Norton Grinding Wheel - 15 Inch Black Wheel Covers
Norton Grinding Wheel
- A wheel used for cutting, grinding, or finishing metal or other objects, and typically made of abrasive particles bonded together
- a wheel composed of abrasive material; used for grinding
- (Grinding wheels) A sander is a power tool used to smooth wood and automotive or wood finishes by abrasion with sandpaper. Sanders have a means to attach the sandpaper and a mechanism to move it rapidly contained within a housing with means to hand-hold it or fix it to a workbench.
- A bonded abrasive product that is shaped into round wheels of varying size and width that are used on slow and high speed grinders. Grinding wheels are made from numerous abrasives including Aluminum Oxide, Silicon Carbide and Seeded Gel "SG" Ceramic abrasives.
- Norton is a British motorcycle marque, originally from Birmingham, founded in 1898 as a manufacturer of "fittings and parts for the two-wheel trade".Holliday, Bob, Norton Story, Patrick Stephens, 1972, p.11. By 1902, they had begun manufacturing motorcycles with bought-in engines.
- Norton is a city in Summit and Wayne counties in the U.S. state of Ohio. The population was 11,523 at the 2000 census.
- Norton, a grape cultivar believed to be largely derived from Vitis aestivalis, is grown in the Midwest and Mid-Atlantic States. Norton was first cultivated in Richmond, Virginia and is the official grape of the State of Missouri and is considered the cornerstone of the Missouri wine industry.
norton grinding wheel - Norton Premium
Norton Premium White Bench and Pedestal Abrasive Wheel, Type 1 Straight, Aluminum Oxide, 1" Arbor, 6" Diameter x 3/4" Thickness, Grit Fine 100
Norton premium white aluminum oxide bench and pedestal wheels provide maximum cut rate and cool cutting action on hardened or high-speed tool steels and other metals. Bench and pedestal wheels are used for offhand deburring and sharpening of parts and tools. Arbor bushings to 1/2", 5/8", 3/4", 7/8". Specification: Fine 100. All bench and pedestal wheels must be dressed to prevent loading. Loading can cause excessive heat, damage to the workpiece and wheel breakage. Dressing exposes new cutting edges and provides chip clearance. Do not grind wood, plastic or any other non-metallic material on a bench or pedestal grinder. Unsecured machines can move, causing grinding breakage and injury. Fixed-base bench and pedestal grinders must be secured.
Magnus A 4840
Norton Commando 928cc Norcil Mk III - 1975 Norton Commando From Wikipedia, the free encyclopedia The Norton Commando was the last twin piston-engined motorcycle produced by the Norton Motorcycle company. Their last production bikes used a twin-rotor Wankel engine. During the ten years it was in production it was popular all over the world. In the United Kingdom it won the MCN "Machine of the Year" competition for five successive years from 1968-1972. Some regard it as the British Motorcycle Industry's swansong, selling well from its introduction in 1967 through the end of the British bike industry as a commercial concern in the mid 1970s.  Background The origins of the Norton Commando can be traced back to the late 1940s when the 497 cc Norton Model 7 Twin, designed by Bert Hopwood and initially an export only model. The twin cylinder design evolved into the 650 cc Norton Dominator and 750 cc Norton Atlas before being launched as the 750 cc Commando in 1967.  Isolastic system The revolutionary part of the Commando, compared to earlier Norton models, was the frame developed by former Rolls Royce engineer Dr. Stefan Bauer. He believed the classic Norton Featherbed frame design went against all engineering principles, so Bauer designed his frame around a single 2.25-inch (57 mm) top tube. He tried to free the Commando from classic twin vibration problems, which had severely increased as the volume of the basic engine design expanded from the 500 cc of Edward Turner's 1938 Triumph Speed Twin. Bauer, with Norton Villiers Chief Engineer Bernard Hooper and assistant Bob Trigg, decided that the engine, gearbox and swing-arm assembly were to be bolted together and isolated from the frame by special rubber mountings. This eliminated the extreme vibration problems that were apparent in other models in the range, as it effectively separated the driver from the engine. Named the Isolastic anti-vibration system, the system's patent document listed Hooper as the lead inventor. Although the Isolastic system did reduce vibration, maintaining the required free play in the engine mountings at the correct level was crucial to its success. Too little play brought the vibration back; too much, and the result was "interesting" handling.  Models  Mk1 750 cc The Norton Commando was introduced in 1967 at the Earls Court Show. The first production machines completed in April 1968 had bending frame problems, removed with the introduction of a new frame in January 1969. The original model, called the 'Fastback' was joined by the production racer 'S Type' which had a high level left-side exhaust and a 2.5 gallon petrol tank. Production of the machine was initially complex and located across different parts of England, with the engines produced in Wolverhampton, frames in Manchester, while components and final assembly was at Burrage Grove, Plumstead. In late 1968 Plumstead works was subject to a Greater London Council compulsory purchase order, and closed in July 1969. With assistance of a Government subsidy, the assembly line was moved to North Way, Andover; with the Test Department in an aircraft hangar on Thruxton Airfield. Frame manufacturing was transferred to Wolverhampton, where a second production line produced about 80 complete machines each week. Components and complete engines and gearboxes were also shipped overnight, from Wolverhampton to the Andover assembly line. The production racer, featuring an OHV tuned engine, front disk brake and was finished in bright yellow - known as the 'Yellow Peril'. In March to June 1970 the updated S called the 'Roadster' had the 750 cc OHV engine, low-level exhaust, upward angled silencers with reverse cones. September 1970 saw the introduction of the classic 'Fastback Mk2', which had alloy levers with modified stands and chain guards. The ‘Street Scrambler’ and the ‘Hi Rider’ were launched in May 1971, with the ‘Fastback Long Range’ with increased petrol tank capacity from July 1971. The ‘Combat’ engine was introduced in January 1972 saw the appearance of the ‘Mk4 Fastback’, updated ‘Roadster’ and the ‘750 Interstate’. The ‘Combat’ delivered 65 brake horsepower (48 kW) at 6500 rpm with a 10:1 compression ratio, but the stressed 750 cc twin proved extremely unreliable, with main bearing failures and broken pistons common. The 'Combat' engine combined with quality control problems gave the company a bad reputation, which was highly covered in the press. By the middle of 1972 BSA Triumph group were in serious financial trouble. The UK Government decided to bail the company out with a financial rescue package, providing it would agree to merge with Norton Villiers. Norton Villiers Triumph was duly formed and the new company got off to a shaky start. The last of the 750 series, the MkV was produced from November 1972 to mid-1973 as a 1973 model and featured improved crank bearings and the standard grind camshaft. Compre
Little Round Top - Gettysburg National Battlefield - Gettysburg, Pennsylvania
Battle of Gettysburg - Little Round Top At around 4 p.m. on July 2, 1863, Confederate Lt. Gen. James Longstreet's First Corps began an attack ordered by General Robert E. Lee that was intended to drive northeast up the Emmitsburg Road in the direction of Cemetery Hill, rolling up the Union left flank. Maj. Gen. John Bell Hood's division was assigned to attack up the eastern side of the road, Maj. Gen. Lafayette McLaws's division the western side. Hood's division stepped off first, but instead of guiding on the road, elements began to swing directly to the east in the direction of the Round Tops. Instead of driving the entire division up the spine of Houck's Ridge (the boulder-strewn area known to the soldiers as the Devil's Den), parts of Hood's division detoured over Round Top and approached the southern slope of Little Round Top. There were four probable reasons for the deviation in the division's direction: first, regiments from the Union III Corps were unexpectedly in the Devil's Den area and they would threaten Hood's right flank if they were not dealt with; second, fire from the 2nd U.S. Sharpshooters at Slyder's farm drew the attention of lead elements of Brig. Gen. Evander M. Law's brigade, moving in pursuit and drawing his brigade to the right; third, the terrain was rough and units naturally lost their parade-ground alignments; finally, Hood's senior subordinate, General Law, was unaware that he was now in command of the division, so he could not exercise control. In the meantime, Little Round Top was undefended by Union troops. Maj. Gen. George G. Meade, commander of the Army of the Potomac, had ordered Maj. Gen. Daniel Sickles's III Corps to defend the southern end of Cemetery Ridge, which would have just included Little Round Top. But Sickles, defying Meade's orders, moved his corps a few hundred yards west to the Emmitsburg Road and the Peach Orchard, causing a large salient in the line, which was also too long to defend properly. His left flank was anchored in Devil's Den. When Meade discovered this situation, he dispatched his chief engineer, Brig. Gen. Gouverneur K. Warren, to attempt to deal with the situation south of Sickles's position. Climbing Little Round Top, Warren found only a small Signal Corps station there. He saw the glint of bayonets in the sun to the southwest and realized that a Confederate assault into the Union flank was imminent. He hurriedly sent staff officers, including Washington Roebling, to find help from any available units in the vicinity. The response to this request for help came from Maj. Gen. George Sykes, commander of the Union V Corps. Sykes quickly dispatched a messenger to order his 1st Division, commanded by Brig. Gen. James Barnes, to Little Round Top. Before the messenger could reach Barnes, he encountered Col. Strong Vincent, commander of the third brigade, who seized the initiative and directed his four regiments to Little Round Top without waiting for permission from Barnes. He and Oliver W. Norton, the brigade bugler, galloped ahead to reconnoiter and guide his four regiments into position. Upon arrival on Little Round Top, Vincent and Norton received fire from Confederate batteries almost immediately. On the western slope he placed the 16th Michigan, and then proceeding counterclockwise were the 44th New York, the 83rd Pennsylvania, and finally, at the end of the line on the southern slope, the 20th Maine. Arriving only ten minutes before the Confederates, Vincent ordered his brigade to take cover and wait, and he ordered Col. Joshua Lawrence Chamberlain, commander of the 20th Maine, to hold his position, the extreme left of the Army of the Potomac, at all costs. Chamberlain and his 385 men waited for what was to come.  Battle of Little Round Top Battle of Little Round Top, initial assault. Confederate Union The approaching Confederates were the Alabama Brigade of Hood's Division, commanded by Brig. Gen. Evander Law. (As the battle progressed and Law realized he was in command of the division, Col. James L. Sheffield was eventually notified to assume brigade command.) Dispatching the 4th, 15th, and 47th Alabama, and the 4th and 5th Texas to Little Round Top, Law ordered his men to take the hill. The men were exhausted, having marched more than 20 miles (32 km) that day to reach this point. The day was hot and their canteens were empty; Law's order to move out reached them before they could refill their water. Approaching the Union line on the crest of the hill, Law's men were thrown back by the first Union volley and withdrew briefly to regroup. The 15th Alabama, commanded by Col. William C. Oates, repositioned further right and attempted to find the Union left flank. The left flank consisted of the 20th Maine regiment and the 83rd Pennsylvania. Seeing the Confederates shifting around his flank, Chamberlain first stretched his line to the point where his men were in a single-file line, then ordered th
norton grinding wheel
Controlled micro fracturing of the wheel grain of Norton 3X wheels provides a constant, sharp supply of patented SG (ceramic alumina) grain cutting points. This superior performance product has the highest wheel life, and combines an exceptionally fast cut rate with burn free grinding. 3X wheels are excellent for grinding plane blades, chisels, and turning tools on a bench or pedestal grinder. They handle all the hard, tough, and difficult to grind tool steels which are used for most premium plane blades, including A2. I-Grade and K-Grade Ratings - I-Grade Wheels: A bit softer, more friable, and run cooler. They are perfect for most general purpose grinding and sharpening. - K-Grade Wheels: Harder and less friable, and do not wear or groove as easily as the I-Grade. K-Grades tend to run a bit hotter than the I-Grades, but they are ideal for handling the very toughest tool steels. USA and Import NOTE: 6" grinding wheels come with bushings to fit 1/2", 5/8", 3/4", and 7/8" shafts. 8" wheels come with bushings to fit 5/8",3/4" and 7/8" shafts. The center arbor hole for both 6" and 8" wheels is 1" in diameter without the bushings installed. We find that Norton Wheels generally run much truer out of the box than other brands we have tried. However, as with any grinding wheel, be sure to dress them before use for smoothest operation and best cutting action.