T H E NORTON COMMANDO AT FIFTY
HALF A CENTURY OF GLORY, TINGED WITH THE THRILL OF UNCERTAINTY
By Peter Egan Illustrations by Mick Ofield
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Illustrations and modeling of the never-produced Commando Mk 4 from the sketchbook of Mick Ofield, Norton employee 1972-'80. Merger brought parts sharing with Triumph models.
“love/hate relationship” with Nortons, but it might be more accurately de- scribed as a “love/hope relationship.” I know all their foibles but keep thinking that just the right upgrades to modern materials, electronics, and sealants will render them virtually as useful and reli- and then 850 Roadsters of the early ’70s the Whitworth wrenches I still own. able as any modern motorcycle. And I to win my heart. I spent hours gazing Later that year, the Commando seized know people who have made that theory at those full-color Commando ads in- and bent an exhaust valve in Montana work for them. My friend Bill Getty, who side the front cover of every major bike while Barb and I were attempting a ride owns a British parts business called JRC magazine, charmed by the pure ele- from Wisconsin to Seattle, and we had Engineering, has now put 130,000 miles mental beauty of the bike and of course to ship the bike home from Missoula in a on his 1974 850. the beauty of the “Norton Girl” who Bekins moving van, continuing the trip And of course Editor-in-Chief Mark stood alluringly nearby, pouting at me by bus and train. I wrote a story about Hoyer has an 850 Commando that he because I didn’t yet own a Norton. The the trip and got my first article pub- rides everywhere with impunity—after Roadsters had a spare and rangy look lished right here in Cycle World. a certain amount of (ahem) “sorting out.” about them, without flab or artifice. As So it seems I owe my journalism ca- He now swears by this bike far more of- with early Harley Sportsters, they were reer to that Norton as well. If I’d bought ten than he swears at it. And then there’s like the Chesterfield or Lucky Strike of a Honda, god knows what I’d be doing my old friend Brian Slark, who was West motorcycles: pure nicotine, no filter. now. Possibly something useful to hu- Coast service manager for Norton from Gears meshed in my febrile brain, and manity. That or sleeping under a bridge. 1969 to 1975, and he affirms that there is I knew beyond any doubt that I would Incidentally, that valve seizure in now “a fix for everything.” eventually own a Commando. And in Montana was attributed to “abuse” and The big question, of course, on the 50th 1975 I finally bought one, brand new, by naturally not covered under warranty, anniversary of the Commando, is why has selling a dead-reliable Honda CB350 and so I learned how to install valves, guides, so much latter-day development time, ex- using all the money I had in the world. It and pistons. Self-taught, again. The Nor- pense, and sheer effort been lavished on a was, by far, the most expensive thing I’d ton was making me brilliant. British twin that’s now half a century old? ever purchased. I sold the bike soon after that, chafing Along with the 1959–1970 Triumph Bonn- Now, half a century later, when I The dream wilted somewhat on my under the travel restrictions dictated by eville, the Commando has clearly emerged It's funny how your tastes see a Commando Fastback at a vintage ride home from the dealership when the the bike’s apparent lack of long-distance as one of the two most popular and vener- bike show, it stops me in my tracks and bike quit running at every single stop stamina. I loved looking at the Norton in ated bikes of its era. It has a world-wide I find it to be quite a lovely thing, and if sign and stoplight. And during my first the garage, but I also wanted to go places following and support network, not to can change with time. I were collecting Nortons I’d probably few months of riding, about six major far away and the Commando had an mention a cultish aura of cool that seems to For instance, when I first tried a sip for me. Too swoopy and radical, not tra- have to have one. But, at the time, that things went wrong with the Commando, invisible bungee cord of doubt that kept work on riders of all ages. Why so? of homemade corn liquor as a youth I ditionally British enough. “Repelled” is too-daring styling put me off, as it did but none of them (I was told) could be me near home. I put this question to Brian Slark this thought it tasted like paint remover. But probably too strong a word, but the look many others. The Commando was ini- covered under warranty. The dealer But that was a long time ago, and morning, and he said, “For one thing, it’s I tried some again recently and decided of that bike drove me firmly back into tially a slow seller, despite its impressive pronounced every failure a clear case time either heals all wounds or causes really the only classic British bike you just the opposite is true. the Triumph camp, where I normally superbike performance and the magical of “abuse.” By default, I learned to fix Alzheimer’s because I’ve owned four can ride at current speeds and not have Also, when the first Norton Com- resided, at least in my dreams. I owned rubber engine mounts that gave it an everything myself and became a self- more Commandos since then and just it shake apart. Also, it’s eminently tun- mando was introduced in September of a secondhand Honda CB160 at the time, almost unearthly smoothness (for a Brit- taught British-bike mechanic. did a full restoration on another black- able, with many upgrades available, and 1967 at the Earl’s Court show in London, which was all I could afford as a college ish vertical twin) on the highway. So you might say I owe the Comman- and-gold 850 Roadster about two years great parts availability as well.” I examined the photos of the new Fast- sophomore, what with squandering per- In any case, it took the more con- do for a free technical education—except ago. It appears I’m addicted to them. He also pointed out that the parallel back and immediately decided it was not fectly good bike money on textbooks. ventionally restyled Commando 750 for the parts, of course, and the cost of Friends have accused me of having a twin is a compact, sensible, and generally
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charismatic engine design for motorcy- ously blended into one motorcycle. and the Commando’s failure to start cles and that nearly every major manu- And when the Commando was up- saved my life because I had the stroke facturer is now building one for those dated to an 850 in 1973, it got even more at home, 6 miles from a hospital, rather FRIENDS HAVE ACCUSED ME OF HAVING A “LOVE/HATE very reasons. “Interesting,” he said, “that torque, much improved “Superblend” than out on a distant country road RELATIONSHIP” WITH NORTONS, BUT IT MIGHT BE MORE after all these years we’ve come full crank bearings, and a mild styling up- while riding alone. circle, back to the parallel twin.” date of the seat and instruments, re- It’s quite possible they’re right. In ACCURATELY DESCRIBED AS A “LOVE/HOPE RELATIONSHIP.” I asked him about Norton’s sketchy sulting in what is probably my favorite which case I can now thank the Norton reputation for reliability and he said, version, the 1974 Roadster. In black and Commando for my mechanical train- “Well, when you own a bike you’re more gold, of course. ing, journalism career, and current aware of its problems. We tend to forget In 1975, Norton added an electric good health. that a lot of Japanese bikes at the time starter that was incapable of turn- And the ownership of all those Whit- also had serious problems: transmis- ing the engine over, so they called it worth wrenches. Which I used just yes- sions that packed up, crank failures, a “starter assist” and changed the air terday on a 1965 Triumph engine with piston seizures, and so on.” cleaner and mufflers to a less tradi- low oil pressure and a rod knock. Fair enough. I had friends in that era tional—but US compliant—design. But Some of us never learn. And don’t who found the repair of worn Japanese touches like this didn’t help much. It really want to. bikes economically unfeasible and seemed the inability to make an elec- simply abandoned them. Conversely, tric starter that could spin the crank of The first Norton Commando 750 I’d never heard of anyone throwing a an internal combustion engine was no Fastback brochure, complete with Norton away. longer amusing to customers, and years the Green Globe. Later Globes were But of course much of the Com- of indifferent execution of an essen- redesigned with linear gradient. The mando’s appeal lies outside the bounds of Fastback was a leap in ’67 but still tially good design finally came home to had a drum brake at the front, and mere reason. There’s romance to consider. roost. By the end of that year it was all much was carried over from the Atlas. The Commando is really almost an over for a once-great company with a More of the Mk 4, with electric start accident of history, an unlikely amal- long tradition of racing excellence and and design updates. gam of old and new ideas put together classic beauty. as a stop-gap solution to the problem of But the bikes are still with us, now rapidly advancing technical progress in as popular as they were when new—or the motorcycle market. Norton didn’t more so. And they still have that heady have enough money or engineering combination of smooth locomotive staff to design an entirely new engine, power and untamed wild-animal spirit and many British bike enthusiasts (me that’s not quite like anything else I’ve included) didn’t want them to. We want- ridden. And the Commando is still my ed something that looked more or less wife Barbara’s favorite motorcycle. It’s like a Norton Atlas but that didn’t shake never been bested, in her opinion, for its as much or leak oil. combination of acceleration, sound, and So Norton tilted the Atlas engine sheer presence. forward and adapted it to a new frame A heartfelt endorsement, coming that isolated the entire drivetrain from from a woman who helped me push a the rider, using shimmed rubber mo- broken Commando through the streets tor mounts that allowed the engine to of Missoula, 41 years ago. jump up and down but not sideways. As a postscript here, I should Thus good handling was retained and mention that I no longer own that the dreaded Atlas engine vibration no last black-and-gold 850 Roadster I longer caused the screws in your sun- restored. It turned out beautiful, but I glasses to fall out. suffered a stroke while trying to kick- Use of the old Atlas 750 engine start it for a first ride in the spring (mildly updated) allowed Norton to last year. Thanks to a clot-busting retain the charisma, torque, and sound drug administered at the VA hospital, of this venerable long-stroke twin while I made a complete recovery, but I soon building a superbike that could go head sold that bike to my friend Bill Hall. to head in performance with the latest Even though it was guilty of nothing Japanese multis and Italian V-twins. but clogged idle jets, the bloom was Also, they took a bike already festooned off the relationship, and my doctor with beautiful pieces and castings and recommended I buy a bike with a added more, with a polished aluminum starter button on the handlebars. primary cover, stainless-steel fenders, When I wrote about this last year, and lovely steel footpeg brackets. The re- a couple of physicians weighed in and sult was a bike of bone-deep beauty that suggested that the Norton probably I once remarked looked like a collection did not cause the stroke. More likely, I of exquisite paperweights, all harmoni- was already having one that morning,
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TAKING THE RIDE By Mark Hoyer Photography by Jeff Allen
The profile that launched a thou- sand dreams… The Norton Roadster is burned into the world's motorcy- clists' brains and hearts. It still makes a great daily rider and in many ways is still more pleasur- able to ride than the modern 961 equiva- the company sleeves to 13mm. The good part is it looks perfect lent, though the and offers significantly more braking power at the pads latter is much higher performance. with far lower effort. The bad part was my first unit’s Delrin piston was machined too close in tolerance to the bore and in hot weather or sunlight would expand and seize (locking the like to get there without, ahem, stopping. Nortons combined While there are lots of engine performance parts available, front brake!) until it cooled off. I liked the master enough I DAILY LIFE ON A the traditional qualities people love about British parallel I left mine stock since mine’s got just 20,000 miles. Switch- bought another one (the piston is now a smaller diameter) but NORTON COMMANDO twins (beautiful design, compact dimensions, and a fine ing to Amal Premier carburetors, which look like factory was not delighted to pay for two of them. sound) with lots of power and torque and sublime smooth- units but offer material and design upgrades that improve There are many other options like more elaborate brake Is it weird that the vintage-bike owner’s proudest moments ness thanks to Isolastic rubber engine mounts. My bike made performance and tunability, perked the bike up quite a bit. replacements, belt primary drive conversions, suspension come when impressing others who own the same kind of 47 hp and 45 pound-feet of torque on the Cycle World Dynojet Electronic ignition options abound; Boyer has been the tradi- upgrades—more than can be covered here. Companies such bike? Well, call me a weirdo for being so satisfied that a Nor- 250 dyno. And it’s delivered magnificently on the road. tional choice, but Pazon (as used by Peter Egan on his former as Colorado Norton Works (look it up and be lost in the shiny ton guy at the Quail Motorcycle Gathering in Carmel, Califor- The best thing of all that there were many Commandos 850) has a great reputation. Some years ago I opted for the Tri- bits…) make extensive resto-mod parts, and Andover Norton nia, this past May said, “Damn, that thing sounds great.” made, so prices have remained sane. Spark unit and have been very happy with its performance and others offer abundant parts and technical support. But All it was doing was idling, but it was a beautiful sound As is the case with most combustion-powered vintage and idle-stabilizing circuitry. And no one is the wiser. even with my simple mods, the Norton will run 75 mph all and a great moment. We just want our bikes to be loved and love objects, modern solutions abound to improve reliability The original Lockheed front disc brake master cylinder day long and return 45 to 50 mpg without skipping a beat or our mastery of the fickle machine to be known. and running/turning/stopping quality. I tend to enjoy the has an inordinately large-diameter piston and therefore offers even breathing hard. I have found myself loving my 1974 Norton 850 Comman- period riding experience, so I stick with minor and largely all the feel of a mahogany block and not much mechanical And it idles so nicely that even other Norton owners are do more than a lot of other vintage bikes, especially when I’d invisible modifications. advantage. I bought a Miles Vintage Brake master cylinder impressed.
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Dennis Poore NORTON’S SAVIOR OR SCOURGE? By Gaz Boulanger Illustration by Michael Koelsch
ritish entrepreneur Roger Dennistoun Poore (1916–1987) was a risk-taker from the cradle to the grave, best remembered for diversifying the Manganese Bronze Holdings family business of marine propeller manufacturing to fund the takeover of failingB Associated Motor Cycles (AMC) to form Norton-Villiers in August 1966. Five brands were included: Norton, AJS, Matchless, James, and Francis-Barnett, with the jewel being Norton. The London native quickly decided to push for the development of a Norton model to debut at the Earls Court Cycle Motorcycle Show a year later, led by one of his college tutors, former Rolls-Royce engineer Dr. Stefan Bauer. Poore was eyeing the lucrative US market and its appetite for 650 and 750cc twins. Poore was a qualified engineer with a degree from King’s College at Cambridge and a wing commander with the British RAF during World War II with a knack for finance and business. His hunch with the Commando proved correct; the press and riders loved it. Poore analyzed every aspect of retail trends and best distribution op- tions, even touring the US during the winter of 1968–’69 to see firsthand what Harley-Davidson and General Motors were doing right. Poore decided his company should own its distribution network worldwide. Norton needed to grab eyeballs and wallets, so Poore himself organized and booked an advertis- ing campaign featuring model Vivien Neves to were making their efficient mark on an anti- tight and the consolidation of the brands under be “The Commando Girl” in the inside front cover quated industry. Peter Williams persuaded Poore one roof led to a general lack of passion. Dated of Cycle World and Cycle magazines exclusively to enter racing in late 1971 with support from tooling and technology just widened the gap. By for five years. This Steve Jobs-style of leader- Imperial Tobacco, forming the John Player Norton this time the booming global motorcycle market ship was unheard of in the late ’60s, especially racing team. Mick Grant, Phil Read, Williams, and had all but collapsed—with excessive inventory in Great Britain. Poore’s maverick business style Tony Rutter flew the Norton flag with moderate levels of Japanese bikes in the US—leading to a evolved from his days behind the wheel of a race success until sponsorship was dropped at the price war. Leadership squabbles delayed produc- car, which began immediately after the war. end of 1974. tion. Poore’s dream of a healthy British motor- Starting with a supercharged MG J4, Poore By then BSA Triumph had stumbled mightily, cycle industry went out with a whimper. stepped up to Tipo 8C-35 Alfa Romeo. He won going cap in hand to the British government for How does history view Poore’s manage- sprint events and hill climbs and placed fourth assistance, which recommended a merger with ment of Norton? He brought the Commando to driving for the Connaught Formula One team at Norton-Villiers. By July 1973 Norton-Villiers- America, leaving a legacy still talked about 50 the 1952 British Grand Prix. His entrepreneurial Triumph was formed with 5 million pounds from years later. Could he have done better by letting spirit and lust for speed prompted his launch of the Department of Trade and Industry. Poore’s BSA Triumph wither on the vine and focus his Autosport magazine in August 1950, published by plan was to close the underperforming and out- attention on Norton-Villiers? Either way, all great Gregor Grant. Poore got involved in British mo- dated Triumph Meriden factory, which led to an businessmen have to gamble, and Poore’s four of torcycle manufacturing just when the Japanese 18-month workers strike. Money had remained a kind was no match for the royal flush.
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