Norton Comando 850 MK2A 1973

Norton Commando 850 MK2A 1973

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The Norton Commando was a british Norton-Villiers motorcycle with an OHV pre-unit engine in parallel of two, produced by the Norton Motorcycle company from 1967 until 1977. In the beginning having a nominal 750 cc displacement, actually 745 cc (to 45.5 cubic inches), in 1973 it became an 850 cc, 828 cc, in fact (to 50.5 cubic inches). Had a head-type hemi, similar to all the engines OHV Norton since the early 1920's.

During its ten years of production, the Commando was popular all over the world. In the United Kingdom won the Cycle Motor News "Machine of the Year" for five successive years 1.968 a 1.972. Given that your engine was a design pre-unit age, and even the president of Norton, Dennis Poore, expressed surprise at the remarkable success of the Command.

Background

The origins of the Norton Commando can be traced to the 1940s when the 497 cc (30,3 cubic inches) Norton Model 7 twin was designed by Bert Hopwood. The design of two cylinders was developed in 600 cc, the cc 650 Manxman and Dominator until superseded by the 750 cc Atlas before being launched as Commando 750 cc in 1967. In addition to a new framework is radical, the motor Command ( which was mounted vertically in earlier models) was tilted forward. This was relatively easy because the engine was "pre-unit", that is to say, the gearbox was not integral with the crankcase, and the change gave three benefits: (i) the center of gravity is moved further forward; (ii) which allowed more space behind the carburetors for the airbox; and (iii) which gave an attractive appearance with the commission to the motorcycle.

System Isolastic

The party's revolutionary Command, in comparison with the previous models of Norton, was the framework for award-winning developed by former Rolls-Royce engineer Dr. Stefan Bauer. It is believed the classic Norton Featherbed frame design went against all engineering principles, so Bauer designed his frame around a single 2.25 in (57 mm) top tube. Bauer tried to free the Command of vibration problems, double classic, which had increased severely as the volume of the basic design of the engine expanded from the 500 cc of Edward Turner's 1938 Triumph Speed Twin. He, with Norton-Villiers Chief Engineer Bernard Hooper and assistant Bob Trigg, decided that the engine, gearbox and the mounting rocker had to be bolted together and isolated from the frame by suspensions of special rubber.

This eliminates the problems of vibration extremes that were evident in other models of the range, since it effectively separates the driver from the engine. Named the Isolastic anti-vibration, patent document, the system appears to Hooper as the inventor of lead. ^{[Better source needed]} Although the Isolastic did reduce vibration, maintaining the free work necessary on the engine mounts in the correct level was crucial to its success. Too little play brought the vibration back; too much, and the result was a handling "very poor".

Models

Mk1 750 cc

The Norton Commando was introduced in 1967 at the Earls Court Show. The first production machines completed in April 1968 had problems of failure of a frame, which is resolved with the introduction of a better framework in January 1969.

There were numerous other design problems that were addressed gradually over the years, although some persisted until the end. The first clutches are not controlled well the engine torque, and two small pegs internal to detach, giving rise to a slip-severe (later resolved). The side stand tended to break down, particularly if the owner insisted on running the machine on the sidestand, leaving a hole in the frame under 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 mounting system of rubber on the engine, that isolates the rider from vibration very well, left the engine to its fate, and shook like a commercial paint can Shaker at idle.

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

The main bearings were of two types, balls, and wheels. The roller bearing main would gall at high revs, leading to failure main bearing (resolved after the debacle of the model Combat with bearing "Superblend" of German manufacture.) The knobs of aluminum threaded to hold the seat is pulled, leaving the seat loose (never resolved ). The chain guard mount could fracture (later improved).

The manifold nuts exhaust pipe were problematic until the end, loosening of the vibration no matter how strongly they were fixed, giving rise to a cylinder head ruins and rattle constant of the collector tubes. The switches for the brake light were not reliable, which sometimes leads to no indicator light of brake (front was improved with a disc brake). The bearings of the address were of type ball, and took a permanent set in accordance with the bearing pre-load, what it takes to work at the speed (later changed to roller bearings). There was a nipple chain back that covered the rear wheel in the oil, and had to be pinched out by the owner.

The drive mechanism of the tachometer operated from the rear wheel, with a long cable to the speedometer. This drive mechanism wore out very quickly, and that any replacement, leading to no reading on the speedometer (never resolved). The operation of the tachometer early protruded from the right side of the engine, and was vulnerable to being hit and turned off (relocated in front of the engine). The tensioner bolt primary chain tended to loosen at inopportune times. The rear chain bolts fit pushed, instead of pulled, the rear axle, and bend, making them difficult to turn. There was also no index marks to allow the equal positioning of the shaft in the right and left side of the rocker arm. The ignition switch mount would break from vibration (later moved). It would be interesting to know how many buyers were wounded or killed by one or more of these defects.

The original model, called the 'Fastback' was joined by the style Scrambler 'S Type' which had a high level exhaust on the left side and a 2.5 gallon (11 L) petrol tank. The first Command had a double-shoe that takes a drum brake front.

The production of the machine was initially complex and located in different parts of England, with the engines produced in Wolverhampton, frames in Manchester, while components and final assembly was at Burrage Grove, Plumstead. At the end of 1968 the works Plumstead was the subject of a Great Council of London order of compulsory purchase, and was closed in July 1969. With the help of a Government subsidy, the assembly line was moved to north Way, Andover; with the test Department in an aircraft hangar on Thruxton Airfield. Manufacturing Framework was transferred to Wolverhampton, where a second production line produced about 80 complete machines each week. Components and complete engines and gearboxes were also sent during the night, of Wolverhampton, to the assembly line to Andover.

The runner of the production, with a fine-tuned motor, front disc brake and finished in bright yellow, was known as the "yellow peril". On 03-June 1970 the updated S called the 'Roadster' had the 750 cc, engine exhaust, low-level, silencers upward at an angle-with cones in reverse. 09 1970 saw the introduction of the classic 'Fastback Mk2', which had levers alloy with stands modified and the chain guards. The 'Street Scrambler' and the 'Hi Rider' were launched in may 1971, with the ' Fastback long range 'with increased capacity of the gasoline tank July 1971.

The engine of 'Combat' was introduced in January 1972 saw the appearance of the 'Mk4 Fastback', updated 'Roadster' and the '750 Interstate'. The 'Combat' delivered 65 horsepower, brake (48 kW) at 6500 rpm with a 10: 1 compression ratio, but the cc double underlined 750 proved to be extremely reliable, with the main faults of the bearings and broken pistons common.

The engine of 'Combat' combined with quality control problems gave the company a bad reputation, which was well covered by the press. To the middle of 1972 BSA Triumph group were in serious financial trouble. The Uk Government decided to rescue the company with a financial rescue package, provided they would agree to merge with Norton Villiers. Norton Villiers Triumph was duly formed and the new company got off to a bad start.

The last of the 750 series, the MKV was produced from November 1972 to mid-1973 as a model 1973 and had bearings on the crankshaft and improved and the camshaft routine standard. The compression was reduced to 9.4: 1.

Interpol

After some police forces expressed interest in the Commando, Neale Shilton was recruited from Triumph to produce a commando to the specifications of the police. The end result was the machine 'Interpol', which sold well to the police forces, both at home and abroad. The machine of 750 cc was equipped with saddlebags, top box, fairing, mounts, radio, police lights, and auxiliary equipment. The name 'Interpol' is retained for after Norton Norton Interpol 2 rotary engine motorcycle from the Police.

1973 Mk1 850 cc

In January 1973 the 'Mk.5 Fastback' was launched and the 'long reach' was discontinued, foreshadowing the first 850 cc machines launched in April 1973. The 'Roadster', 'Hi Rider' and the 'Interstate' all began to use a new 828 cc. engine, which had power similar to the models of 750 cc, but were less stressed.

At the end of 1973, the layoff notices were issued at Andover, followed by a sit-in in the works. The conservative Government withdrew the subsidy in early 1974: it was restored after a general election by the new labour Government. So NVT decided to concentrate production of the Commando at Wolverhampton and Small Heath, causing unrest at Meriden which resulted in a sit-in of workers in production and stopping in Small Heath. At the end of 1974 NVT had lost more than 3 million of the £.

However, the company still managed to produce new models Commando, with 1.974 see the launch of the fully carenada, with headquarters in Roadster 'JPN Replica "(for" John Player Norton ") and also the' Mk.2a Interstate '.

Mk3 850 cc

The MK3 Commando 850 cc was launched in 1975 with a specification improved - electric start, head Isolastic constant to improve the absorption of vibrations, gear change left side and the foot brake right side to comply with the regulations of vehicles in the united States, and a rear disc brake.

The range of models was reduced to just two machines, the ' Mk.3 Interstate 'and the' Roadster '. The specification remained unchanged until October 1977, when they became the latest machines, although few Roadster was made in the end because of the value of cash sales highest of the interstate.

In 1975, the Industry minister recalled a loan of £ 4 million and refused to renew export credits of the company. Then, the company went into bankruptcy and the layoffs were announced to all the staff at the different sites. In Wolverhampton formed a committee of action in an effort to continue production and develop the engine to 'Wulf' - but the works was closed anyway.

NVT was saved when the Small Heath / Meriden of the company was subsidised by the secretary of Industry, Tony Benn as secretary of Industry, but this does not include the production of Command. Ironically, the new company bought the gates from the demolished Tong Castle and erected at the entrance works at Marston road.

Racing

Since its inception in 1967, the Commando took part in racing events. After successes in 1969 by machines dealer entered as 4th places second and Mick Andrew of Paul Smart in the Isle of Man TT production class and a win in the Hutchinson 100 Production Class by Mick Andrew on the Gus Kuhn entered Commando and fourth Peter Williams machine Arter Bros, the company decided to produce a racing model, therefore, has developed the model of the "yellow peril" S and.

At the beginning of the decade of 1970, with the sponsorship of John Player Special cigarettes, Norton was racing from the factory. The new race bikes were based on the Command, and in 1973 Peter Williams won the Formula 750 Isle of Man TT in a semi-monocoque framed "JPS Norton" special that was designed as an integrated package with a peel type fairing incorporates blisters handlebars which helped reduce the drag coefficient of 0.39.

Shortly after there was a merger of Norton Villiers with BSA - Triumph (to form NVT). This event led to the factory to abandon the race; and a team of factory Norton not resumed racing until the Nortons with a Wankel engine of the 1980s.

Command rebirth

In the light of his "last of the classic twins british" tag, and the fact that many of the marks were disputed and patents expired, a number of new companies the Norton began to emerge. These were based on the production of new pieces from various manufacturers, and the legal battle for the Norton name between Germany (whose Norton was based on the Rotax 650 cc that powers the smaller BMW motorcycles), Canada and North America. Many use the name Command to your model of lead, or included the prospect of a double command at a later date.

However, the most interesting development for fans of the original Commando was the development of remanufactured motorcycles original. These came mainly from Norvil in the Uk and two companies in the united States, Colorado Norton Works and vintage Kenny Dreer rebuilt its headquarters in Portland, Oregon. From 1995 Reconstructs the harvest began restoring vintage british and Italian motorcycles, with Dreer showing a Norton VR880 Sprint Special-based "new" Command in 1999 with the parts newly cast and manufactured, but using a twin-engine 880 cc bored with some modern developments. Kenny Dreer progressed from restoring and enhancing Norton Command for the production of machines as a whole. It has modernised the design and in the early 2000s went into series production of the Commando 961 SS, which combined traditional Norton cafe racer styling with new technology including carbon fibre wheels to reduce weight and a tubular steel frame chro moly. Dreer was forced to suspend production in April 2006 after the funding problems.

The Motorcycle Company Norvil was formed to build models replicas of some classic models Norton. The company acquired some brands Norton, including the name of the hybrid 'Norvil'.