Norton Classic Rotary
Norton Classic Rotary | |
Manufacturer | |
---|---|
Production | 100 units |
Engine | Twin chamber, rotary |
Compression ratio | 8.6:1 |
Top Speed | 209 km/h / 130 mph (claimed) |
Transmission | 5 Speed |
Suspension | Front: Ø38 mm Telescopic forks Rear: Twin Girling gas units, 3-way preload, Koni |
Brakes | Front: 2 x Ø265 mm discs Rear: Single Ø265 mm disc |
Front Tire | 100/90-18 |
Rear Tire | 110/80-18 |
Weight | |
Fuel Capacity | 23 L / 6.1 US gal |
Manuals | Service Manual |
It could reach a top speed of 209 km/h / 130 mph (claimed).
Engine[edit | edit source]
The engine was a Air cooled cooled Twin chamber, rotary. The engine featured a 8.6:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the 18-Plate.
Chassis[edit | edit source]
It came with a 100/90-18 front tire and a 110/80-18 rear tire. Stopping was achieved via 2 x Ø265 mm discs in the front and a Single Ø265 mm disc in the rear. The front suspension was a Ø38 mm Telescopic forks while the rear was equipped with a Twin Girling gas units, 3-way preload, Koni. The Classic Rotary was fitted with a 23 L / 6.1 US gal fuel tank.
Photos[edit | edit source]
Overview[edit | edit source]
Norton Classic Rotary
The Norton Classic is an exceedingly rare motorcycle, just 100 were made in 1987 and today its considered one of the most collectible of the post-WWII models from the storied British marque. A twin-rotor Wankel engine was developed for use in the
by David Garside who worked at BSAs Umberslade Hall research facility. David had been very impressed by the air-cooled single-rotor Fichtel & Sachs engine in the Hercules motorcycle so he bought an engine and installed it into a BSA B25 Starfire frame as an operational prototype. This BSA rotary was reliable and very smooth running, but it ultimately proved to be underpowered. Garside set about developing a twin-rotor version of the engine with double the capacity, he installed this new engine into a BSA A65 frame and the resulting motorcycle showed extraordinary promise. The first Norton to be fitted with this new rotary was the Norton Interpol 2 a motorcycle that rather unfairly was only sold to police forces and the military. It wasnt until 1987 that Norton finally caved into demand and released the Norton Classic and even then they limited numbers to just 100 before switching over to the far less attractive but better performing water-cooled Norton Commander. Although the Wankel rotary has shown much promise since its creation in 1951 by Felix Wankel in Germany, its never been a major mainstream success. There are a few reasons for this, but in the modern age of closely monitored exhaust emissions, the largest drawback is the requirement that the rotary engine has for lubrication oil needs to be atomised and sprayed into the combustion chamber to keep it running. If anyone ever works out a way around this issue, the rotary might finally live up to its extraordinary potential. Source
1988 Road Test
IT WAS BY NOW SOME TIME AGO THAT NORTON PULLED THE wraps off a promising, Wankel-powered prototype. And
the few journalists who rode that prototype liked it. It was fast, smooth and
much lighter than Suzuki's ill-fated RE-5 Rotary, also introduced in 1975. But
thanks to the fading fortunes of England's motorcycle industry, the Norton
Rotary never made it into production, becoming instead just one more sad chapter
in British motorcycling's Book of Woes. Until now.
Less than a year after taking over the marque's famous name, Norton's new
owners, headed by 36-year-old financier Phillipe Le Roux, have put the Rotary
into production. One hundred Norton "Classics" will be made, each with its own
numbered certificate; and, as of this writing, 91 have been sold, even at a
sky-high price of about $10,000.
Actually, a version of the Norton Rotary has been available since 1982, but
only to British police forces. Nearly 300 of these machines have now seen
service with the police, so the engine's reliability has been fully proven. This
is one British bike on which customers won't have to serve as unpaid test
riders.
I recently had a chance to test ride the "101 st" Classic, a demo-bike made
up of spare parts. And the first thing I noticed upon firing it up is that the
bike is disconcertingly smooth. At idle there's almost no vibration, and, with
little noise from the exhaust pipes, I had to glance at the tach to make sure
the thing hadn't died.
"Give it plenty of stick," an enthusiastic Norton worker had urged as I
prepared to leave the factory. And, sure enough, the Rotary was only too willing
to be revved. At the first gap in traffic, I cracked the throttle open and the
Norton darted forward from about 60 miles per hour in third gear, accelerating
hard until it inexplicably slowed. Then I looked down to find the tach needle
buried in the red: The engine's so smooth that I had run it into the 9500-rpm
rev-limiter without realizing. I quickly notched up the gearbox, a modified
version of the five-speed unit used on the BSA/Triumph three-cylinder machines
of the 1970s.
There's a fair spread of power, but the real grunt comes in at about 4500
rpm. Below that, the Classic felt a bit flat; above it, the bike shot forward
with a raw force that had me holding on tight and blinking to clear the tears
from my eyes caused by a cold draft creeping past my visor.
The Classic's riding position is what a few years ago would have been called
sporty or "European"; but after a recent diet of fairings and clip-ons, the
Norton's arrangement of a slightly raised handlebar and low, forward-set
footpegs seemed roomy and almost laid-back. My first thought was that it felt
like a middleweight Four of a few years back; perhaps a GPz550 Kawasaki. The
seat is refreshingly long and flat, so there's room to move about, and a
passenger won't have to put up with the wind blast over the rider's helmet that
so many of today's seating positions thoughtlessly provide. Even the passenger
pegs are designed for someone with normal-length legs, and there's a hefty
grabrail, placed above a panel of rear lights.
My first stop was at a test track and proving grounds a few miles from
Norton's Shenstone factory. There, I tipped the Classic fairly gently into a
left-hander, and felt the bike twitch as its centerstand dug into the tarmac.
Ground clearance, then, isn't the Norton's strong point. The centerstand was
already well-chivved on both sides, and really should be better tucked-in so
that ballsy riders won't end up being pole-vaulted into the scenery. To be fair,
most Classic owners won't be the sort to go charging into every corner. And at
least the bike has a centerstand, unlike many current machines.
The Norton's chassis is little-changed from that of 1975's prototype, and the
mix of a Marzocchi fork, dual Koni shocks and tubular steel swingarm. all hung
from a pressed steel backbone, looks dated today. Still, on the handling
circuit's series of billiard-table-smooth bends, even at 100-mph-plus speeds,
the Classic couldn't be provoked into a single wobble or weave. Steering is
respectably precise and easy, too. The motor dangles below the frame and the
resultant low center of gravity means that the bike can be chucked around much
like a modern middleweight, despite unfashionably large 18-inch wheels and 500
pounds of weight. The antiquity of the bike's suspension system was shown later,
though, when the Norton bottomed-out on bumps that modern bikes, with their
rising-rate rear suspensions, would have laughed off.
Neither is straight-line performance too shabby. The demo-bike's engine was
no freshly run-in road-test special, but a high-mileage lump borrowed from a
crashed police bike. Still, the old hack did well, whirring up to a fraction
over 125 miles an hour and pulling off a string of mid-12-second standing
quarter-miles, with a best of 12.48 seconds at 109.3 mph. Those times put the
Norton bang in the middle of the Honda Hurricane 600 and Kawasaki Ninja 600
figures 1 recorded recently on the same drag strip. That's about right, as its
makers put the Classic's capacity at 588cc, which the police and licensing
authorities accept even if the FIM's roadracing bureaucrats don't. The Norton
stomps both the Japanese bikes in top-gear roll-ons from 50 miles an hour, where
it's a second ahead and moving 7 miles an hour faster (96 mph) than both after a
quarter of a mile.
Norton officials are adamant that they won't be building more than the
promised 100 Classics, but that doesn't mean there won't be more Norton Rotarys.
A fully faired, liquid-cooled civilian version of the police-spec Commander that
debuted at a recent British bike show is the next likely development, although
because of the high cost of product-liability insurance, it will be 1989 before
the new bike can be marketed in the U.S.
I was truthfully impressed by the current Norton Rotary. Yes, the bike has a
number of faults that you'd have to be fairly nasty about if it were a new
Japanese machine. Yes. it feels undeniably dated. But the Classic goes, stops
and handles well enough to be able to hold its head high. It's good enough to
make you weep when you think how things might have turned out if Norton's Rotary
had been launched to the public 10 years sooner. Roland Brown
Roland Brown is the Editor of England's Bike magazine.
Make Model. | Norton Classic Rotary |
---|---|
Year | 1987 |
Production | 100 units |
Engine Type | Twin chamber, rotary |
Displacement | 588 cc / 35.9 cu in |
Compression | 8.6:1 |
Cooling System | Air cooled |
Starting | Electric |
Max Power | 58.9 kW / 79 hp @ 9000 rpm |
Clutch | 18-Plate |
Transmission | 5 Speed |
Final Drive | Chain |
Front Suspension | Ø38 mm Telescopic forks |
Front Wheel Travel | 130 mm / 5.1 in |
Rear Suspension | Twin Girling gas units, 3-way preload, Koni |
Front Brakes | 2 x Ø265 mm discs |
Rear Brakes | Single Ø265 mm disc |
Wheels | Alloy |
Front Tire | 100/90-18 |
Rear Tire | 110/80-18 |
Dry-weight | 235 kg / 518 lbs |
Fuel Capacity | 23 L / 6.1 US gal |
Top Speed | 209 km/h / 130 mph (claimed) |