Norton Motorcycles

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Company logo

500 cm³ single-cylinder OHC engine with vertical shaft from a Norton International

Norton is a British motorcycle manufacturer . No other brand repeatedly won the classic race for the Tourist Trophy on the Isle of Man . The current Norton Motorcycles (UK) Ltd is based in Castle Donington ( England ).

The company and its history

The original Norton Manufacturing Co. was founded by James Lansdowne "Pa" Norton in 1898 in Wolverhampton . The company was later based in Bracebridge Street in Birmingham for a long time . Since 1913, motorcycles have been built in various series and a large number of racing victories have been achieved.

This made Norton one of the big names in the British motorcycle industry, best known for having dominated European and then worldwide motorcycle racing for decades .

The race on the Isle of Man in the Irish Sea, the "Senior TT" ( Tourist Trophy ), a race in the class up to 500 cm³, was the most important race in the motorcycle world championship until the 1970s. This race was won by Norton drivers ten times in the interwar years and every year from 1947 to 1954 thereafter. This streak of racing victories is unmatched in the world; no other motorcycle brand has been anywhere near as successful in international racing competitions.

Norton Interpol 2

Norton Commander with rotary engine

Norton F1 with rotary engine

During the Second World War, the 500 cc single cylinder model 16 H , a simple side valve motorcycle ( SV ), was the standard equipment of the British Army. From this motorcycle type, which was produced in high six-digit numbers, even 60 years after production was discontinued, all parts are both new as so-called "New Old Stock", i.e. stored parts from the production of the 40s, as well as modern reproductions receive.

In 1953 Norton was merged with other British motorcycle manufacturers ( AJS , Matchless , James, Francis-Barnett) in the AMC (Associated Motor Cycles) group. In 1963 Norton production was relocated to the Matchless facility on Plumstead Road in the London borough of Woolwich.

After the Second World War, the Norton brand was known for the quality of the design and the handling properties of the chassis, in particular the so-called "feather bed" frame with double pipe loops from the steering head to the swing arm bearing . Many " Cafe Racer ", self-built and converted motorcycles, were created on the basis of the Norton feather bed frame; motorized, however, with two-cylinder Triumph engines, because the powerful Norton single-cylinder engines were used in the light Formula 3 cars and Norton engines could not be bought individually, but could only be purchased in whole motorcycles. Tangible triumph engines were used and these conversions were called “ Triton ”, thus putting the names together from tri umph (engines) and north ton (frame).

In the early 1960s, the United States became the main market for Norton motorcycles. The company's financial condition worsened until a trustee was appointed for AMC by the main creditor bank in 1966. The rescue came through the British company Villiers, which took over the production and distribution rights for the AMC motorcycle brands. In 1960, Norton was sold to Associates Motorcycles (AMC), which already owned the AJS, Matchless and Villiers brands. The Wolverhampton factory closed and production moved to the AMC factory in Woolwich, London.

By the late 1960s, emerging Japanese competitors had driven the UK motorcycle industry into gradual decline. In 1967 the Norton Commando  750 was presented. Their revolutionary “Isolastic” frame and exceptionally powerful engine made them competitive with the Japanese superbikes of those years for a while. Despite a few model modifications and strong sales, the company crept towards bankruptcy , which then occurred in 1974. Before that, however, in 1972, with the help and intervention of the British government, the company was renamed Norton-Villiers-Triumph (NVT) by taking over the brand name Triumph from BSA.

In the course of disputes and serious strikes , the company returned to private ownership in 1974, but the production of classic Norton motorcycles declined significantly. The plant was continued as a cooperative , until 1977 the Commando model continued to be built in small numbers on a handcraft basis.

In the 1980s the company went under the name Norton Motors Ltd. through various renovations. It had some success in the production of motorcycles for the police and civil versions derived from them with rotary engines , which are nowadays sought-after collector's items. The name Norton was reactivated in 1988 for sophisticated motorcycles with rotary engines. The new models were also successful in races again, e.g. For example, the Norton NRS 588 with twin-disc Wankel won the Senior TT again in 1992, but economic success was no longer apparent. After dubious financial deals, the owners of the plant and the rights changed frequently.

Thanks to the extensive spare parts supply from several Norton specialists by Andover Norton , you can buy complete classic new bodies with displacements of up to 1,004 cm³.

In the course of the 1990s, the American Norton restorer Kenny Dreer and Norton Motorsports began to develop a new Commando based on plans from the 1970s. Mobile prototypes of the Commando 952 and 961 were created . In the end, about ten million US dollars were missing for series production, so Norton Motorsports had to stop the project in mid-2006. The British businessman Stuart Garner , so far as the owner of the racing team Norton Racing Ltd made its appearance, bought in late 2008, all rights and development and founded the Norton Motorcycles (UK) Ltd . The new production facility was built in the immediate vicinity of the Donington Park Circuit .

Norton Motorcycles filed for bankruptcy on January 20, 2020 and was then taken over by the Indian company TVS Motor Company on April 17 of the same year .

The motorcycles

Model WD16H in non-original black paint

1939 Norton ES 2

Norton International 500

Below is an overview of the most famous Norton motorcycles, without claiming to be exhaustive.

Model 16H / WD16H

The most common and longest series produced from 1911 to 1954. H stands for home market and describes the models for the home market. In the early years, C models with increased ground clearance were built for the British colonies and the Commonwealth . The bore-to-stroke ratio of 79 mm: 100 mm was the same for all 16H models. The 16H model had a 500 cc side valve - single cylinder engine with approximately 14 hp. The military model WD16H emerged from it, which the British Army used from 1936. The abbreviation WD stands for War Department , the British Ministry of Weapons and Equipment, which was subordinate to the Ministry of Defense . In contrast to the civilian models, the WD16H has a modified frame with increased ground clearance, an engine guard under the crankcase , a modified saddle mount and a welded mount for a side stand. WD16Hs were also delivered to the British Royal Air Force as a motorcycle combination .

Due to the high number of approx. 100,000 copies that were delivered to the military, many WD16H were available from army stocks in the post-war period. Even today you can still find a relatively large number of them. Most of them are vehicles that were converted by specialized companies after the war for use in the civilian market. In civilized form, they were a cheap and easy means of transportation. The supply of spare parts is still comparatively relaxed.

Under the name Big Four, there were almost always versions with 600 cc that were popular for sidecar use.

ES 2

A 500 cm³ single-cylinder machine became known under the name ES 2 , which was considerably more powerful thanks to overhead valves (OHV) (around 22 hp instead of 14 at the beginning). This machine, which appeared for the first time in the 1930s, also had 600 cm³ versions under different, often changing model names. The ES2 model was then the last Norton representative in the classic British single-cylinder technology at the beginning of the 1960s.

The model names of the single-cylinder versions varied greatly, depending on which front forks, mudguards and instruments a motorcycle was equipped with, or whether the exhaust system was installed high up for off-road sports purposes. Recognizing and assigning these model names, which sometimes change annually, is a popular sport among Norton fans in the “Classic British Bikes” clubs.

The "recipe" for many decades was Norton single-cylinder between 1920 and 1960: four basic models,

1. with SV engine (example 16H, Big Four),
2. with OHV engine (example ES2, Mod. 18, Mod. 19),
3. with OHC engine for sport and racing purposes (Manx and International models),
4. with DOHC engine for racing purposes (later Manx)

Then the displacement was varied:

1. classic with 500 cm³ (Manx, International, 16H, Mod. 18, ES2),
2. enlarged to 600 cm³ (Big Four, Mod. 19),
3. or reduced for the sport class up to 350 cm³ (also Inter, Manx).

International

Equipped with that of Arthur Carroll newly developed bevel - OHC -Einzylindermotor, the "Inter" in the 1930s was successful in many races. In 1930 and 1931 it was still called CS1 .

1960 Norton Manx DOHC racing machine

The engine of the first International type CS1 had been developed by Walter Moore between 1924 and 1927. However, Moore switched to NSU in Germany immediately after the start of series production. (An almost identical vertical shaft motor then appeared there, recognizable by the lower bevel gear set housing on the crankshaft.) Arthur Carroll continued the development work on the International models at Norton in Birmingham. Norton "Inter" were among the fastest road vehicles commercially available for private drivers in the 1920s and 1930s, alongside the Brough Superior . The Norton Inter had the advantage of being much lighter and more manageable as a single cylinder compared to the heavy V2 cylinders with JAP engines. On the other hand, in addition to the versions with 500 cm³ and the smaller 350 series engines used in races, in contrast to the simple side valve engines and the OHV models, no 600 series with vertical shaft were produced; there were no sports opportunities for them.

Manx

→ Main article : Norton Manx

Probably the most famous single-cylinder racing machine from Norton. The Manx was developed from 1937 and manufactured from 1949 to 1962: it was first equipped with one, then with two overhead camshafts ( DOHC ), which were driven by a vertical shaft. These vertical shaft-controlled factory racing machines Norton International and its successor Manx were the most successful motorcycles in sporting history from the 1920s to the 1960s, and their number of victories and world championships is still unsurpassed today. A real Manx in running order should hardly be available for less than € 30,000 today.

Manx engines were also used in the Formula 500 racing car created in the UK in the 1950s. Since Norton did not sell engines on its own, racing drivers bought a Manx motorcycle, took the engine out of it, and put it in a racing car chassis. They then built a separately available two-cylinder Triumph engine into the surplus Norton chassis. This is how the so-called "Triton" (Triumph-Norton) emerged, motorcycles with the classic "Garden Gate" or "Featherbed" frames from Norton and a fast, but not race-capable third-party engine due to more than 500 cc displacement. Today, such Triton are partly dismantled again with Norton vertical shaft single cylinders to full-fledged Manx.

The Cooper F 3 was the most successful representative of this 500 cm³ racing car class. It was driven by well-known drivers such as Stirling Moss .

Dominator

Equipped with a 500 cc parallel twin engine developed by Bert Hopwood and built from 1949 onwards, it was the founder of a whole series of other two-cylinder Norton motorcycles. Initially, the motorcycle was launched as a Model 7 with a Gardengate frame, i. H. with a straight suspension aka plunger, and was also available with a rigid frame for sidecar operation . In 1952, the Norton 88 was built as a further model with the "feather bed frame" known for its driving stability . The American market demanded larger engines, so from 1954 a 600 was added with the 99 model , which was also sold as the 77 model in the normal full swing frame that had replaced the plunger . In 1960, the spring bed chassis of the street models was changed significantly, as a rear fairing typical of the time was fitted and the frame for this was guided closer to the top tubes in the saddle area. The two types have since been referred to as slimline and wideline featherbeds. The somewhat sportier models of the 500 and 600 series were given the names 88SS and 99SS , and the Manxman, a 650 series, was initially only introduced for the American market; It differed from the later 650SS in that it had a higher handlebar and a single carburetor .

Incidentally, Norton did not officially use the term "Dominator".

1965 Norton 650SS

650SS "Dominator"

The 650SS was the Europeanized version of the Manxman with the same engine enlarged to 650 cc, but higher compression , different camshafts and two Amal carburettors, built from 1962, rated output 49 bhp ( Brake Horse Power , not British Horse Power like in Germany, wrongly translated, the term comes from engine brake dynamometers) at 6,800 rpm.

Norton Atlas

Atlas

With the engine of the Norton Dominator , now increased to almost 750 cm³ displacement and with the same rated power of 49 hp as the 650SS , but at 6,200 rpm. The machine was initially built exclusively for the US market from 1962, but was also offered in Europe from 1964. The strong vibrations of the engine, which was increased to one and a half times the original displacement, were increasingly viewed as a problem by customers, so that they ultimately led to the development of a successor model.

Commando

→ Main article : Norton Commando

1973 Norton Commando 850

Presented in 1967 at the Earls Court motorcycle exhibition, the Commando had a modern design and a completely redesigned central tube chassis. Trials with a new, DOHC-controlled engine were not very successful, so the revised 750 cc engine from the Atlas was used. However, the vibrations generated by the parallel twin synchronous rotor had increased significantly due to the repeated increase in displacement. In order to protect the driver and frame from the vibrations, the entire unit consisting of the engine, transmission and rear suspension was elastically mounted in the frame. The " Isolastic " suspension allowed movements in the longitudinal plane of the motorcycle by means of rubber elements, while movements in the transverse direction were prevented by arrangements made of steel and Teflon discs to achieve a stable chassis. A function-like construction can still be found today on Harley-Davidson as an " Isoplanar " engine mount - and as a " Uniplanar " on Buell motorcycles. The following variants were built:

• 750 Mk1 “Fastback” version with a GRP rear section, built 1967–1970
• 750 MK2 “Roadster” variant with a smaller tank and conventional rear, as well as an S version with an exhaust system on one side, built 1971–1972
• 750 Mk3 built 1971–1972
• 750 Mk4 Optionally with front disc brake, optionally with a more powerful "Combat" engine (higher compression, sharper camshaft), built 1972–1973
• 750 Mk5 With improved crankshaft main bearings, front disc brake as standard, built 1973–1974
• 850 Mk1 cubic capacity increased to 828 cm³ through enlarged bore, front disc brake as standard, built 1973–1974
• 850 Mk2 Optionally as a roadster or interstate version (larger tank, longer seat). Faired version "John Player Replica ". Built in 1974
• 850 Mk3 model with left hand gearshift and electric starter. Hydraulic primary chain tensioner, rear disc brake, improved " Isolastic " suspension. Built 1974 to 1977.

Command 961

Norton Commando 961 SE

Norton Commando 961 Sport

Since 2005, some pre-series copies of this newly developed model have been built in Gladstone ( Oregon , USA ). The machine initially had a "real" parallel twin with 961 cm³ (initially 952 cm³) and 59 kW (80 PS) and was initially intended as a "Signature Series", limited to 200 pieces, with the signature of the then owner of the Norton trademark, Kenny Dreer, priced at $ 20,000 each. After being taken over by Norton Motorcycles (UK) Ltd , the Commando 961 was developed for series production. This mainly affected the engine, which received electronic fuel injection in order to comply with the applicable emissions guidelines. The motorcycle is now available in three versions in the UK:

• Commando 961 SE (limited "Special Edition", sold out in the UK)
• Commando 961 Sport
• Commando 961 Cafe Racer

An international sales network is being set up. In the meantime, at least in Switzerland, the first machines have also been delivered to customers.

Technical specifications

engine

• Engine type: air-cooled two-cylinder four-stroke in-line engine, triple roller-bearing crankshaft with 270 ° crank pin offset, balance shaft
• Pistons and connecting rods: forged, connecting rods with roller bearings
• Lubrication: dry sump lubrication
• Valve train: two overhead valves per cylinder
• electronic fuel injection, 3-way catalytic converter
• Bore × stroke: 88 mm × 79 mm
• Displacement: 961 cm³
• Compression ratio: 10.1: 1
• Rated output: 59 kW (80 PS) at 6500 rpm
• Max. Torque: 90 Nm at 5200 rpm

Power transmission

• hydraulically operated multi-plate oil bath clutch
• Five-speed cassette gearbox with foot shift
• Final drive via O-ring chain

Chassis / running gear

• Double loop frame made of steel with integrated oil tank
• Two-sided swing arm made of steel
• 43 mm Öhlins upside-down telescopic fork or classic Öhlins telescopic fork, spring base, adjustable rebound and compression damping, 117 mm travel
• Two-sided swing arm made of steel, two Öhlins spring struts, adjustable in height, spring base, rebound and compression damping, 100 mm travel
• Front wheel: Spoked wheel, 36 spokes, 3.50 × 17 ”, tires 120 / 70-17
• Rear wheel: Spoked wheel, 40 spokes, 5.00 × 17 ”, tires 180 / 55-17
• Front drag: two semi-floating 320 mm Brembo brake discs, perforated, two Brembo 4-piston fixed callipers
• Rear brake: 220 mm Brembo brake disc, perforated, 2-piston fixed calliper

Readings

• Wheelbase: 1420 mm
• Steering head angle: 65.5 ° (24.5 °)
• Trail: 99 mm
• Tank capacity: 17 liters
• Dry weight: 188 kg
• Seat height: 813 mm

Motorcycle racing

Norton Manx, built in 1954

Motorcycle world championship

In total, Norton was able to bring in eight drivers ' and nine constructors ' world titles in the motorcycle world championship .

 Eric Oliver (4)

• World champion in the team class: 1949 , 1950 , 1951 , 1953

 Geoff Duke (3)

• World champion in the 500 cm³ class: 1951
• World champion in the 350 cm³ class: 1951 , 1952

 Cyril Smith (1)

• World champion in the team class: 1952

European motorcycle championship

The manufacturer achieved eleven drivers' titles in the European motorcycle championship .

 Jimmie Guthrie (4)

• European champion in the 350 cm³ class: 1937
• European champion in the 500 cm³ class: 1935 , 1936 , 1937

 Percy Hunt (2)

• European champion in the 500 cm³ class: 1929 , 1931

 Jimmie Simpson (2)

• European champion in the 350 cm³ class: 1933 , 1934

 Dennis Mansell (1)

• European champion in the 600 cm³ team class: 1929

 Piero Taruffi (1)

• European champion in the 500 cm³ class: 1932

 Freddie Frith (1)

• European champion in the 350 cm³ class: 1936

Isle of Man TT

In the internationally renowned road races on the Isle of Man , the manufacturer achieved a total of 42 victories .

The first victory dates back to the premiere year 1907, when Rem Fowler won the twin-cylinder category on a machine with a Peugeot built -in engine . The last race so far was won by Phillip McCallen in 1993 in the senior class on the RCW588 with a rotary engine .

References

literature

• Jan Leek: Norton motorcycles: 1902-1998; a documentation 1st edition, Stuttgart, Schrader, 2000, ISBN 3-613-87172-6 . (Schrader Motorcycles Volume 82).
• Helmut Alles: An Englishman in the workshop. Restoring motorcycles from the 30s to 40s. A guide not only for Norton single cylinders. Monsenstein and Vannerdat , Münster, 2005, ISBN 3-938568-15-1 .
• The motorcycle : Norton Commando 850 Interstate 10,000 km test , issue 3/74 of February 9, 1974, Motor-Presse-Verlag Stuttgart

Web links

Commons : Norton Motorcycles  - collection of images, videos and audio files

• Official website of Norton Motorcycles (UK) Ltd
• Details about Norton Commando 961
• Norton Racing website
• The Norton history

Individual evidence

1. ↑ ^{a b} Great British Comeback. In: MO. 05/2009, ISSN  0723-2616 , pp. 16-21.
2. ↑ Norton leads the way. In: MOTORCYCLE. 10/2009, ISSN  0027-237X , p. 7.
3. ^ Norton Motorcycles goes into administration . January 29, 2020. 
4. ^ Norton's new owners will fulfill outstanding orders . April 18, 2020. Accessed April 28, 2020.
5. ^ Jan Leek: Norton Motorcycles 1902-1998. Schrader-Motorrad-Chronik, Stuttgart 2000, ISBN 3-613-87172-6 .