Four stroke, parallel twin cylinder, push rod
2 valves per cylinder.
Capacity
829 cc / 50.6 cu in
Bore x Stroke
77 x 89 mm
Compression Ratio
8.5:1
Cooling System
Air cooled
Induction
2 x Amal carburetors
Ignition
Lucas alternator
Starting
Kick
Max Power
60 hp / 44.7 kW @ 6200 rpm
Clutch
Diaphragm type pressure plate
Transmission
4 Speed
Final
Drive
Chain
Frame
Twin downtube cradle with Isolastic engine mounts
Front Suspension
Telescopic fork
Rear Suspension
Dual shocks
Front Brakes
Single disc
Rear Brakes
Drum
Front Tyre
4.10-19
Rear Tyre
4.10-19
Wheelbase
1440 mm / 56.7 in
Dry Weight
188 kg / 414 lbs
Fuel Capacity
19 Litres / 5.0 US gal
Overview
Often bike models at the end of their production
life are excellent machines representing the pinnacle of that design's
development and refinement. However, none of that logic applies to the Norton
Commando.It is often the case that cars and bikes at the very end of their
production life are good buys. In the last days before a new model is launched,
every conceivable bug has been found and resolved by the manufacturer, and every
extra has been added. Combined with good discounts, end-of-line bikes can be
solid gold for the rider who is not fashion conscious. But there are exceptions
- and the last of the Norton Commandos is one of them.
The Commando has a long and mixed history. From day one of its launch at the
Earls Court show of 1967, it was an outdated compromise. With an engine which
was originally designed in two weeks, in 1948, the remarkable thing about the
Commando is that dedicated development engineers kept the corpse alive for so
long.
During its 10-year life, the Commando was over-bored, tuned and, if this is the
correct word, refined to its final incarnation as the Mk. III Interstate. In
truth, Commandos can be fun. With a skilled spannerman, the handling can be
superb, and the Commando was actually a successful endurance race bike - such is
the reliability which can be built into the motor. But the problem still remains
of having a powertrain which left Bert Hopwood's drawing board just three years
after the end of the Second World War.
The left-hand gearshift on the Commando Interstate destroyed the buttery feel of
the original, marring one of the antiquated designs bright spots.At the heart of
all Commandos is a big, very old fashioned, air-cooled, push-rod Twin. It wasn't
even the engine which Hopwood wanted to produce in 1948, so by the time 1967
arrived it was a true dinosaur. Despite a fanatically loyal American customer
base, Norton missed out on the cult niche occupied by Harley-Davidson and so the
company found itself competing with unit-construction, overhead-cam
four-cylinder products from Honda and Kawasaki. Even worse, riders were starting
to object to kick-starting bikes. Heavens above! Imagine a motorcycle with an
electric starter. What would those dastardly Japs come up with next? Finally the
company was also in trouble with legislators who demanded quieter and cleaner
Nortons, and it was thought (although the legislation never actually transpired)
gear-change pedals on the left-hand side.
Norton's solution was the MKIII Commando which was quieter and had a left-hand
gearshift and an electric starter. There was also a 45-lb increase in weight,
and the result was a parody of the lean, lithe sports bike which Dr. Stefan
Bauer hurriedly drew in 1967.
Where to start? By 1975, the original 497cc Hopwood-designed Dominator engine
had been taking illegal steroids and became a whopping 828cc. Unfortunately, the
capacity does not produce arm-wrenching, buttock-tightening Commando racing
engine power and torque but dull, supersize-me, flab. Ironically, it results in
a very mid-'70s Harley-Davidson boulevard cruising style. With a beer belly and
beard, any middle-class Hells Angel aspirant would feel at home.
The isolastic rubber engine mountings do prevent the vibration reaching the
rider, but the motor was now so heavily muffled and dull that it became a
soulless lump. Imagine an interview with a particularly pedantic IRS official
when you have failed to file your tax return on time: that's about the
excitement level.
As with the gearbox, the Commando Interstate made an impressive leap backWards
with its horrid brakes, which were abysmal and required a lot of effort at the
lever.
The Commando still had a separate gearbox - an idea which was old-fashioned in
the 1930s. However, the original Norton gearbox was a flawless piece of
engineering and gives one of the sweetest, most accurate actions of any
motorcycle - and that includes any current bike. So, one thing is perfect on the
Commando? Well, no, actually. With the gearshift on the left, the feel of the
'box is destroyed. Now, instead of a knife through butter, it was the
motorcycling equivalent of making love wearing 20 industrial-strength
prophylactics. Intellectually you might be aware of the act, but your body would
never know what's going on.
Ironically, the electric starter does actually start the motor - at least on the
very hot day we had the Commando on test. At Norton, the in-house joke was that
the starter provided "electrical assistance." The idea was that the rider kicked
mightily whilst popping the electric starter. Together, man and solenoid would
fire up the big Twin.
For such a dull thing, the bike rides satisfactorily, but the brakes are dire -
truly, breathtakingly awful. A huge amount of effort is required to get the pads
to bite into the stainless steel discs, and the reach to the front brake lever
is immense for anyone whose first cousin is not Oscar the Orangutan.
The Commando Interstate's 828cc powerplant was a bored-out version of the 497cc
engine designed by Bert Hopwood way back in 1948. When the Commando debuted in
1967 the engine was already old, by the time it powered the Interstate it was
ancient.This need not have been the case because the Commando's original disc
came from Lockheed and worked so well that it is still the preferred option for
classic racers worldwide. However, in an attempt to modernize the Commando, Bob
Trigg was ordered to produce a more cosmetically attractive caliper. In terms of
looks, Trigg was successful - only failing in the trivial area of producing a
brake which was capable of stopping the bike.
To round off the package, the switchgear and ancillary fittings look so cheap
and nasty - and the Commando was neither of these.
And so to the final conundrum: Why 1979 when the last Commando was built in
1975/76? Here's the fuzzy bit of history. When the Norton works, based at the
old Villiers factory in Wolverhampton, went into receivership, the production
line was closed. Around 1500 Commandos were in the process of being built - all
silver Mk. III Interstates.
Dennis Poore, previously owner of the Norton brand and by now in charge of NVT
Ltd., at Shenstone, prompted the receiver to re-start all the "work in progress"
against a solid guarantee to purchase all Commandos which emerged from
Wolverhampton. They were delivered mainly, although not exclusively, to British
dealers during 1977 from Norton's new base at Shenstone.
Norton has always maintained a loyal following in America and an attempt to
resurrect the brand is still in the works. For now riders will have to be
content with the vintage pickings.However, the last 25 bikes were retained by
Norton and retailed directly - and at a very handsome profit. The last ever
Commando was sold to a customer who insisted on having the legendary Norton
tuner, Ray Petty, present him with it at a formal ceremony. Here he had a piece
of valuable history - the last ever Commando to leave Norton. Cheers and
flag-waving all round. Except, so the folk tale goes, that the Norton works
manager John Pedley took exception to a "civilian" having the final Commando and
had his workers build another one with an even higher engine and frame number -
truly the last - for his own personal use. And that story might well be true in
that it came from an extremely well connected ex-Norton man.
Today, Commandos can be made into truly brilliant bikes. But the way to go is
not a standard MkIII but to seek the help of Norton Guru Les Emery who will
build a bike which is everything that a Commando should be.
Thanks to Mike Jackson, Norton's Sales Director at the time for providing
invaluable background information for this article.
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