A Norton Commando History

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Of course its a big big program trying to make a Commmando history, but here is a brief and humble resumé of our ever best favorite bike.

The Norton Commando was the last twin piston-engined motorcycle produced by the Norton Motorcycle company founded in 1898 by James Lansdowne Norton. Their last production bikes were twin-rotor wankels.

A  Norton Commando History


During the 10 years it was in production it was popular all over the world. In the UK 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

The origins of the Norton Commando can be traced back to the late 1940s when the 497cc 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.

A  Norton Commando History


The revolutionary part of the Commando compared to earlier Norton models was the frame developed by former Rolls Royce engineer Dr. Stefan Bauer. Bauer believed the classic Norton Featherbed frame design went against all engineering principles, so designed his frame around a single 2.25 inch top tube.

A  Norton Commando History


To try to free the Commando from classic twin vibration problems, which had severely increased as the capacity of the basic design expanded from 500cc 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.

A  Norton Commando History


Named the Isolastic anti-vibration system, with Hooper listed as the lead inventor on the system's patent document. 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.

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.

A  Norton Commando History


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.

A  Norton Commando History


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 750cc 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.

A  Norton Commando History


A  Norton Commando History


The ‘Combat’ engine was introduced in January 1972 saw the appearance of the ‘Mk4 Fastback’, updated ‘Roadster’ and the ‘750 Interstate’. The ‘Combat’ delivered 65b.h.p. at 6500r.p.m. with a 10 to 1 compression ratio, but the stressed 750cc 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.

A  Norton Commando History


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. Compression was reduced to 9.4:1.

The police were showing a lot of interest in the Commando and so Neale Shilton was recruited from Triumph to produce a Commando to police specifications. The end result was the 'Interpol' machine, which sold well to police forces, both at home and abroad. The machine was powered by a 750 cc. O.H.V. engine and included panniers, top box, fairing, and had fittings for a radio and auxiliary equipment.

A  Norton Commando History


In January 1973 the ‘Mk.5 Fastback’ was launched and the ‘Long Range’ was discontinued, foreshadowing the first 850cc machines launched in April 1973. The ‘Roadster’, ‘Hi Rider’ and the ‘Interstate’ all began to use a new 828cc. engine, which had similar power to the 750cc models but were less stressed.

1973 also saw the start of development on a new machine with a monocoque pressed steel frame, that also included a 500cc twin, stepped piston engine called the 'Wulf'. However, as the Norton Villiers Triumph company was again in serious financial problems, development of the 'Wulf' was dropped in favour of the rotary Wankel type engine inherited from BSA.

A  Norton Commando History


In late 1973 redundancy notices were issued at Andover, followed by a sit-in at the works. The Conservative Government withdrew the subsidy in early 1974, restored by the Labour party post the general election. NVT resultantly decided to concentrate production of the Commando at Wolverhampton and Small Heath, causing unrest at Meriden which resulted in a workers’ sit in and stopping production at Small Heath. By the end of 1974 NVT had lost over £3 million.

as this post is so long follow this link for the full story : http://southsiders-mc.blogspot.com/2009/06/norton-commando-history.html


Thanks for their work :

Jerry Doe Website and Forum : http://www.jerrydoe.com/
Matt Rambow Website Colorado Commando Specialist : http://coloradonortonworks.com/
Jos Kooijman & Constant Trossel Website Holland Commando Specialists : http://www.hollandnortonworks.eu/?page=7&lang=EN
Daniel Delfour Website our Commando Specialist. :http://www.vintage-motorbikes.com/welcome/acceuil.html
Norvil Website Commando specialists in UK : http://www.norvilmotorcycle.co.uk/
 
There is a book on the history of the commando by my good friend Mick Duckworth ( motorcycle journalist ) available from amazon, etc ,etc
in depth and a very good read.
 
Richard Barks said:
There is a book on the history of the commando by my good friend Mick Duckworth ( motorcycle journalist ) available from amazon, etc ,etc
in depth and a very good read.
Hi Richard
do you have the title of this book
best,Frank
 
frank sider said:
Richard Barks said:
There is a book on the history of the commando by my good friend Mick Duckworth ( motorcycle journalist ) available from amazon, etc ,etc
in depth and a very good read.
Hi Richard
do you have the title of this book
best,Frank

it's called strangley enough !! norton commando by mick duckworth and it's in stock at amazon
 
Thanks Frank, Nice to know more of the history of our machines. Does anyone know how the new ones are doing? Thanks for your time. Chuck.
 
Does anyone know how the new ones are doing?

I hope to find out tomorrow ... I'm going to Donington for the NOC Golden Jubilee weekend celebrations. The new Norton factory is hosting the event with the NOC. :P
 
Hortons Norton said:
Thanks Frank, Nice to know more of the history of our machines. Does anyone know how the new ones are doing? Thanks for your time. Chuck.
Yes this week end is THE W-E . Friens of mine are going to Donington and we will more new next week
F
 
Yep, looking forward to Donington, I'll have the seeley there....garage 25 if anyone is around the main paddock!
 
Maybe some pictures would help those of us who can't make it, Sounds like a great time. Have fun.
 
frank sider said:
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. Compression was reduced to 9.4:1.

This has certainly been the subject of some controversy! As officially no MkVs were produced before March 1973 according to the UK NOC who have access to what remains of the factory records. 750 MkV production beginning at serial 220000. It is certainly (now) known that a number of pre-March '73 (pre-220000?) serial machines were apparently built to MkV specification, or at least a certain number of MkV parts were used?
Whether these pre-March '73 machines were actually built as genuine MkVs originally, or not, may never be known?
750 MkV production continued until October '73 (last 750 serial, 230935).


frank sider said:
In January 1973 the ‘Mk.5 Fastback’ was launched and the ‘Long Range’ was discontinued, foreshadowing the first 850cc machines launched in April 1973.

As far as I'm aware, there wasn't any Fastback MkV?

Neither the Fastback or Fastback LR models were included in the '73 model range. Any Fastbacks that were built during the early part of the '73 year were apparently all MkIV specification.
 
Hi Frank & L.A.B.

From my personal experience: 201123 was my first combat roadster bought new. It's ID plate showed Oct '71 as date of manufacture. 220627 my '73 750 roadster with RH6 head, had Dec '72 on the tag. My current '72 combat roadster 201801 is dated Dec '71. The information found in literature, mainly Roy Bacon doesn't always agree with actual machines. I have a few copied pages from the factory records sent to me from the NOC while I worked on the factory records project. I see that numbers going out the door were not always in chronological sequence.

David
 
Great stuff Frank,

Coincidently I've just finished reading Bert Hopwood's "Whatever Happened to the British Motorcycle Industry", a great history of the British industry over the last century. Bert was involved in all the major manufacturers - Ariel, BSA Norton and Triumph in roles from design engineer to manager and gives a great view from the inside. Worth a look for all that are interested in British bikes and a must read for all design engineers and engineering managers.
 
Coincidently I've just finished reading Bert Hopwood's "Whatever Happened to the British Motorcycle Industry"[/quote]

Coincidently ditto :D
 
davamb said:
Great stuff Frank,

Coincidently I've just finished reading Bert Hopwood's "Whatever Happened to the British Motorcycle Industry", a great history of the British industry over the last century. Bert was involved in all the major manufacturers - Ariel, BSA Norton and Triumph in roles from design engineer to manager and gives a great view from the inside. Worth a look for all that are interested in British bikes and a must read for all design engineers and engineering managers.
Will try to find it ,thanks for the info
best, Frank
 
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