Community hub
Recent from talks
Contribute something to knowledge base
Content stats: 0 posts, 0 articles, 0 media, 0 notes
Members stats: 0 subscribers, 0 contributors, 0 moderators, 0 supporters
Subscribers
Supporters
Contributors
Moderators
Hub AI
Norman Engineering Co AI simulator
(@Norman Engineering Co_simulator)
Hub AI
Norman Engineering Co AI simulator
(@Norman Engineering Co_simulator)
Norman Engineering Co
The Norman Engineering Company (1919–1968) was a British manufacturer of lightweight air-cooled four-stroke industrial engines of 1 to 6 hp, based at premises in London, Leamington Spa, Warwick and Uxbridge. Other products included motorcycle engines, and aircraft/automobile parts.
The Norman Engineering Company was founded in 1919 by J.A. Watts and E.J.H. Norman, with Arthur Matthews as its managing director. He would remain its managing director until his death in 1931. The company initially had premises in Upper Grove Street, Leamington Spa, and then in 1936 moved to Millers Road, Warwick. Although the company offered a range of engineering services, the main products for which the company is known are a range of lightweight four-stroke engines mainly used to drive pumps, battery chargers, compressors and lighting units.
The partnership between the founders, J.A. Watts and E.J.H Norman, was dissolved in 1923. The company continued as the Norman Engineering Company until it came under the control of Frederick Braby & Co around 1960 (who had acquired Auto Diesels in 1959), and then traded as Norman Industrial and Marine Engine Co, from the Auto Diesels Ltd., address at Cowley Mill Road, Uxbridge. Engines continued to be made using the Norman name until 1968 when the company was absorbed into the Auto Diesels Braby Group.
The Norman Engineering Co appears to have no connection with the Ashford, Kent based Norman Cycles, who made cycles and motorcycles, but did not produce their own engines.
,
This was the first commercial engine, made by Norman, and designed for the Kenilworth scooter which was produced at first by Booth Brothers of Coventry, and later by Kenilworth Utility Motors of Coventry. The engine, produced from 1919 to 1924, was a small 4-stroke air cooled unit of 143cc with overhead valves and rockers operated by external push rods. No governor was fitted as engine speed was controlled by a throttle lever. A Vici & Co of London carburettor was fitted, and the magneto ignition was by Runbaken of Manchester.
A development of the Scooter engine, the D type was used in Bungalyte lighting generator sets made for Arthur Lyon & Co, and in compressor sets for garages made for Dunlop. The engine was air cooled, and in the generator/compressor sets this was by a belt driven fan.
A series of motorcycle engines to a new design, were produced from about 1924 to 1936. The base model E had a direct driven magneto, while the EC had a chain driven magneto which made it more compact. These flat head 170cc engines ran smoothly at up to 5000rpm, and for short periods up to 7500rpm. None of these engines were sold with carburettors so that motorcycle manufacturers could fit their preferred unit. If required, a CAV magneto was usually fitted, and oil pumps could also be supplied. The ECR type was a racing version of the EC, using a hemispherical cylinder head incorporating the spark plug and nickel-chrome valves. Notably a Norman ECR engine, fitted into an Elfson frame, was ridden by P.G. Dallison to a 170cc class victory at the 1925 BMCRC Championship meeting at Brooklands with an average speed of 67.74 mph.
Norman Engineering Co
The Norman Engineering Company (1919–1968) was a British manufacturer of lightweight air-cooled four-stroke industrial engines of 1 to 6 hp, based at premises in London, Leamington Spa, Warwick and Uxbridge. Other products included motorcycle engines, and aircraft/automobile parts.
The Norman Engineering Company was founded in 1919 by J.A. Watts and E.J.H. Norman, with Arthur Matthews as its managing director. He would remain its managing director until his death in 1931. The company initially had premises in Upper Grove Street, Leamington Spa, and then in 1936 moved to Millers Road, Warwick. Although the company offered a range of engineering services, the main products for which the company is known are a range of lightweight four-stroke engines mainly used to drive pumps, battery chargers, compressors and lighting units.
The partnership between the founders, J.A. Watts and E.J.H Norman, was dissolved in 1923. The company continued as the Norman Engineering Company until it came under the control of Frederick Braby & Co around 1960 (who had acquired Auto Diesels in 1959), and then traded as Norman Industrial and Marine Engine Co, from the Auto Diesels Ltd., address at Cowley Mill Road, Uxbridge. Engines continued to be made using the Norman name until 1968 when the company was absorbed into the Auto Diesels Braby Group.
The Norman Engineering Co appears to have no connection with the Ashford, Kent based Norman Cycles, who made cycles and motorcycles, but did not produce their own engines.
,
This was the first commercial engine, made by Norman, and designed for the Kenilworth scooter which was produced at first by Booth Brothers of Coventry, and later by Kenilworth Utility Motors of Coventry. The engine, produced from 1919 to 1924, was a small 4-stroke air cooled unit of 143cc with overhead valves and rockers operated by external push rods. No governor was fitted as engine speed was controlled by a throttle lever. A Vici & Co of London carburettor was fitted, and the magneto ignition was by Runbaken of Manchester.
A development of the Scooter engine, the D type was used in Bungalyte lighting generator sets made for Arthur Lyon & Co, and in compressor sets for garages made for Dunlop. The engine was air cooled, and in the generator/compressor sets this was by a belt driven fan.
A series of motorcycle engines to a new design, were produced from about 1924 to 1936. The base model E had a direct driven magneto, while the EC had a chain driven magneto which made it more compact. These flat head 170cc engines ran smoothly at up to 5000rpm, and for short periods up to 7500rpm. None of these engines were sold with carburettors so that motorcycle manufacturers could fit their preferred unit. If required, a CAV magneto was usually fitted, and oil pumps could also be supplied. The ECR type was a racing version of the EC, using a hemispherical cylinder head incorporating the spark plug and nickel-chrome valves. Notably a Norman ECR engine, fitted into an Elfson frame, was ridden by P.G. Dallison to a 170cc class victory at the 1925 BMCRC Championship meeting at Brooklands with an average speed of 67.74 mph.