjustment after a return trip to Bologna last year. A friend with a Multistrada also reports zero-adjustment needs on multi-thousand-mile tours. These are bikes with 100 bhp and 160 bhp respectively.

Replying to comments in order:

Robert: HNW offers a version for Dominators (i.e. bolt-up rear wheels)

Stan: in the absence of anything to the contrary on the HNW site, I assume that these are new sprockets

Phil: a useful cautionary note, but lots of people speak enthusiastically about the quality of HNW stuff, and I've not seen any complaints.

Mikael: I'm slightly surprised that there are spring-link versions of X-ring chains, but perhaps that's because the ones I'm familiar with are riveted versions intended for bikes with very much more power than a standard Commando. HNW's illustration clearly shows a riveted chain.

Neill: I entirely agree about the stupidity of the traditional British combined brake drum/sprocket, especially with even numbers of teeth. I have contemplated having a standard drum adapted with a welded-on flange for bolt-up sprockets (if anyone has any suggestions for someone who could do this, preferably convenient to London, I'd like to hear more). As to cost, the HNW kit is only £90 ex-VAT more than the equivalent (but arguably less desirable) components from AN. This seems worth paying for the touring advantages you point to. And less-massive components that at least match the performance of heavier ones are surely desirable in their own right.

Alloy CNC sprocket Carrier 520 conversion for the Mk3

I made a batch of these for the MK3 a couple of years ago. If it was me you contacted I am sorry I thought I replied to all, I wanted to give them some time before I made another batch I have had no problems with mine or those I sold, I will get some material and make some more.

Best regards

Katherine Scott

Mk3 520 conversion