Norton Commando History

By David C. Walsh

Reprinted from the June 1996 issue of Sport Rider magazine with the Author's permission.

The year is 1967. A black motorcycle is kick-started awake, then settles into a deep, burbling idle. Soon a rider mounts and turns the wick. Down the asphalt they hurtle, reaching an electronically timed 142.74 mph. A race-modified Honda 750 Four? No. A 750 Norton Commando twin, claimed to be box-stock but for a handlebar fairing and optional 24-tooth countershaft sprocket.

A few months later another carefully prepped Norton Roadster disposes of the quarter-mile in 12 seconds flat at 114.32 mph. The bike world gasped.

In 1996, these feats seem unexceptional; most Japanese 600s can better them. But we're talking about a generation ago-when even 125 mph was smokin' -- this is a pushrod twin whose motor was virtually unchanged from Norton's 500cc Dominator of the late 1950s.

Unveiled in "Fastback" livery at the 1967 Earls' Court (London) motorcycle show, the Commando was an instant hit. And not just for its handsome looks. As with all Commandos for the next decade, the machine boasted a technical leap that would be emulated in the ensuing decades (e.g., the Buell sport bikes). "Isolastic suspension" the patented system was called. At its simplest, this involved slinging resilient rubber doughnuts, along with washers and adjustment shims, onto the engine mounts. Thus was the motor's considerable vibration isolated form the frame and, more importantly, from the rider. Unlike the Commando's bone-shaking predecessor, the 750 Atlas, the new Norton was blissfully damped anywhere from 3500 rpm on up to its 7000 redline. This uncanny smoothness (for the time) produced a backroads-scratching ability unknown to most Atlas owners. Higher pegs and tucked-in exhausts also encouraged greater cornering speeds.

The 750cc (later 850) Commandos delivered a solid 50 to 56 foot-pounds of torque at 6500 rpm, and got most of it to the ground low in the rev-band. That, combined with a 420-pound dry weight, allowed riders to squirt easily through corners. Meantime, the traditional four-speed AMC (separate) gearbox was up to the task, as were the Road-holder forks derived from the famous Manx race bike.

The rest of the specifications weren't overly impressive. The frame was double-cradle Reynolds tubing with a huge 3-inch backbone. The clutch was the wet type with six plated and an innovative diaphragm spring; brakes were twin-leading shoe (upgraded to a single disk in 1972); shocks preload-adjustable Girling units; wheels interchangeable 19-inchers. Carburetion was via paired Amal Concentrics.

In 1973, the 750 was eclipsed by the visually identical 850 Commando. Besides displacement, the two only really differed in terms of reliability. Old-fashioned roller main bearings gave way to tapered-roller "Superblends," and engine cases were beefed up. Compression was lowered from 9.3:1 to 8.7:1 for longer engine life. Rake moved out one degree for slightly slower handling but greater overall stability.

But who'd want to ride -- really ride -- a 20- to 30-year old relic like a commando on today's frantic roads? The Washington, D.C., chapter of the International Norton Owners Assn. (INOA) alone has 100-plus members, with more joining all the time.

Several things account for this unbridled enthusiasm. Although antiquated, the Commando powerplant is robust. Cranks, especially, are massive and bulletproof. Ditto the iron cylinder blocks with their heavy finning and precision bores. The Isosystem really works. The looks are tremendous; a perfect embodiment of form following function. All this has earned the motorcycle legions of followers worldwide.

Doubters should peruse the 1996 Norton factory catalog. Incredibly, nearly every part for this long-obsolete machine is made new. Cases, now computer-engineered and leakless, wiring looms, brake drums and so on. One distributor, Fair Spares, even sells brand-new 1996 Commandos. As for enhancements like electronic ignitions, sticky tires and full-floating dual disks: no problem. Given that the whole Commando range disappeared 19 years ago under oceans of red ink and stunning competition from the Far East, this is a strange, wonderful thing.

Nonetheless, buyers overwhelmingly prefer either clean, complete examples or limited-production models like the high-pipe Sport Special. Typically, Commandos sell for $2200 to $3200 depending on their region. A few caveats: leaks and smoking should be minimal at best. Be sure it tracks true in curves, idles gladly and has zero or nearly imperceptible lateral movement in the swingarm pivot. Also, check if the bike has all its standard equipment. And watch for rounded bolts and other signs of abuse.

Norton Commandos are a joy to ride. They blitz the chicanes and squiggle through gridlock with equal finesse-and return 50 mpg. Whether 750 or 850, the Commando is one British classic meant not to be babied or paraded-but used.