jerrykap
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Hi all, I was asked by sideburn magazine, an internet publication that comes out quarterly, to do a short piece on the creation of the P11 prototype. Here's what I came up with. Please feel free to add your comments or additional knowledge. Thanks for looking.
How And Why The Norton P11 Prototype Was Created
By Jerry Kaplan, Davis, CA
As an owner of a Norton P11A that I purchased brand new in May of 1968, I've long had a special regard for these unique Norton hybrids. I find almost every detail surrounding these often misunderstood machines fascinating. Because of that, I've been fortunate enough to have amassed a fair amount of early history of the development of these terrifically potent “Street Scramblers”. They were born out of necessity to win races in the off road environments of the North American continent. However, the tale of the prototype creation begins in the deserts of southern California.
The United States of America was quite a different place 45 years ago. Gone were the conformist days of the 50's, giving way to a sense of unbridled possibilities. The space race was on and a sense of fun and adventure seized the U.S. One of the ways that new spirit manifested itself was in the dramatic increase in motorbike sales. Many new riders, both young and mature, relished the freedom and exhilaration. A large numbers of riders became passionate off road riders. particularly in the wide open West where the arid conditions created vast desert areas that were open to all. Many clubs and social groups formed in order to promote sanctioned competitions, such as hare and hound scrambles, that helped bring more and more participants into the fold. Fields of many hundreds of riders at the starting line were not uncommon. Those were heady times for motorbike dealers and riders alike.
Innovation played a huge role in successful off road racing. There was no preordained formula worked out, other than more power, lighter weight, stronger frames & wheels and suspension that really worked. In terms of development the rule books were very accommodating. Rider fitness and skill level also had to be considered at the highest levels as these were demanding events lasting several hours, requiring stamina, endurance and skill.
As cream rises to the top, by the early to mid-1960's the favored rides of the winning competitors were mostly on British bikes. The Triumph 650 and 500cc twins were often the bike to beat as they bulked up the starting grids in large numbers. The other British Marques were represented as well, AJS, Matchless, BSA, Grieves, Cotton, Royal Enfield, Velocette, Norton, etc, but in far smaller numbers. There was also a new influx of imported machines from Japan, Sweden and Eastern Europe that were to make a lasting impression and eventually eclipse all that had come before.
This is the fertile ground that the P11 Prototype was born into: ZDS Motors was the West Coast distributor for Berliner Motor Corporation. ZDS stood for Zundap, Ducati and Sachs. All these marques were being imported by Berliner Motors along with Norton, Matchless & AJS machines. Bob Blair was the proprietor of ZDS and his right hand man and ace fabricator was a genial, charming fellow by the name of Steve Zabaro. They realized that the technically proficient but underpowered Matchless G85CS and the powerful but too heavy Atlas Scrambler and N15's, might combine well together and lead to greater success in off road events along with a beneficial increase in sales. How right they were!
Bob B. and Steve Z. set about creating just this sort of desert sled. They utilized Steve's then nearly new G85CS and a brand new N15 as donor bikes and set about combining the best features of both into what was to become the Norton P11. Keeping the Reynolds 531's high strength, low weight frame (called chrome molly in the U.S.) the magnesium rear hub along with forks, wheels, seat, handlebars and most of the cycle parts from the G85CS, they managed to fabricate alloy adapter plates that would accommodate the Mighty 750cc twin with the AMC gearbox, taken out of the N15CS, into their new hybrid. No easy feat, as maintaining proper chain alignment for the final drive was essential. An intricate system of frame spacers (distance pieces in Brit speak) were utilized to this end. In addition a custom alloy oil tank and high level exhaust pipes were fabricated
The resulting prototype machine proved to be exactly what they were hoping to create: a lighter, faster more controllable desert racing thoroughbred. That, as a factory recreated production model in the hands of San Gabriel Valley Motor Cycle club's Mike Patrick, went on to become heavyweight class champion in the incredibly hot cauldron of American Motorcycle Association District 37 off-road championship. Hotly contested by many of the legendary greats of that era such as Bud and Dave Eakins, J.N. Roberts, Steve Hurd, Malcolm Smith and Harvey Mushman (actually the late great “King of Cool” Steve McQueen, who was forbidden by his studio contracts to race motor bikes, hence his alter ego).
Here's what Mike had to say about his prototype experience: “Then along came the prototype of the P11. Tom (Tiny) Maxwell and I took the prototype out to the desert for a week of bashing and the bike worked perfectly. I was nursing a shoulder from a crash and Tom and I took a week off from racing and went to the desert to run the crap out of it. They (ZDS) were in a hurry to send it back to England. I tried to race it that Sunday, but the difference in racing and what we call cow trailing is not even in the same world. I made it to the smoke bomb and had to stop, my shoulder was killing me. So I put the prototype in the truck and took it back to ZDS and told Bob Blair not to change anything. Guess what? They did, but it was OK, the big P11 was an ass kicker and I won lots and lots of races on it. “
In November 1966, Bob Blair, Bob Budschat (the Seattle area distributor for ZDS) and Mike Berliner (younger brother of Joe Berliner, the US importers of Norton and other European motorcycles) went to London to display the prototype at the annual Earls Court trade show where it was seen by Dennis Poore, the new owner of Norton Villiers.
It did indeed go into production as a 1967 model with a great number of changes from the simplicity of the concept bike. One of the first factory assembled models (121013) delivered to Berliner Motors was rushed out to ZDS where it was given to Mike Patrick to modify into what became his championship bike. I'm proud to say I am now the current custodian of this fire breathing dessert sled and dinosaur as these big heavyweight twins have been surpassed by technology long ago.
What finally became of the original prototype is well known but the details are largely unknown by me. I'm hoping interest in this article will bring forward new material to complete this history.
Somehow the prototype returned to the US after Norton Villiers had a chance to study it with an eye towards production. It became the property of Domi Racer, a Cincinnati, OH based motorcycle parts business, where it was again purchased by an English fellow who is now keeping it to himself somewhere around London. The production models spanned a period from March of 1967 through November 1968 in 3 distinct variants. About 2,500 units were produced alltogether with the vast majority going to North America and some to Australia and Sweden. But there can be only one original prototype.
Thanks to all my P11 mates who have contributed to this accumulation of specialized knowledge: In particular Anthony Curzon in Croydon, UK, Dean Nissen in Seattle, WA, Steve Blair in CA, Steve Zabaro in Bigfork MT, and Mike Patrick in Sumner, IL
Oct. 2, 2015
How And Why The Norton P11 Prototype Was Created
By Jerry Kaplan, Davis, CA
As an owner of a Norton P11A that I purchased brand new in May of 1968, I've long had a special regard for these unique Norton hybrids. I find almost every detail surrounding these often misunderstood machines fascinating. Because of that, I've been fortunate enough to have amassed a fair amount of early history of the development of these terrifically potent “Street Scramblers”. They were born out of necessity to win races in the off road environments of the North American continent. However, the tale of the prototype creation begins in the deserts of southern California.
The United States of America was quite a different place 45 years ago. Gone were the conformist days of the 50's, giving way to a sense of unbridled possibilities. The space race was on and a sense of fun and adventure seized the U.S. One of the ways that new spirit manifested itself was in the dramatic increase in motorbike sales. Many new riders, both young and mature, relished the freedom and exhilaration. A large numbers of riders became passionate off road riders. particularly in the wide open West where the arid conditions created vast desert areas that were open to all. Many clubs and social groups formed in order to promote sanctioned competitions, such as hare and hound scrambles, that helped bring more and more participants into the fold. Fields of many hundreds of riders at the starting line were not uncommon. Those were heady times for motorbike dealers and riders alike.
Innovation played a huge role in successful off road racing. There was no preordained formula worked out, other than more power, lighter weight, stronger frames & wheels and suspension that really worked. In terms of development the rule books were very accommodating. Rider fitness and skill level also had to be considered at the highest levels as these were demanding events lasting several hours, requiring stamina, endurance and skill.
As cream rises to the top, by the early to mid-1960's the favored rides of the winning competitors were mostly on British bikes. The Triumph 650 and 500cc twins were often the bike to beat as they bulked up the starting grids in large numbers. The other British Marques were represented as well, AJS, Matchless, BSA, Grieves, Cotton, Royal Enfield, Velocette, Norton, etc, but in far smaller numbers. There was also a new influx of imported machines from Japan, Sweden and Eastern Europe that were to make a lasting impression and eventually eclipse all that had come before.
This is the fertile ground that the P11 Prototype was born into: ZDS Motors was the West Coast distributor for Berliner Motor Corporation. ZDS stood for Zundap, Ducati and Sachs. All these marques were being imported by Berliner Motors along with Norton, Matchless & AJS machines. Bob Blair was the proprietor of ZDS and his right hand man and ace fabricator was a genial, charming fellow by the name of Steve Zabaro. They realized that the technically proficient but underpowered Matchless G85CS and the powerful but too heavy Atlas Scrambler and N15's, might combine well together and lead to greater success in off road events along with a beneficial increase in sales. How right they were!
Bob B. and Steve Z. set about creating just this sort of desert sled. They utilized Steve's then nearly new G85CS and a brand new N15 as donor bikes and set about combining the best features of both into what was to become the Norton P11. Keeping the Reynolds 531's high strength, low weight frame (called chrome molly in the U.S.) the magnesium rear hub along with forks, wheels, seat, handlebars and most of the cycle parts from the G85CS, they managed to fabricate alloy adapter plates that would accommodate the Mighty 750cc twin with the AMC gearbox, taken out of the N15CS, into their new hybrid. No easy feat, as maintaining proper chain alignment for the final drive was essential. An intricate system of frame spacers (distance pieces in Brit speak) were utilized to this end. In addition a custom alloy oil tank and high level exhaust pipes were fabricated
The resulting prototype machine proved to be exactly what they were hoping to create: a lighter, faster more controllable desert racing thoroughbred. That, as a factory recreated production model in the hands of San Gabriel Valley Motor Cycle club's Mike Patrick, went on to become heavyweight class champion in the incredibly hot cauldron of American Motorcycle Association District 37 off-road championship. Hotly contested by many of the legendary greats of that era such as Bud and Dave Eakins, J.N. Roberts, Steve Hurd, Malcolm Smith and Harvey Mushman (actually the late great “King of Cool” Steve McQueen, who was forbidden by his studio contracts to race motor bikes, hence his alter ego).
Here's what Mike had to say about his prototype experience: “Then along came the prototype of the P11. Tom (Tiny) Maxwell and I took the prototype out to the desert for a week of bashing and the bike worked perfectly. I was nursing a shoulder from a crash and Tom and I took a week off from racing and went to the desert to run the crap out of it. They (ZDS) were in a hurry to send it back to England. I tried to race it that Sunday, but the difference in racing and what we call cow trailing is not even in the same world. I made it to the smoke bomb and had to stop, my shoulder was killing me. So I put the prototype in the truck and took it back to ZDS and told Bob Blair not to change anything. Guess what? They did, but it was OK, the big P11 was an ass kicker and I won lots and lots of races on it. “
In November 1966, Bob Blair, Bob Budschat (the Seattle area distributor for ZDS) and Mike Berliner (younger brother of Joe Berliner, the US importers of Norton and other European motorcycles) went to London to display the prototype at the annual Earls Court trade show where it was seen by Dennis Poore, the new owner of Norton Villiers.
It did indeed go into production as a 1967 model with a great number of changes from the simplicity of the concept bike. One of the first factory assembled models (121013) delivered to Berliner Motors was rushed out to ZDS where it was given to Mike Patrick to modify into what became his championship bike. I'm proud to say I am now the current custodian of this fire breathing dessert sled and dinosaur as these big heavyweight twins have been surpassed by technology long ago.
What finally became of the original prototype is well known but the details are largely unknown by me. I'm hoping interest in this article will bring forward new material to complete this history.
Somehow the prototype returned to the US after Norton Villiers had a chance to study it with an eye towards production. It became the property of Domi Racer, a Cincinnati, OH based motorcycle parts business, where it was again purchased by an English fellow who is now keeping it to himself somewhere around London. The production models spanned a period from March of 1967 through November 1968 in 3 distinct variants. About 2,500 units were produced alltogether with the vast majority going to North America and some to Australia and Sweden. But there can be only one original prototype.
Thanks to all my P11 mates who have contributed to this accumulation of specialized knowledge: In particular Anthony Curzon in Croydon, UK, Dean Nissen in Seattle, WA, Steve Blair in CA, Steve Zabaro in Bigfork MT, and Mike Patrick in Sumner, IL
Oct. 2, 2015