Norton Command 961 driving report

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Norton Command 961 driving report
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Norton Command 961 driving report

Norton Command 961 driving report

Norton Command 961 driving report

Norton Command 961 driving report

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Norton Command 961 driving report
Norton

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Norton Commando 961 SE

Norton Command 961 driving report
Norton

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Norton Commando 961: The Cafe Racer (13,495 pounds) features a sports exhaust.

Norton Command 961 driving report
Norton

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Norton Commando 961 Sport

Norton Command 961 driving report
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Norton Commando: The basic version 961 Sport, which costs 11,995 British pounds (13,300 euros), has spoked wheels and Ohlins suspension elements.

Norton Command 961 driving report
Norton

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Norton Commando 961 Cafe Racer

Norton Command 961 driving report
Norton

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The Norton Commando 961 SE, which costs 15,995 pounds (around 17,700 euros), shines with wheels and other parts made of carbon fiber.

Norton Command 961 driving report
Norton

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The British Stuart Garner, who bought the rights to Norton Motorcycles in 2008, now has three Commando 961s on offer. What they all have in common: a parallel twin with injection and catalytic converter as well as a tubular steel frame with an integrated oil tank.

Norton Command 961 driving report
Norton

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Norton Commando 961 SE

Driving report: Norton Command 961

Rebirth: new series bike from Norton

The legendary British motorcycle manufacturer Norton is finally producing a bike again in series: The Commando 961 combines classic styling and a traditional engine concept with modern technology. MOTORRAD was allowed to take off for the first time, with its ancestor Commando 850 taking part.

Classics and neo-classics are trendy. The traditional British manufacturer Norton is also making another attempt, after years of trying, to build on the successes of bygone times with a bike in a retro look. The latter are a long time ago: the motorcycle manufacturer founded in 1898 gained fame through numerous triumphs at the TT on the Isle of Man (eight victories in a row from 1947 to 1954), but went bankrupt in 1974 and subsequently went through very changeable times. For several years now, Norton has made headlines with the announcement of a retro bike with a newly developed, high-displacement twin full of character. However, the first prototypes constantly had to struggle with technical problems. In 2006 the project came to a standstill due to a lack of financial means, until finally Stuart Garner, a wealthy businessman and already owner of the Norton racing team, bought all rights and developments to complete the project in the new production facilities near Donnington Park racing circuit . Above all, the problems with the engines manufactured by the supplier Menard had to be eliminated, so Garner brought engine production in-house. Now that the fully developed engine also fulfills the Euro3 standard, a Commando 961 is ready to go. A comparison with one C.ommando 850 from 1973 is supposed to show how well the balancing act between nostalgia and modernity has been achieved.

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Norton Command 961 driving report

Driving report: Norton Command 961
Rebirth: new series bike from Norton


Nakamura

Black beauty: The classic lines and the design of the twin look harmonious.

The new 961 can do this much better. No wonder, since it uses Swedish suspension elements from Ohlins and Italian brake technology from Brembo. Above all, however, it already makes the starting procedure easier for the driver, because the twin jumps spontaneously and reliably at the push of a button, and immediately lapses into a rumbling idle at 1300 rpm. However, there is no trace of parallel twin ramming: a 270-degree crankshaft has been rotating in the 961 engine since the early stages of development. This crank pin offset was supposed to eliminate vibrations that the parallel rotor could not get used to in the beginning despite the balancer shaft. With this variant of the firing order, however, the British two-cylinder clearly sounds like Ducati, which is sure to make some purists among Norton fans uncomfortable.

In view of the performance characteristics, the Twin pulls the Norton, which is supposedly also only 188 kilograms (dry), forward, from 2000 rpm noticeably more energetically, and the high-performance comfort zone of the 961 seems to be from 4000 to 6500 rpm. Turning beyond or even close to the locking mark at 8000 rpm would only occur to ignoramuses spoiled by Japanese multi-cylinder engines. Because the abundant torque can be accessed over such a wide range, the desire for a sixth gear never arises, even the five offered almost seem like a luxury.

With the newly introduced use of a shift linkage, the regularly expressed criticism of the shift lever sitting directly on the shift shaft is now a thing of the past. However, the side stand should still be changed – it is currently too long and difficult to reach. There is little to complain about in the handling of the neo-classic. Despite wide 120 or 180 tires, the Norton proves to be a precise, manoeuvrable and stable driving machine. Setting up when braking in a lean position is almost alien to the Briton, it reveals a driving behavior that inspires confidence. Not least because of the use of the clean, appealing, easy-to-swallow Ohlins spring elements and the low center of gravity made possible by dry sump lubrication.

The current Commando, which is almost 40 years younger than that, is finally braking as vehemently and easily as the old Norton fans have always wanted. The future will tell whether the reinterpretation of Norton Commando will fulfill the secret wishes of fans of British classics. If the build quality and price are right, the targeted sales figures might be achieved. Hardcore fans who sleep in Union Jack bedding will definitely add a Commando 961 to their fleet.

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