Heinz Kegler has passed on
- Thread starter highdesert
- Start date
- Status
My Life with Norton
It all started in 1954. I had a good job at Zeiss, Jena DDR, East Germany. My friends spread the “word” that I was looking for a motorcycle. There were only new MZs, AWO-Suhls, EMWs and CZs available. But those were not Motor cycles in my book only 500er I would consider. A friend had a 500er or 600er NSU Koenigswellen bike, very beautiful but not for sale. The OSL-series were also very nice, but not available. Old BMWs and Zuendapp-Boxer were out of the question. A close friend told me, an old Norton International 500 was for sale in Apolda, a neighbouring town, but very expensive.
Three of us went on an old NSU, V-Twin, with Belt rear drive, Side car machine. Up hill we had to get off and push. Well, we got there and met the Owner, a huge Man, a Butcher by profession in the Apoldaer Schlachthof. He looked at me and told me he would not sell the Norton, because I was not strong enough. I was 20 years old, 188cm gross and maybe 85kg. But he showed us his bike.
There was the Norton, leaning against a wall, with her best side in the Sunshine.
“Erster Blick, erste Liebe”. I had to have it. My friend (with the NSU) talked to the man off to the side. The Butcher gave me two weeks to find the money. 600,00 DM official sales price and 3000,00 DM under the table. That was a lot of money for me with an hourly pay of 1,45 DM.
Back home in my little town I talked to people about loaning me the money and somebody talked to my Dad who loaned me 2000,00 Marks, but with the promise to make weekly payments. I had saved the rest from before. One week later I had my very first Motorcycle, a Norton International 500, and my whole life and future was changed forever. What I bought was a 1932, 500er Norton International CS1 (in the papers),
with solid bronze head, 4-speed Sturmey-Archer foot shift close ratio racing gear box but with Kickstarter. No stand, head and taillight, a dead battery, no muffler, no mag-dyno but a BTH racing Magneto, no Tach and no Speedometer, 21’ front Tyre, 20” rear, both were not very good.
And now, we had to do a real rebuild: Bosch Magdyno, a good wire harness, stand, all the Bowden cables and a silencer. Luckily, the TUEV did not exist yet. Later I found out my bike was a road racing machine that was left behind just before the 2nd War.
My Norton was very fast, but difficult to ride in slow corners, 1st gear too many RPMs, 2nd gear not enough. From 2nd to 3rd to 4th was perfect. My schoolmate and I joined the Zeiss Motor sport club. Then at an event, it happened. too fast into a corner, bad brakes, down shifted quickly and I lost a few teeth of my 1st gear Main shaft. Back then everybody knew somebody who could help you. So, a few weeks later, I had a new gear and a spare gear, just in case.
In 1956, the DDR Motor sport club organized a European Motor sport Rally (cars and motorcycles), with Start and Finish in Leipzig, and our Carl Zeiss Club participated. The Rules were very simple, who ever collected the most points through various checkpoints in Cities, Towns and Villages within 24 hours, was the winner. My official number-plate was #315. Our initial starting point was Eisenach, at Midnight. From there on the Autobahn, Hermsdorfer Kreuz, Fruehstueck, then Leipzig, for the official start. Shortly before the Starting Ceremony, at a Petrol station, there was a Norton rider from Muenchen on a Domi 88, Featherbed. Wow, what a bike. We just waved at each other.
At the Starting Area, there were so many Bikes from all over Europe and the BDR, all with Tele-Forks and rear suspension. My Sozius-Fahrer and Ballast said: we won’t have a chance against those Bikes !! After the Ceremony, went through the check point for the official starting time and off we went, following our battle plan. Then lots of rain. That is good for us and my Inter. I had heard, that Bikes with full suspension did not handle too well in the wet and on Cobblestones. I had heard right. They were all riding
“wie Anfaenger” . The whole Rally turned into a mad Road-Race on the streets through the DDR.
On the Autobahn back to Leipzig from Naumburg, my primary chain broke, quickly repaired, but our margin of time was getting very small. But we made it just in time, barely. Then, there was a Bonus slalom run against time and penalty points. The Man from Muenchen was there. Very fast, almost dropped it coming out of the last turn. My run, very slow (no steering lock), but no Penalty points. The race had ended.
Then, we went to our assigned Zimmer. A very nice old lady greeted us, we washed up, changed clothes, called a Taxi and went to the Siegerehrung at a huge Sportspalast. Alles war ganz grossartig Aufgezogen und organisiert. The DDR was truly a Super power in Sports
My friend Manfred (my Ballast) and I met the Man from Munich (Paul Wisee) and sat together with lots of good Bier and good Food, and of course we talked “Norton”
And then, the official Siegerehrung for Motorcycles :
First place and overall winner : Paul Wisee, Munich, Norton (Sieger-Kranz ,Gold –medal etc).
Second Place overall and First Place DDR-winner : Heinz Kegler / Manfred Weimert, Norton, Motor sport club Carl Zeiss, Jena ( Gold-medal and commemorative medal)
Well, now we all had a good reason to celebrate even more. The Rally was over.
Next morning, we met one more time and Paul let me ride his Domi 88. Wow. I just had to have one of them. That’s all there was to it. So, 1957 Manfred and I went to Frankfurt with my Norton, taking our Urlaub, and just stayed there. As a Truck driver in the construction industry, I made good money and bought Paul’s 88. I wanted to go back to the DDR but the Iron curtain came down, so I stayed there ( I would have had the fastest Bike in the DDR). Took part in most Elefanten Treffen and other activities.
The engine was getting very tired and a repair job was too expensive for me. So, Herbst 1958 I took my Urlaub and off I went to Aachen, Calais to Dover, stayed there for the night in a B&B. Next morning, off to Maidstone and London. There I got lost in the Marble Arch area and a Brit-Biker on a BSA-Twin took me to the right road to Birmingham, I thanked him and I arrived in Birmingham at Norton Motors, Bracebridge Street, in the late afternoon. Wow, Norton motors!!!
The Factory, that built legendary Motorcycles. There I met a well dressed gentleman, Bob Collier, and with my school English, I explained what my Engine needed. He gave me his briefcase, he got on it, with me on the back and I just had time to yell into his ears “no brakes”. Five minutes later we were at his house. This was a real TESTRIDE.
Met his family and was invited to stay at his house, I accepted and thanked them. Unpacked my tank bag, shaved washed up, changed clothes and had a wonderful dinner.
Next morning, back to Norton Motors on my bike. Bob spoke with a few people, a mechanic came and took my bike to the Service department. Then a quick tour through the factory. Very, very old. Bob was a Factory Tech and a Sales Rep for the South-East of England. Bob asked me to go along with him on sales calls while my bike was being worked on.
There, in the South-East we visited all the Norton dealers and I met all the “Greats”, like Harold Daniels, Syd Lawton and others. Wonderful people.
Friday afternoon, back to B’Ham and spent a beautiful weekend with sight seeing.
Monday morning, at the Factory, my Domi was ready including a used (new to me)
Front wheel with an 8” Brake and Tyre. Ganz toll. Cost,…. everything was free only a Queen’s Tax. I did not understand, so I gave Bob a bundle of British Pounds. He took 2 Pounds and gave me change. I thanked him but I wanted to pay something. He hinted to me to give the mechanic a tip (Drinkgeld). So, I stuffed a 5 Pound note into his pocket and thanked him also. (Not knowing that 5 Pounds was about 1 ½ weeks wages).
Time for me to go and as we said our Good Byes and on my way out und so ganz nebenbei Bob offered me a job at Norton. I accepted. He said “good, then I’ll see you next year in Scotland for the Scottish 6-Days Trial” and we parted.
Back in Frankfurt, Manfred was all for it and would send all my stuff once I knew where I would end up.
Next year Spring, off I went for Fort Williams, Scotland where I met Bob and his Family at a Campground. Bob was also a Factory Trials rider on a 250 Norton Jubilee Twin with a Watsonian Bambini Side car only for testing purposes. We had a wonderful time. Those Trial-riders are real artists.
A week later, we were back in B’ham and 3 weeks after that I had my work permit.
I started my new Job at Norton Motors.
My first day at Norton, I had no idea what I was going to do. Maybe as a Tea-boy or as
a clean-up Boy. Bob took me to the experimental Department, introduced me to Brian Stimpson, the boss, and to the other testers who were waiting for me. Brian pointed at this 350 Navigator, it’s your test bike. OK, quick routine check, changed into my leathers and off we went.
I had to learn real quick how to ride in the rain through the British countryside and of course on unfamiliar roads. I thought those guys were crazy!
Those were the last tests on the Navigator for Mass production.
Next day, every body was by himself. All I had with me was a map and the Factory’s Phone number. Then on my way back, the motor exploded, or so I thought and the engine turned into a single cylinder. No mechanical noises, nothing was rattling. There was good compression on the left cylinder, nothing on the right cylinder. Removed both plugs, kicked the engine, no mechanical noises. Then I found the right piston did not move at all, it was always at TDC. OK, broken connecting rod, but no hole in the crankcase, that is impossible. Any way I rode my “Super mono” to the next Petrol station and called the factory and told Brian, the Boss, what had happened. One hour later, Bill Harris also a tester, came to pick me up. Back at the Experimental Department, every Tester had their engines apart, the pistons out and numbered. The Engineers and Designers were discussing things and they all were waiting for me to take my engine apart to find out what had happened. And there it was, the piston crown had separated from the skirt, right at the oil ring groove. The skirt was perfectly attached to the connecting rod, and therefore no mechanical noises and no signs of over reving, the Valves were not even bent.
My ride on a “real bike”, a 650 SS, a real experimental Bike, not for production.
Next morning in the office, (I thought about my marching papers back to Frankfurt) my Boss asked me for details, indications or signs just before the engine blew up because we could not find any traces of abuse.
Then he said, take all the pistons and this 650 SS, Hepolite is waiting for you. At Hepolite, I handed over the pistons and on my way back to B’Ham, I gave the Bike the big Hammer, knapp 200Km/std. Very fast for the 1960s, a real Super bike. It was to be my Test bike from now on.
( Later on, I installed more improvements, heavier connecting rods, double speed oil pump with pressure feed to the rocker arms, better crank case ventilation, very light flywheel, servo-clutch, 12v elect. System, eine Art lenker stummel, high performance exhaust system and lots of other little items.
All this was under test for a new generation of 650SS Models. Sadly, Norton Motors closed up early in 1963 and AMC-London never continued the development).
The test report from Hepolite: all the 350 pistons had hairline cracks at the oil ring grooves and the Production of the 350 Navigator was delayed until new and improved pistons were made.
Then, I was sent to Leipzig by Train to the Fruehjahrs-Messe, our Models had been shipped ahead of time. At the day of the opening for the “Officials”, I had to translate a conversation between our Sales-Manager and Walter Ulbricht, the Top-Man of the DDR. He was an evil looking man. Of course, there were no sales as the DDR had no hard currency for Motorcycles.
I met my parents and all my friends from home. It was a wonderful time.
Back in B’Ham, we got ready for the IOM TT-Races, Tom Phillis and our Domi-Racer.
It was here, during the TT, we found out, Norton Motors was to be closed up.
At the Factory I was introduced to our US-Importer and distributor, Mr. Joe Berliner, of Berliner Motor Corporation, New Jersey USA, and he made me a job-offer, I accepted, knowing the fact that the end of the factory was near.
There was one more Trip for me to Bruenn, Czecho-Slovakia, for another Messe
For that I rebuilt my ratty looking Bike and made it look real pretty. This ride to Bruenn was also another real test: was my bike “Autobahn-fest “ ??? Yes, it was.
However, on the Autobahn on the way back from Vienna to Salzburg, the Engine seized up. Bad Petrol from Bruenn, my mistake and lost about 20mph form the top end. I made it back to B’Ham without any further problems.
At the Earls Court show in London, I met Michael Berliner, we finalized the details for my new job, airline ticket etc.
Later, I packed my tools etc. and left England for New Jersey, USA, Dec. 21st, 1962.
The bitter end came early 1963.
It was also the End of glorious Era of Norton Motors Brace Bridge Street.
The famous “Green Door “ had been closed forever.
AT BERLINER MOTOR CORPORATION IN NEW JERSEY
Settled in real quick and prepared for Daytona Florida for the traditional big motorcycle show. Also, at the Races, Speedweek, it was an eye opener for me. The Daytona-Speedway was awesome. I was privileged to get a ride around the track in a car. The EAST and WEST BANKS are so steep, they say it is impossible to walk on it. We all had a great time.
Back in New Jersey, we prepared for Norton Dealer Service Schools, which were held all over the USA, British Columbia, and Puerto Rico, to familiarize dealers with the Norton-Line.
Got sent back to AMC-Plumstead to learn about the new Norton Model, the P10. It was a bad design.
Back in NJ, Mr. Joe Berliner received very good test reports from AMC about the P10 and he decided to have it flown over to NJ for me to road test it, which I did and gave him my findings. The P10 was not a Norton, it was a motorcycle with the Norton name on the Petrol tank and the P10 line was discontinued. And then came the replacement, the 750 Commando Fastback, a handsome and modern looking bike. But it turned into a nightmare, which I will never forget. It was so bad, I refused to really test ride it because of Frame breakage behind the steering head and the front end just took off by itself. It handled like a “limping Camel”, because of the ISO-system and the S/A Pin System. The whole situation had gotten so bad the factory sent over 2 mechanics to change frames, but eventually all the crates with Commandos in it were sent back. With no drive line shock absorbers, the gear box sleeve gear and the L/S gear just broke, locked up or exploded. To replace the whole gearbox was pure hell, but my cutting torch made it easy.
In the meantime, we also became Moto-Guzzi Importer and on my way to the factory to familiarize myself with the V-7 Guzzi, I stopped over in London. At AMC, with the Commando Engineers and Designers, we talked about the problems with the Commandos. “Our testers never reported such problems” I was told. I think their test riders probably knew about it and so never really tried because of injury or death. But soon, the Commando Team made a lot of changes and the Commando models became best sellers. Soon, AMC opened up a factory-branch in California and Berliner lost the Importership.
At Moto-Guzzi, I was shown around the factory. Old, but nice with modern machinery. Got familiar with the V-7 Model. Just before my departure, Engineer Tonti showed me a building with all the models and experimental engines Guzzi had ever built. All I can say, whatever engine design you can think of, from very old or to very modern, Guzzi had an engine on the shelf. Also the fabulous Guzzi V-8 500 GP Machine was there, absolutely complete, with dustbin fairing and bugs on it.
Back in NJ and getting ready for Daytona, a surprise crate arrived from Moto-Guzzi: the fabulous V-8, ready to go, with strict instructions that nobody, but my college and friend Reno Leoni, our Ducati man, and myself were to ride it. A quick check of the bike, we started it up and rode it on a back street just outside our company. It felt very fast, had a beautiful exhaust-tone. It was pure engineering excellence and it was ready for a demonstration ride at Daytona-Speedway, and not at 50 MPH either.
This dream-ride did not come true, due to some lies being circulated in a European motorcycle magazine, that and “important person” had tested the fabulous V-8 on the streets of New Jersey. Because of that we had to ship it back immediately.
This very same bike, with Dicky Dale or Bill Lomas on it at Assen, was clocked at 275 KM per H back in 1956. 50 years or so later, today’s GP Bikes go 296 KM per H or so. So what’s the big deal?
End of V-8 Story.
In between of all the things to do, I built and developed a Domi 500 Twin for GP Racing, based on the factory Domi Racer. My bike was very fast, held the Number 1 Plate until retirement in the late 60’s. It competed in the 1967 World Championship Race in Canada where it qualified 6th fastest and finished in 6th place and First place Private Entry, against M. Hailwood on the Honda-4 and G. Agostini on the MV-3. The first 5 places were all Factory entries.
I am retired now, live in New Mexico (USA) and still ride my Domi for pleasure on the racetrack and having great fun.
This concludes my “Life Story” with Norton, which started with my 1932 Norton International way back in 1956 in the DDR.
Life with Norton has been good and still is.
CHEERS,
Heinz Kegler
It all started in 1954. I had a good job at Zeiss, Jena DDR, East Germany. My friends spread the “word” that I was looking for a motorcycle. There were only new MZs, AWO-Suhls, EMWs and CZs available. But those were not Motor cycles in my book only 500er I would consider. A friend had a 500er or 600er NSU Koenigswellen bike, very beautiful but not for sale. The OSL-series were also very nice, but not available. Old BMWs and Zuendapp-Boxer were out of the question. A close friend told me, an old Norton International 500 was for sale in Apolda, a neighbouring town, but very expensive.
Three of us went on an old NSU, V-Twin, with Belt rear drive, Side car machine. Up hill we had to get off and push. Well, we got there and met the Owner, a huge Man, a Butcher by profession in the Apoldaer Schlachthof. He looked at me and told me he would not sell the Norton, because I was not strong enough. I was 20 years old, 188cm gross and maybe 85kg. But he showed us his bike.
There was the Norton, leaning against a wall, with her best side in the Sunshine.
“Erster Blick, erste Liebe”. I had to have it. My friend (with the NSU) talked to the man off to the side. The Butcher gave me two weeks to find the money. 600,00 DM official sales price and 3000,00 DM under the table. That was a lot of money for me with an hourly pay of 1,45 DM.
Back home in my little town I talked to people about loaning me the money and somebody talked to my Dad who loaned me 2000,00 Marks, but with the promise to make weekly payments. I had saved the rest from before. One week later I had my very first Motorcycle, a Norton International 500, and my whole life and future was changed forever. What I bought was a 1932, 500er Norton International CS1 (in the papers),
with solid bronze head, 4-speed Sturmey-Archer foot shift close ratio racing gear box but with Kickstarter. No stand, head and taillight, a dead battery, no muffler, no mag-dyno but a BTH racing Magneto, no Tach and no Speedometer, 21’ front Tyre, 20” rear, both were not very good.
And now, we had to do a real rebuild: Bosch Magdyno, a good wire harness, stand, all the Bowden cables and a silencer. Luckily, the TUEV did not exist yet. Later I found out my bike was a road racing machine that was left behind just before the 2nd War.
My Norton was very fast, but difficult to ride in slow corners, 1st gear too many RPMs, 2nd gear not enough. From 2nd to 3rd to 4th was perfect. My schoolmate and I joined the Zeiss Motor sport club. Then at an event, it happened. too fast into a corner, bad brakes, down shifted quickly and I lost a few teeth of my 1st gear Main shaft. Back then everybody knew somebody who could help you. So, a few weeks later, I had a new gear and a spare gear, just in case.
In 1956, the DDR Motor sport club organized a European Motor sport Rally (cars and motorcycles), with Start and Finish in Leipzig, and our Carl Zeiss Club participated. The Rules were very simple, who ever collected the most points through various checkpoints in Cities, Towns and Villages within 24 hours, was the winner. My official number-plate was #315. Our initial starting point was Eisenach, at Midnight. From there on the Autobahn, Hermsdorfer Kreuz, Fruehstueck, then Leipzig, for the official start. Shortly before the Starting Ceremony, at a Petrol station, there was a Norton rider from Muenchen on a Domi 88, Featherbed. Wow, what a bike. We just waved at each other.
At the Starting Area, there were so many Bikes from all over Europe and the BDR, all with Tele-Forks and rear suspension. My Sozius-Fahrer and Ballast said: we won’t have a chance against those Bikes !! After the Ceremony, went through the check point for the official starting time and off we went, following our battle plan. Then lots of rain. That is good for us and my Inter. I had heard, that Bikes with full suspension did not handle too well in the wet and on Cobblestones. I had heard right. They were all riding
“wie Anfaenger” . The whole Rally turned into a mad Road-Race on the streets through the DDR.
On the Autobahn back to Leipzig from Naumburg, my primary chain broke, quickly repaired, but our margin of time was getting very small. But we made it just in time, barely. Then, there was a Bonus slalom run against time and penalty points. The Man from Muenchen was there. Very fast, almost dropped it coming out of the last turn. My run, very slow (no steering lock), but no Penalty points. The race had ended.
Then, we went to our assigned Zimmer. A very nice old lady greeted us, we washed up, changed clothes, called a Taxi and went to the Siegerehrung at a huge Sportspalast. Alles war ganz grossartig Aufgezogen und organisiert. The DDR was truly a Super power in Sports
My friend Manfred (my Ballast) and I met the Man from Munich (Paul Wisee) and sat together with lots of good Bier and good Food, and of course we talked “Norton”
And then, the official Siegerehrung for Motorcycles :
First place and overall winner : Paul Wisee, Munich, Norton (Sieger-Kranz ,Gold –medal etc).
Second Place overall and First Place DDR-winner : Heinz Kegler / Manfred Weimert, Norton, Motor sport club Carl Zeiss, Jena ( Gold-medal and commemorative medal)
Well, now we all had a good reason to celebrate even more. The Rally was over.
Next morning, we met one more time and Paul let me ride his Domi 88. Wow. I just had to have one of them. That’s all there was to it. So, 1957 Manfred and I went to Frankfurt with my Norton, taking our Urlaub, and just stayed there. As a Truck driver in the construction industry, I made good money and bought Paul’s 88. I wanted to go back to the DDR but the Iron curtain came down, so I stayed there ( I would have had the fastest Bike in the DDR). Took part in most Elefanten Treffen and other activities.
The engine was getting very tired and a repair job was too expensive for me. So, Herbst 1958 I took my Urlaub and off I went to Aachen, Calais to Dover, stayed there for the night in a B&B. Next morning, off to Maidstone and London. There I got lost in the Marble Arch area and a Brit-Biker on a BSA-Twin took me to the right road to Birmingham, I thanked him and I arrived in Birmingham at Norton Motors, Bracebridge Street, in the late afternoon. Wow, Norton motors!!!
The Factory, that built legendary Motorcycles. There I met a well dressed gentleman, Bob Collier, and with my school English, I explained what my Engine needed. He gave me his briefcase, he got on it, with me on the back and I just had time to yell into his ears “no brakes”. Five minutes later we were at his house. This was a real TESTRIDE.
Met his family and was invited to stay at his house, I accepted and thanked them. Unpacked my tank bag, shaved washed up, changed clothes and had a wonderful dinner.
Next morning, back to Norton Motors on my bike. Bob spoke with a few people, a mechanic came and took my bike to the Service department. Then a quick tour through the factory. Very, very old. Bob was a Factory Tech and a Sales Rep for the South-East of England. Bob asked me to go along with him on sales calls while my bike was being worked on.
There, in the South-East we visited all the Norton dealers and I met all the “Greats”, like Harold Daniels, Syd Lawton and others. Wonderful people.
Friday afternoon, back to B’Ham and spent a beautiful weekend with sight seeing.
Monday morning, at the Factory, my Domi was ready including a used (new to me)
Front wheel with an 8” Brake and Tyre. Ganz toll. Cost,…. everything was free only a Queen’s Tax. I did not understand, so I gave Bob a bundle of British Pounds. He took 2 Pounds and gave me change. I thanked him but I wanted to pay something. He hinted to me to give the mechanic a tip (Drinkgeld). So, I stuffed a 5 Pound note into his pocket and thanked him also. (Not knowing that 5 Pounds was about 1 ½ weeks wages).
Time for me to go and as we said our Good Byes and on my way out und so ganz nebenbei Bob offered me a job at Norton. I accepted. He said “good, then I’ll see you next year in Scotland for the Scottish 6-Days Trial” and we parted.
Back in Frankfurt, Manfred was all for it and would send all my stuff once I knew where I would end up.
Next year Spring, off I went for Fort Williams, Scotland where I met Bob and his Family at a Campground. Bob was also a Factory Trials rider on a 250 Norton Jubilee Twin with a Watsonian Bambini Side car only for testing purposes. We had a wonderful time. Those Trial-riders are real artists.
A week later, we were back in B’ham and 3 weeks after that I had my work permit.
I started my new Job at Norton Motors.
My first day at Norton, I had no idea what I was going to do. Maybe as a Tea-boy or as
a clean-up Boy. Bob took me to the experimental Department, introduced me to Brian Stimpson, the boss, and to the other testers who were waiting for me. Brian pointed at this 350 Navigator, it’s your test bike. OK, quick routine check, changed into my leathers and off we went.
I had to learn real quick how to ride in the rain through the British countryside and of course on unfamiliar roads. I thought those guys were crazy!
Those were the last tests on the Navigator for Mass production.
Next day, every body was by himself. All I had with me was a map and the Factory’s Phone number. Then on my way back, the motor exploded, or so I thought and the engine turned into a single cylinder. No mechanical noises, nothing was rattling. There was good compression on the left cylinder, nothing on the right cylinder. Removed both plugs, kicked the engine, no mechanical noises. Then I found the right piston did not move at all, it was always at TDC. OK, broken connecting rod, but no hole in the crankcase, that is impossible. Any way I rode my “Super mono” to the next Petrol station and called the factory and told Brian, the Boss, what had happened. One hour later, Bill Harris also a tester, came to pick me up. Back at the Experimental Department, every Tester had their engines apart, the pistons out and numbered. The Engineers and Designers were discussing things and they all were waiting for me to take my engine apart to find out what had happened. And there it was, the piston crown had separated from the skirt, right at the oil ring groove. The skirt was perfectly attached to the connecting rod, and therefore no mechanical noises and no signs of over reving, the Valves were not even bent.
My ride on a “real bike”, a 650 SS, a real experimental Bike, not for production.
Next morning in the office, (I thought about my marching papers back to Frankfurt) my Boss asked me for details, indications or signs just before the engine blew up because we could not find any traces of abuse.
Then he said, take all the pistons and this 650 SS, Hepolite is waiting for you. At Hepolite, I handed over the pistons and on my way back to B’Ham, I gave the Bike the big Hammer, knapp 200Km/std. Very fast for the 1960s, a real Super bike. It was to be my Test bike from now on.
( Later on, I installed more improvements, heavier connecting rods, double speed oil pump with pressure feed to the rocker arms, better crank case ventilation, very light flywheel, servo-clutch, 12v elect. System, eine Art lenker stummel, high performance exhaust system and lots of other little items.
All this was under test for a new generation of 650SS Models. Sadly, Norton Motors closed up early in 1963 and AMC-London never continued the development).
The test report from Hepolite: all the 350 pistons had hairline cracks at the oil ring grooves and the Production of the 350 Navigator was delayed until new and improved pistons were made.
Then, I was sent to Leipzig by Train to the Fruehjahrs-Messe, our Models had been shipped ahead of time. At the day of the opening for the “Officials”, I had to translate a conversation between our Sales-Manager and Walter Ulbricht, the Top-Man of the DDR. He was an evil looking man. Of course, there were no sales as the DDR had no hard currency for Motorcycles.
I met my parents and all my friends from home. It was a wonderful time.
Back in B’Ham, we got ready for the IOM TT-Races, Tom Phillis and our Domi-Racer.
It was here, during the TT, we found out, Norton Motors was to be closed up.
At the Factory I was introduced to our US-Importer and distributor, Mr. Joe Berliner, of Berliner Motor Corporation, New Jersey USA, and he made me a job-offer, I accepted, knowing the fact that the end of the factory was near.
There was one more Trip for me to Bruenn, Czecho-Slovakia, for another Messe
For that I rebuilt my ratty looking Bike and made it look real pretty. This ride to Bruenn was also another real test: was my bike “Autobahn-fest “ ??? Yes, it was.
However, on the Autobahn on the way back from Vienna to Salzburg, the Engine seized up. Bad Petrol from Bruenn, my mistake and lost about 20mph form the top end. I made it back to B’Ham without any further problems.
At the Earls Court show in London, I met Michael Berliner, we finalized the details for my new job, airline ticket etc.
Later, I packed my tools etc. and left England for New Jersey, USA, Dec. 21st, 1962.
The bitter end came early 1963.
It was also the End of glorious Era of Norton Motors Brace Bridge Street.
The famous “Green Door “ had been closed forever.
AT BERLINER MOTOR CORPORATION IN NEW JERSEY
Settled in real quick and prepared for Daytona Florida for the traditional big motorcycle show. Also, at the Races, Speedweek, it was an eye opener for me. The Daytona-Speedway was awesome. I was privileged to get a ride around the track in a car. The EAST and WEST BANKS are so steep, they say it is impossible to walk on it. We all had a great time.
Back in New Jersey, we prepared for Norton Dealer Service Schools, which were held all over the USA, British Columbia, and Puerto Rico, to familiarize dealers with the Norton-Line.
Got sent back to AMC-Plumstead to learn about the new Norton Model, the P10. It was a bad design.
Back in NJ, Mr. Joe Berliner received very good test reports from AMC about the P10 and he decided to have it flown over to NJ for me to road test it, which I did and gave him my findings. The P10 was not a Norton, it was a motorcycle with the Norton name on the Petrol tank and the P10 line was discontinued. And then came the replacement, the 750 Commando Fastback, a handsome and modern looking bike. But it turned into a nightmare, which I will never forget. It was so bad, I refused to really test ride it because of Frame breakage behind the steering head and the front end just took off by itself. It handled like a “limping Camel”, because of the ISO-system and the S/A Pin System. The whole situation had gotten so bad the factory sent over 2 mechanics to change frames, but eventually all the crates with Commandos in it were sent back. With no drive line shock absorbers, the gear box sleeve gear and the L/S gear just broke, locked up or exploded. To replace the whole gearbox was pure hell, but my cutting torch made it easy.
In the meantime, we also became Moto-Guzzi Importer and on my way to the factory to familiarize myself with the V-7 Guzzi, I stopped over in London. At AMC, with the Commando Engineers and Designers, we talked about the problems with the Commandos. “Our testers never reported such problems” I was told. I think their test riders probably knew about it and so never really tried because of injury or death. But soon, the Commando Team made a lot of changes and the Commando models became best sellers. Soon, AMC opened up a factory-branch in California and Berliner lost the Importership.
At Moto-Guzzi, I was shown around the factory. Old, but nice with modern machinery. Got familiar with the V-7 Model. Just before my departure, Engineer Tonti showed me a building with all the models and experimental engines Guzzi had ever built. All I can say, whatever engine design you can think of, from very old or to very modern, Guzzi had an engine on the shelf. Also the fabulous Guzzi V-8 500 GP Machine was there, absolutely complete, with dustbin fairing and bugs on it.
Back in NJ and getting ready for Daytona, a surprise crate arrived from Moto-Guzzi: the fabulous V-8, ready to go, with strict instructions that nobody, but my college and friend Reno Leoni, our Ducati man, and myself were to ride it. A quick check of the bike, we started it up and rode it on a back street just outside our company. It felt very fast, had a beautiful exhaust-tone. It was pure engineering excellence and it was ready for a demonstration ride at Daytona-Speedway, and not at 50 MPH either.
This dream-ride did not come true, due to some lies being circulated in a European motorcycle magazine, that and “important person” had tested the fabulous V-8 on the streets of New Jersey. Because of that we had to ship it back immediately.
This very same bike, with Dicky Dale or Bill Lomas on it at Assen, was clocked at 275 KM per H back in 1956. 50 years or so later, today’s GP Bikes go 296 KM per H or so. So what’s the big deal?
End of V-8 Story.
In between of all the things to do, I built and developed a Domi 500 Twin for GP Racing, based on the factory Domi Racer. My bike was very fast, held the Number 1 Plate until retirement in the late 60’s. It competed in the 1967 World Championship Race in Canada where it qualified 6th fastest and finished in 6th place and First place Private Entry, against M. Hailwood on the Honda-4 and G. Agostini on the MV-3. The first 5 places were all Factory entries.
I am retired now, live in New Mexico (USA) and still ride my Domi for pleasure on the racetrack and having great fun.
This concludes my “Life Story” with Norton, which started with my 1932 Norton International way back in 1956 in the DDR.
Life with Norton has been good and still is.
CHEERS,
Heinz Kegler
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