For
many riders, the Norton Commando was the ultimate bike of the late I96i
and early '70s. It combined a power! torquey engine with a
fine-handling chassis th minimized the traditional British parallel
twin problem of vibration.
The
original Norton Commando, launched in 1968 powered by a 745cc
pushrod-operated parallel motor that was based on that of the
previous
A but
was angled forward in the chassis instead ( positioned vertically.
Changes included higher compression ratio and a single-plate
diaphragm clutch. Peak power was 58bhp at 6800rpm.
But
it was the chassis that made the Commando special; more specifically,
the 'Isolastic' syster rubber mounting that promised to get rid of
thi vibration that had plagued the Atlas and other larger-capacity
British parallel twins.
The
systi developed by a team headed by former Rolls-I engineer Dr Stefan
Bauer, attached the engine the frame by rubber mounts. The frame
itself comprised a large main spine plus twin down tubes Rear
engine plates were also rubber-mounted, isolating the motor while
allowing the frame's spine to counter torsional stresses.
The
Commando, which combined this chassis innovation with striking
styling including a streamlined 'Fastback' tailpiece, made an
immediate impact. The bike was fast, with a top speed of 115mph
(185km/h) and strong midrange acceleration.
More to
the point, the Isolastic frame really worked. Firstly, it succeeded
in isolating the rider from vibration effectively, at least so long
as the Isolastic bushes were well maintained.
And
in combination with Norton's Roadholder forks and Girling shocks, it
gave handling that was well up to the old firm's traditional high
standards.
NORTON COMMANDO
Terrific
power
Magazine
tests were full of praise.
Motor Cycle, reviewing
the Commando's impact several months after its launch, summed-up:
'The terrific power of the modified 745cc Atlas twin was a new
experience now it was rubber-mounted in an ingenious frame which did,
in fact, virtually eliminate the effects of high-frequency vibration.
The sceptics retired to swallow their doubts. Overnight the Commando
became the most sought- after large-capacity roadster on the market.'
After
a further 2000-mile (3200km) trip, the tester concluded that the
Norton 'gave a new dimension to the sort of riding we have known on
parallel twins in the past 20 years'. The Commando proceeded to win
the
Motor Cycle News
Machine of the Year competition five years in a row. American riders
also took to the Commando which, for that very important market, was
fitted with high, wide handlebars.
 |
| NORTON COMMANDO yellow body paint |
Norton
went the opposite way with the Combat Commando, which had flatter
bars to suit its tuned, high-compression 65bhp motor. But the Combat
was an embarrassment. Its main bearings could not handle the extra
power, and Norton's hurried attempts to fix the problem with a new
head gasket backfired when these started leaking.
The
factory had much more success in 1973, when the engine was bored-out
to create the Norton Commando 850, available in standard Roadster and
large-tanked Interstate options. The bigger motor's extra torque gave
a welcome performance boost to a parallel twin that by now was
competing against Japanese multis. But the British bike's limitations
were highlighted by Norton's difficulty in providing a reliable
electric starter. By now parent company Norton Villiers Triumph was
in financial trouble, and production finally ceased in 1977.
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