Wiki Entry Unduly Harsh

===Mk1 750 cc===
[[File:Norton Commando 750.jpg|thumb|Norton Commando 750 Interstate model with its distinctive large touring size petrol tank.]]
The Norton Commando was introduced in 1967 at the [[Earls Court Exhibition Centre|Earls Court Show]]. The first production machines completed in April 1968 had bending frame problems, removed with the introduction of an improved frame in January 1969.

There were numerous other design problems which were gradually addressed over the years, although some persisted to the end. The early clutches could not handle the engine torque, and two small internal pins would shear off, leading to severe slippage (later resolved). The side-stand tended to break off, leaving a hole in the frame beneath the engine, while the center-stand was too short to provide good support for the motorcycle, dragged on the pavement, and tended to break in half (both later improved). The engine rubber mounting system, which isolated the rider from vibration very well, left the engine to its own devices, and it shook like a commercial paint can shaker, gradually destroying anything attached to the engine.

The rocker arm oil supply pipe was steel, and would fracture from vibration (later improved). The head steady would also fatigue and fracture from vibration (later improved). The Amal carbs had float needle leakage from vibration, which led to flooding and fires, exacerbated by having the ignition points located under the right hand carb (relocated to the right side of the engine after the first year). And the carburetors wore out quickly from vibration (persistent problem).

The points advance mechanism would take a set and stick in the advanced position, resulting in a very fast idle (never resolved). The main bearings were of two types, ball and roller. The main roller bearing would gall at high revs, leading to main bearing failure (resolved after the Combat model debacle). The threaded aluminum knobs holding the seat would strip, leaving the seat loose (never resolved). The chain guard mount would fracture (later improved).

The exhaust pipe manifold nuts were problematic to the end, loosening from vibration no matter how tightly they were fastened, leading to a ruined cylinder head and constant rattling of the header pipes. The brake light switches were unreliable, leading at times to no brake light indicator (front was improved with disc brake). The steering head bearings were ball-type, and took a permanent set under the bearing pre-load, leading to weaving at speed (later switched to roller bearings). There was a rear chain oiler which covered the rear wheel in oil, and had to be pinched off by the owner.

The speedometer drive mechanism operated from the rear wheel, with a long cable to the speedometer. This drive mechanism wore out very quickly, as did any replacement, leading to no speedometer reading (never resolved). The early tachometer drive jutted from the right side of the engine, and was vulnerable to being struck and snapped off (relocated to front of engine). The primary chain tensioning bolt tended to loosen at inconvenient times. The rear chain adjusting bolts pushed, rather than pulled, the rear axle, and would bend, making them difficult to turn. Nor were there index marks to allow equal axle positioning on the right and left side of the swing arm. The ignition switch mount would break from vibration (later relocated). It would be interesting to know how many buyers were injured or killed by one or more of these flaws.

The original model, called the 'Fastback' was joined by the scrambler style 'S Type' which had a high level left-side exhaust and a 2.5-gallon (11 L) petrol tank. The first Commandos had a [[Twin leading drum brake|twin-leading-shoe]] front drum brake.

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, Hampshire|Andover]]; with the Test Department in an aircraft hangar on [[Thruxton Circuit|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.

The production racer, featuring a tuned engine, front disc brake and finished in bright yellow, was known as the 'Yellow Peril'. In March to June 1970 the updated S called the 'Roadster' had the ''750 cc'' 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.

The ‘Combat’ engine was introduced in January 1972 saw the appearance of the ‘Mk4 Fastback’, updated ‘Roadster’ and the ‘750 Interstate’. The ‘Combat’ delivered {{convert|65|bhp}} at 6500&nbsp;rpm <ref>{{Norton Commando Owners Workshop Manual published by Haynes ISBN 978-0856961250}}</ref> with a 10:1 compression ratio, but the stressed ''750&nbsp;cc'' 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 [[Birmingham Small Arms|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.

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.

Click to expand...

Yet If all I'd ever experienced were 850's then I'd not ever given a 2nd thot to sticking with Norton foolishness.

Click to expand...

Biscuit said:

Petty good read actually. It's funny though, we all talk here on the forum about fixing this, redesigning that, improvements we make to particular long standing problems. We make them more reliable and talk about doing to our machines what the factory should have done. Let some out sider talk trash about them though and that's, that's, well that's fightin' words! And that's how it should be!

Click to expand...

lcrken said:

I read it. Looks pretty straightforward to me. What part makes you think he hates Commandos?

Ken

Click to expand...