Military Motorcycle Loan
Military Motorcycle Loan
Norton is a British motorcycle marque, originally from Birmingham, founded in 1898 as a manufacturer of "fittings and parts for the two-wheel trade". By 1902, they had begun manufacturing motorcycles with bought-in engines. In 1908, a Norton-built engine was added to the range. This began a long series of production of single and eventually twin-cylinder motorcycles. When major shareholders started to leave Norton in 1953, the company went bankrupt and Associated Motor Cycles bought the shares. In late 2008, Stuart Garner, a UK businessman, bought the rights to Norton and relaunched Norton in its Midlands home at Donington Park where it will develop the NRV588 racer, a machine styled after the Norton Commando, and a new range of Norton motorcycles, with options including 1200 cc Superbike, and 750 cc Supersport variants.
Beginnings
The original company was formed by James Lansdowne Norton (known as "Pa") at 320, Bradford Street, Birmingham in 1898. In 1902, Norton began building motorcycles with French and Swiss engines. In 1907, a Norton ridden by Rem Fowler won the twin-cylinder class in the first Isle of Man TT race, beginning a sporting tradition that went on until the 1960s. The Isle of Man Senior TT, the most prestigious of events, was won by Nortons ten times between the wars and then every year from 1947 to 1954. The first Norton engines were made in 1908, beginning a line of side-valve single cylinder engines which continued with few changes until the late 1950s.
The first Norton logo was a fairly simple, art nouveau design, with the name spelled in capitals. However, a new logo appeared on the front of the catalogue for 1914, which was a joint effort by James Lansdowne Norton and his daughter Ethel. It became known as the "curly N" logo, with only the initial letter as a capital, and was used by the company thereafter, first appearing on actual motorcycles in 1915. Ethel Norton also did some testing of her father's motorcycles. In 1913 the business declined. R.T. Shelley & Co., the main creditors, intervened and saved it. Norton Motors Ltd was formed shortly afterwards under joint directorship of James Norton and Bob Shelley. J.L. Norton died in 1925 aged only 56, but he saw his motorcycles win the Senior and sidecar TTs in 1924.
Designed by Walter Moore, the Norton CS1 engine appeared in 1927, based closely on the ES2 pushrod engine and using many of its parts. On his departure to NSU in 1930, an entirely new OHC engine was designed by Arthur Carroll, which was the basis for all later OHC and DOHC Norton singles. (Moore's move to NSU prompted staff to claim that NSU stood for "Norton Spares Used") That decade spawned the Norton racing legend. Of the nine Isle of Man Senior TTs (500 cc) between 1931 and 1939 Norton won seven.
Until 1934, Norton bought Sturmey-Archer gearboxes and clutches. When Sturmey discontinued production Norton bought the design rights and had them made by Burman, a manufacturer of proprietary gearboxes.
Nortons also appealed to ordinary motorcyclists who enjoyed the reliability and performance offered by single-cylinder engines with separate gearboxes. The marque withdrew their teams from racing in 1938, but between 1937 and 1945 nearly a quarter (over 100,000) of all British military motorcycles were Nortons, basically the WD 16H (solo) and WD Big Four outfit with driven sidecar wheel.
Post war
After the Second World War, Norton reverted to civilian motorcycle production, gradually increasing its range. A major addition in 1949 was the Model 7, later known as the Norton Dominator, a pushrod 500 cc twin-cylinder machine designed by Bert Hopwood. Its chassis was derived from the ES2 single, with telescopic front and plunger rear suspension, and an updated version of the gearbox known as the "lay-down" box.
Post war, Norton struggled to reclaim its pre-WWII racing dominance as the single cylinder machine faced fierce competition from the multi-cylinder Italian machines and AJS from the UK. In the 1949 Grand Prix motorcycle racing season, the first year of the world championship, Norton made only fifth place and AJS won. That was before the Featherbed frame appeared, developed for Norton by the McCandless brothers of Belfast in January, 1950, used in the legendary Manx Norton and raced by riders including Geoff Duke, John Surtees and Derek Minter. Very quickly the featherbed frame, a design that allowed the construction of a motorcycle with good mass-stiffness distribution, became a benchmark by which all other frames were judged.
Norton also experimented with engine placement, and discovered that moving the engine slightly up/down, forward/back, or even right/left, could deliver a "sweet spot" in terms of handling. Motorcycle designers still use this method to fine-tune motorcycle handling.
In 1951, the Norton Dominator was made available to export markets as the Model 88 with the Featherbed frame. Later, as production of this frame increased, it became a regular production model, and was made in variants for other models, including the OHV single-cylinder machines.
Manx Nortons also played a significant role in the development of post war car racing. At the end of 1950, the English national 500 cc regulations were adopted as the new Formula 3. The JAP Speedway engine had dominated the category initially but the Manx was capable of producing significantly more power and became the engine of choice. Many complete motorcycles were bought in order to strip the engine for 500 cc car racing, as Norton would not sell separate engines.
The racing successes were transferred to the street through cafe racers, some of whom would use the featherbed frame with an engine from another manufacturer to make a hybrid machine with the best of both worlds. The most famous of these were Tritons - Triumph twin engines in a Norton featherbed frame.
AMC
Main article: Associated MotorcyclesDespite, or perhaps because of the racing successes, Norton was in financial difficulty. Reynolds could not make many of the highly desired featherbed frames and customers lost interest in buying machines with the older frames. In 1953 Norton sold out to Associated Motorcycles (AMC), who owned the brands AJS, Matchless, Francis-Barnett and James. The Norton factory in Bracebridge Street, Birmingham was closed in 1962 and production was moved to AMC's Woolwich factory in southeast London.
Under AMC ownership a much improved version of the Norton gearbox was developed, to be used on all the larger models within the corporation under the AJS, Matchless and Norton brands. Again, the major changes were for improved gear selection.
Late in 1955, a 600 cc Dominator 99 was launched. The 1946 to 1953 Long Stroke Manx Norton was 79.6 mm × 100 mm (3.1 in × 3.9 in) initially SOHC, the DOHC engine becoming available to favoured racers in 1949. The Short Stroke model (1953 to 1962) had bore and stroke of 86 mm × 85.6 mm (3.4 in × 3.4 in). It used a dry sump 499 cc single-cylinder motor, with two valves operated by bevel drive, shaft driven twin overhead camshafts. Compression ratio was 11:1. It had an Amal GP carburettor, and a Lucas racing magneto. The 1962 500 cc Manx Nortons produced 47 bhp (35 kW) at 6,500 rpm, weighed 142 kg (313 lb), and had a top speed of 209 km/h (130 mph). The new price was £440 ( 2009: £8,000 ).
In 1960, a new version of the featherbed frame was developed with the upper frame rails bent inwards to reduce the width between the rider's knees for greater comfort. The move was also to accommodate the shorter rider as the wide frame made it difficult to reach the ground. This frame was made in-house by AMC and is known as the "slimline" frame - the earlier frames then became known as the "wideline".
The last Manx Nortons were sold in 1963. Even though Norton had pulled out of racing in 1954, the Manx had become the backbone of privateer racing, and even today are quite sought after.
In January 1961, the new 650 cc Norton Manxman was launched for the American market only. A year later a Norton 650SS appeared for the UK market along with the 750 cc Norton Atlas. The American market demanded more power. Featherbed frames were still used, but the increases to the vertical twin engine's capacity caused a vibration problem at 4500 rpm. A 500 cc vertical twin is smoother than a single cylinder, but if the vertical twin's capacity is enlarged vibration increases. The 750 Norton Atlas proved too expensive and costs could not be reduced. Financial problems gathered.
There was an export bike primarily for use as a desert racer, sold up until 1969 as the Norton P11, AJS Model 33 and as a Matchless G15, which used the Norton Atlas engine in a modified Matchless G85CS scrambler frame with Norton wheels and front forks. This bike was reputed to vibrate less than the featherbed frame model. AMC singles were also sold with Norton badging in this era.
Also during this period Norton developed two smaller-capacity twin cylinder machines: the Norton Jubilee 250 and Navigator 350. This was Norton's first use of unit construction. The engine was an entirely new design by Bert Hopwood and the frame and running gear were from the Francis-Barnett range, also owned by AMC. These machines had a reputation for poor reliability.
Norton-Villiers
Main article: Norton-Vi
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