History History Twin tube chassis. Cast outrigger and headstock Öhlins NIX 30 front suspension. Öhlins TTXGP Norton bespoke rear suspension Radially mounted Brembo Monobloc Forged aluminium wheels with carbon option Race spec under seat carbon-fibre fuel tank Gold line axial front brake calipers Conventional style handlebars Integral brake and clutch master cylinders Steel chain guard Head office & production History Norton has long enjoyed a unique place in motorcycle history and continues to draw inspiration from the past whilst building on the Norton legacy for the future. Enjoy a more detailed history of the Norton name by clicking along the timeline below. 1898 The 1898 James Lansdowne Norton (known to all as 'Pa') founded Norton as a manufacturer of "fittings and parts for the two-wheel trade." 1900-1910 By 1902 the first Norton motorcycles were being produced using French and Swiss engines. In 1907 Rem Fowler won the Isle of Man twin cylinder class riding a Norton, the beginning of a strong racing tradition.

Success in the very first Isle of Man TT race, followed by wins at Brooklands and other European races, helped cement Norton's reputation as a builder of serious road and race bikes. 1908 saw the company produce the first Norton engined bike, powered by a single cylinder side valve unit and by 1909 Norton motorcycles were on sale in Harrods! 1910-1930 The famous Norton logo, designed by Pa Norton and his daughter Ethel, appeared on the front of the 1914 catalogue and from 1916 Norton Motorcycles carried it on their tanks. In 1925 JL 'Pa' Norton died aged just 56, but not before he saw his motorcycles win the Senior and sidecar TTs in 1924, with the 500cc Model 18, Norton's first overhead valve single. 1930-1950 By the mid 1930s Norton was producing over 4,000 road bikes annually.

Between the wars Norton won the Isle of Man Senior TT race ten times and, between 1930 and 1937, won 78 out of 92 Grand Prix races. With the onset of the second world war Norton withdrew from racing but between 1937 and 1945 manufactured almost 100,000 sidevalve motorcycles (almost a quarter of all military motorcycles) as their contribution to the war effort. The company enjoyed further TT victories every year from 1947-1954. 1950-1960 1949 saw the introduction of the twin cylinder Dominator, whilst in 1950 the Featherbed frame was introduced. Lightweight but strong, it was fitted to the Manx Nortons to help negotiate the turns of the Isle of Man track, improving the bikes' handling and contributing to further race success. By 1951 the Dominator and other Norton Cafe Racers were available with the Featherbed frame and its success meant that demand for more traditional frames rapidly diminished.

By the end of the 1952 season, Geoff Duke riding for Norton, was the world champion in both the 350cc and 500cc classes and was awarded the OBE. 1960-1980 The 1961 Earls Court motor show heralded the introduction of the Commando, with the engine unit 'isolastically' insulated from the frame for a smooth, vibration-free ride. In the next decade over 500,000 were produced and sold and the Commando was named Motor Cycle News readers 'Machine of the Year' for five successive years. In the 1970s Norton raced under the sponsorship of John Player and the commercial success of the Commando was underlined by the 'Norton Girls' campaign. However this was the decade where the prevalence of Japanese models saw Norton, alongside other great British marques, driven to the brink of extinction. The last Commando was produced in 1976. 1980-2000 In the 1980s the company went through several incarnations - the rights to the name were split between several companies in several countries.

The brand was relaunched in Lichfield in 1988 and in 1989 Norton made an emphatic return to racing when Steve Spray won the British Superbike Championship on the all-black JPS bike, a victory repeated in 1994 by Ian Simpson on the Duckhams Norton. The commercial market was slower, though the Wankel engined Interpol 2 motorcycle was popular with police forces and the RAC. This led to the creation of a civilian model called the Classic. In 1992 Steve Hislop, on an ABUS Norton, defeated Carl Fogarty, riding a Yamaha, to win the Isle of Man Senior TT, recording the first victory for a British bike for almost 30 years. 2000-Present Norton moved to its current home at Donington Park in 2008 and in 2009 CEO Stuart Garner set the World Speed Record for a Rotary Powered Motorcycle (recording 173mph for a timed mile). The first Commando 961SE was delivered in 2010 and the success of the Commando 961 sees Norton Motorcycles return to production.

In 2012 Norton returned to race the TT with the SG1 and after promising results in 2013, the 2014 season and the long term future look bright! Memorable MC: Works Racing Norton Manx - Motorcycle USA Memorable MC: Works Racing Norton Manx Memorable MC: Works Racing Norton Manx September 29, 2010 Contributing Editor| Articles | RSS Our Memorable Motorcycles expert, Frank Melling also is the organizer of the British vintage motorcycle extravaganza known as Thundersprint. Melling began riding five decades ago and remains as much in love with motorcycles as when he drove his first bike into a cow shed wall aged ten. In the last 50 years, Melling has competed in every form of motorcycle sport and now declares himself to be too old to grow up and be sensible.

In 1950 the Norton was gifted an improved frame construction on behalf of the McAndless brothers, which became the legendary ‘Featherbed’ framed ‘Manx.’ There are many fine tributes to the legendary Manx Norton Grand Prix machine currently on sale, but what makes the bike produced by Patrick Walker and business partner, Miles Robinson, different is that their Norton is the only one officially approved by the Norton factory. Now, I am going to ride the bike in the Belgian Classic TT – one of Europe’s great classic motorcycle racing events. To understand the iconic status of the Manx Norton it is important to remember that, in the immediate post war years, the one race which dominated the motorcycling world was the Isle of Man TT. And at the very top of the TT tree was the 500cc class. Win the “Senior”, as the 500cc race was called, and the buying public would forgive you a lot in terms of truly awful road motorcycles. By 1949, Norton’s flagship Grand Prix race bike – and therefore its single most important marketing tool – should have been consigned to the museum.

Running against the Norton was a mass of advanced four- and two-cylinder bikes, as well as far more sophisticated Singles from Moto Guzzi. In short, Norton was dead in the water. Works Racing took the Norton engine and ran computer modeling in order enhance its performance and rid it of imperfections. Then, in January 1950, Norton was gifted the design which was to save them. The talented McAndless brothers produced an all welded, duplex frame with pivoted rear fork suspension. Norton’s existing overhead cam race engine slotted into the new chassis and, at a stroke, made every other motorcycle frame obsolete. This ground-breaking design was simply gifted to Norton and became the legendary “Featherbed”-framed “Manx.” The reason for the focus on the “Manx” name was Norton’s obsession with the Isle of Man TT races. What the TT demanded, and the McAndless frame provided, was high-speed stability. So impressed was Norton’s team leader, Harold Daniels, with the new chassis that he described it as a “…featherbed ride” – a soubriquet which has remained to this day.

At the same time as the new frame came the young Geoff Duke and, with him, Norton’s second giant-sized slice of luck. The Manx Norton suited Duke to perfection. As a result, Norton’s single-cylinder engine was given a world championship-winning boost. The Manx also became the tool of choice for professional racers the world over. If the revs were kept below 7500 then a Manx could be raced at top level week in and week out, earning a living for many on the Continental Circus: it was truly the Peterbilt truck of the racing world. Despite modernizing the engine, the Works replica is an exact duplicate of the original Norton engine and is interchangeable with its original parts. This brings us to the Works Racing Motorcycles’ Manx, which takes the Norton engine along a slightly different route. Ironically, for a 48-year-old design, the Norton 30M engine is currently almost in mass production with a number of manufacturers making some very fine Manx replicas. What makes the Works Racing bike special is that it is the first engine produced entirely digitally. Although a hardcore classic bike fan, and personally an accomplished classic racer, Patrick Walker’s background is in modern engineering.

He previously designed and manufactured both high performance motorcycle and snowmobile engines and, although he is respectful of the craft skills employed by the original Norton workers, he sees no place for them in a modern replica engine. Patrick explains: “If you look at an original 30M engine it’s always full of shims where the blokes assembling the motor were compensating for the inaccuracies in the machining.” “Our engine has a maximum tolerance of 5 microns (5 thousandths of a millimeter) so everything fits: it’s as simple as that.” Feeling more like a classic Honda than a Norton, the 30M Manx was capable of 120 mph at Gedinne and felt smooth. “I also spent a year glued to a computer screen producing the engineering drawings so every part of the engine is made entirely to precise design tolerances. The 3D CAD model then allowed me to undertake a full, finite element analysis of every component.” “Computer modeling also allows us to ‘run’ the engine on the computer in the same way as any other state-of-the-art automotive company.” “However, our engine is an exact replica of the last 30M motor, even down to the use of Imperial thread forms.

This means that all our parts are interchangeable with original engines.” “Although our parts fit the old Norton engines, the materials we use are hugely different. Our crank is made from EN40B, aerospace steel, which is then nitrided. The crankcases are cast in AZ91 magnesium alloy, which offers an outstanding combination of strength, lightness and corrosion resistance.” Patrick’s engine looks almost like the 500cc 86mm x 86mm dual overhead cam engine which gave Norton 10 TT wins in the Golden Age of motorcycle road racing. The key difference is that the original motors had exposed valves for cooling, and this meant that they were incredibly dirty things spraying oil everywhere. Patrick’s engine has the valve springs enclosed so it is as oil tight as a modern motor. Although faithful to the original, the engine feels more Honda than classic Norton. Peak power – something over 50 horsepower at the back wheel – comes in at 7500 rpm, but the DOHC engine will rev on to 9000 rpm The rest of the bike has been faithfully reproduced, and includes double sided seven-inch brakes that have improved stopping power. without any problem.

Even with a second-rate rider like me in the saddle, this equated to a genuine 120 mph at Gedinne. Throughout the whole rev range the motor feels ultra-smooth. The Belgian TT is the perfect place to assess a classic racebike since the three miles of bumpy, barbed wire-lined country lanes are about as near to a 1960 GP circuit as it is possible to find today. As well as the motor being a faithful replica of the original 30M, the rest of the bike is pure Norton and, as Patrick notes, does exactly what it says on the tin. The handling is taut and accurate, and the CNC machined replica double sided seven-inch brakes stop like the originals never did. The same goes for the six-speed Quaife gearbox, which is a dream. In fact, Patrick’s Norton is, in every way, a thoroughly modern, civilized bike – but one which is absolutely true to the original 1962 bike. Despite the bike’s pedigree, for me there were three huge problems. First, Patrick’s bike normally has Glen English in the saddle who is one the world’s top classic racers.

Next, road racing someone else’s very expensive bike is very different from testing in the controlled conditions of a modern circuit. Parking a $45,000 GP bike upside down in a tree is not likely to win any friends or influence people. Finally, Gedinne is not a place to ride any motorcycle which is not completely trustworthy. Certainly, getting things wrong on the Belgian lanes could lead directly to the local hospital. Overall the bike replicates the Norton well but handles closer to a modern machine. Expect to pay at least $45,000. I need not have worried on any of the three counts. The Norton is much more precise than our family’s Matchless G.50 which I normally ride, and the road holding was superb even with the large, 19-inch wheels. Where the G.50 has a rather docile, anthropomorphic feel the Manx is much tauter and feels rather modern. Over Gedinne’s bumps and off-cambered corners, the bike inspired confidence and encouraged me to make some attempt not to embarrass Patrick. Thanks to the willing engine, and trustworthy handling, the bike managed third in class – and that was despite me riding it.

With Glen in the saddle, I feel sure that the team would have been on the top step of the podium. New Nortons, in the same specification as the bike I raced, are available from Works Racing Motorcycles Ltd., with prices beginning at around $45,000. Facebook comments British Classic Motorcycles - Matchless Many British motorcycles at the start of the 20th Century originated around the Midlands. However, the Matchless story begins in Plumstead, London. Like many motorcycle manufacturers of the time, Henry Herbert Collier started out in the late 19th Century as a bicycle manufacturer. Henry formed the company H. Collier & Sons with his eldest two sons, Charlie and Harry. Matchless became their trading name. The first Matchless motorcycle was introduced in 1901. The earliest models used a variety of engines including the de Dion-Bouton single. In 1905, they produced a JAP V-twin powered motorcycle. This had leading-link front forks and swing-arm rear suspension, quite innovative for the time. The very first Isle of Man TT Race in 1907 was won by Charlie Collier on a single cylinder JAP engined Matchless.

He finished the race in 4 hours, 8 minutes and 8 seconds at an average speed of 38.21 mph. A production replica of the winning TT machine was added to the Matchless catalogue the following year along with a series of V-twin machines. Harry Collier won the TT Race in 1909 at an average speed of 49.01mph, and Charlie won again in 1910 averaging 50.63mph. In 1912, Matchless designed and built their own single cylinder engine based on the JAP engine it replaced. By 1914, however, the single cylinder engine had been dropped from the Matchless catalogue in favour of a range of V-twin engines including the eight horsepower 8B model. In 1915, the 8B/2 model was introduced. With the outbreak of World War I, civilian motorcycle production at the Matchless factory stopped as the company changed production to munitions and precision aircraft parts. Matchless had designed a V-twin engined motorcycle intended for military use, however they did not receive a contract to build them.

It was redesigned after the war to be sold to the general public as the Victory. The Victory supplemented the Model H sidecar outfit, also a V-twin. Matchless continued to offer only V-twins until 1923 when a 348cc single cylinder Blackburne engine was fitted to their new L2 model. A 591cc single cylinder machine was added to the range a year later. Also at this time, Matchless had developed a 347cc single cylinder overhead camshaft engine. In 1925, a 990cc V-twin was introduced for solo use. In 1926 Henry Collier died, and by 1928 Matchless became a limited company. In 1930, Matchless launched a 394cc side valve 26 degree V-twin called the Silver Arrow, designed by Charlie Collier. In 1931, the 593cc narrow angled V-four Silver Hawk was introduced. This was designed by youngest brother Bert, who was now active in the company.

In 1931 Matchless bought AJS from the Stevens brothers and continued to build motorcycles under the Matchless and AJS names. Matchless supplied V-twin engines for the versions of the Morgan three-wheeler from 1933 until Morgan production was halted by the outbreak of World War II in 1939. In 1935 the Matchless / AJS hairpin valve springs made their first appearance. In 1938, Charlie and Harry Collier formed Associated Motor Cycles (AMC) which was to become the parent company of a collection of motorcycle manufacturers. AMC acquired Sunbeam in the late thirties, however Sunbeam was sold to BSA towards the end of World War II. In 1941, Matchless introduced telescopic front forks called 'Teledraulic' forks, a major innovation in front suspension. In 1944, Harry Collier died. During World War II, AMC were in a good position to supply large numbers of 350cc Matchless G3 models for the armed forces. In 1947, AMC took over Francis-Barnett.

From 1948 competition models of the singles were produced which gave the company some success. In 1949, the first Matchless / AJS vertical twin was produced. Originally in 500cc form, it was later joined by 600cc and 650cc variants in 1956 and 1959 respectively. For 1952, a racing Model G45 twin was introduced. The G45 frame and certain engine parts were based on the AJS 7R. Derek Farrant won the 1952 Manx Grand Prix at 88.65 mph on a G45. In 1953 there was a Clubman range of Matchless / AJS 350cc and 500cc singles. The production model Matchless G45 500 twin became available. Also in 1953, AMC took over Norton production. AMC withdrew from racing at the end of 1954. In 1958 the Matchless range included a 250cc single.

In 1959, the Matchless G50 single cylinder racer was made available for privateers. The G50 competed well against the Manx Norton. Though its power and maximum speed were slightly down on the Manx, the lighter Matchless often beat the Norton through the bends. Matchless G50 painting by Steve Dunn. IJMS / Vaukins / The Isle of Man TT Races: Politics, Economics and National Identity November 2007: Special TT Centenary Issue The Isle of Man TT Races: Politics, Economics and National Identity Simon Vaukins The Isle of Man TT races are an anachronism: a throwback to the days when men were men, and danger was a face to be laughed in … The TT, 100 years old this week, could well be the most dangerous sporting event on earth. (Goodhart) The Isle of Man is an unusual place to hold a motorcycle race. It is an offshore location with limited travel links to the world outside and it is costly to travel to. Closing roads and allowing motorcycles to race around them at high speed is an inconvenience to the local people.

Perhaps stranger than this is that the Tourist Trophy (TT) motorcycle race has survived for 100 years. The races have been criticised at points throughout their history, and they have lost their status as a world championship race. With the increase in speed, the TT has become increasingly dangerous, yet in 2007 motorcycle enthusiasts from across the world gathered on the Isle of Man to celebrate the centenary of the event. [1] The purpose of this article is not to describe the TT and by doing so describe the winners and losers, the details of specific races and the thrills and spills of the event. Its point is to consider why the TT races became established on the Isle of Man and, further, why the TT races have continued despite criticism, technological change and the undeniable inconvenience of their location. Since 1907, the races have gradually become ingrained in the external perception of the Isle of Man and, during the inter-war years and beyond, within the Manx consciousness. Three factors explain the TT’s endurance: First, the TT reflects, and indeed its survival has depended upon, the political evolution of the island. The origins and the continuation of the races cannot be understood without understanding the changing Manx constitution.

Second, the TT became valued for economic reasons, being championed by manufacturers as a showcase for their machines and, very importantly, being exploited by interest groups on the island. Third, the TT has become part of Manx identity, not only in the way others see the Manx but also as the Manx see themselves. For this reason, the TT races have become something distinguishing, an identifier of the Isle of Man. Politics To understand why the motorcycle TT was established on the Isle of Man in 1907, we must look back to 1904 and the origins of motor car racing on the island. On 15 March 1904, motor racing, initially trials for the 1904 Gordon Bennett race, was imposed on the Manx people. [2] After winning the 1902 Gordon Bennett Race, the English were obliged to stage the event in 1903. Motor racing on public roads remained illegal in England, but the Automobile Club of Great Britain and Ireland were able to hold a race in Ireland, another quasi-colonial place that at this time lacked self-government.

In 1903 the passing of the Light Locomotives (Ireland) Act, passed by MPs in Westminster, set a precedent for Manx legislation in 1904. The Act which legalised road racing on the Isle of Man, the Highways (Light Locomotive) Act 1904, was imposed by the Lieutenant Governor, Lord Raglan, a member of the Automobile Club of Great Britain and Ireland (ACGBI), on behalf of his cousin Julian Orde, secretary of the ACGBI. It was not something about which the Manx people or even the Manx legislature had much say. At this time, by the constitution and prevailing political practice, the Legislative Council (the upper chamber of the Manx legislature) was filled with the governor’s nominees and Crown appointees. When the Bill was supposedly being debated, the printed version had not even been received from the printers, and it passed with minimal comment. [3] The House of Keys, the lower chamber, was not quite so quick to pass the Bill.

Some Members of the House of Keys (MHKs) suggested that passing the legislation so speedily was absurd, with one member arguing that the passage of the Bill was not a matter of “such extreme urgency … that we should in the face of all precedent read the Bill first, second and third times—because that is what is intended—a Bill we have never seen, it is really making ourselves a laughing stock” (Isle of Man, Debates, 1904). Nevertheless the Bill was passed, in a single day, without any objections being taken into account. [4] It was, however, only valid until 31 December 1904, to authorise the Gordon Bennett trials for motor cars which took place on the Isle of Man in May of that year. When the Automobile Club wished to hold further motor racing trials on the island in 1905, further legislation approving racing on public roads was required. This legislation, the Highways (Motorcar) Act 1905, was swiftly passed and indeed made permanent, needing only a resolution of Tynwald to renew legislation year by year.

With the new legislation now in place authorising road racing, including motorcycle racing, the way was paved for the first motorcycle TT race to take place on the Isle of Man in 1907. It is widely believed that this race resulted from dissatisfaction amongst members of the Auto Cycle Union (ACU), motorcycle manufacturers and other enthusiasts with the International Cup Motorcycle Race, which had been held in Europe since 1905 (Kelly 91). This motorcycle race would be largely modelled on the Automobile Club’s Tourist Trophy race, the inaugural event of which had been held in 1905 on the Isle of Man. Thus, the establishment of the motorcycle TT was undoubtedly made easier by the legislation that had been imposed on the Isle of Man in 1904. Motorcycle races then took place each year between 1907 and 1914, with little protest in the Isle of Man. However, concerns were raised about the safety of the motor car TT in 1908 by The Times, and issues of the usefulness to manufacturers of the motorcycle TT were expressed in 1912 by a small section of unidentified motorcycle manufacturers. [5] World War One interrupted the continuity of the TT.

It could have permanently put an end to the races. Indeed there was little reason to assume that they would be revived, since they were not yet being used to publicise the island. Although manufacturers were using the races as a test bed for machines, if there had been political objections to the revival this might have led to the termination of the races. But this did not happen and political support in the Isle of Man fell firmly behind the races. The races restarted and continued, despite efforts to take them away from the Isle of Man during the early 1920s when a small section of the motorcycle community and members of the House of Commons were lobbying, unsuccessfully, for road racing to be legalised in England. [6] However, when motorcycle racing did return to the Isle of Man in 1920 this was not the result of an authoritarian imposition by the new Lieutenant Governor, Sir William Fry.

This was partly the result of the 1919 reform of the Manx constitution, which alongside fixing the governor’s term of office to seven years also reformed the Legislative Council, so that it now contained two Deemsters, the Lord Bishop and the Attorney General, two nominees from the Lieutenant Governor, but most importantly four members elected by the House of Keys. [7] The decisions to revive the motorcycle TT in 1920 and to extend legislation for motor racing in 1922, which had lapsed in 1921, were made by Tynwald. As a result of the presence of elected members in the Legislative Council, there was less chance of imposed legislation. The resumption of the races after World War One, therefore, reflects the changed politics of the Isle of Man. During the inter-war years this political commitment continued. It was confirmed in 1928 when the principal authorising legislation was amended to allow roads to be closed so that riders could practise before the races.

Debates in 1928 revealed much support, as did Lieutenant Governor Sir Claude Hill’s creation of an annual grant of £5,000 to the ACU in 1929, £1,500 of which would be prize money and £3,500 aid for competitors travelling to the Isle of Man from the British Empire and foreign countries. The government’s support was intended to garner international goodwill, with the races becoming a more cosmopolitan event (Isle of Man, Debates, 1928, 1929; Loughborough 12, Curwen Clague 102-103). The races were also reviewed by a committee of Tynwald in 1937, but political support was unwavering and the financial support for the races was maintained.

The Committee’s report concluded that “We regard the Races as of great value to the Island in the early part of the season, and we recommend that the expenditure of £3,500 which has now been paid for some years should be continued.” It went further, stating that, “Bearing in mind the undoubted publicity which results from the TT Races and the expense involved by the Auto Cycle Union in carrying them out, it would seem that this is not an unreasonable figure" (Isle of Man, Report, 1937: 4). By 1937 the £5,000, which had originally been supplied as a contribution to be made to the ACU, had been reduced, albeit only to £3,500. The £1,500 which had originally been set aside for prize money was now being donated as financial assistance towards other racing events on the island, which included £800 to the Manx Grand Prix Committee, £200 to the June Effort Committee to promote an International TT Bicycle Race, and £500 to promote an Aeroplane Race (Isle of Man, Report, 1937: 6).

As a result of the growing political commitment during the inter-war years it was very unlikely that the outbreak of World War Two would signal the end of the TT races, whereas that had been a possibility in 1914. By now there was a strong commitment to the races, which was not likely to be politically challenged. After 1945, two reports were commissioned to consider the future of motor racing on the island. Following an appraisal in 1946 of the contribution made to the ACU, it was decided that provisions should be made in the Manx budget to meet the expenses of the Manx Grand Prix, but it was not possible to hold a TT race in 1946. For this reason a further report was commissioned later in 1946 with the purpose of considering the financial contribution to be made to the ACU for supporting the TT in 1947. The report suggested that in 1939, despite the contribution of £3,500 to the ACU towards the running of the races, a financial loss had been made by the Union.

The 1947 report therefore recommended that a contribution of £6,000 should be made to the ACU for the purpose of holding the TT on the island. In 1948 a further report considered the matter of the £6,000 contribution which had been made in 1947 and considered this to be a reasonable amount. It therefore recommended this be given once again in 1948 (Isle of Man, Report, 1948: 3). Thus, by 1948, an even larger financial commitment had been made by the Manx Government to the continuation of the TT. This was despite—or possibly because—the island was developing a more representative government and moving towards a ministerial system of government, with an elected Chief Minister by 1985. Economics Therefore, the TT had become politically accepted by elected representatives between the wars and certainly by the 1950s evidenced by the financial commitment made by the Manx legislature. We now need to consider why this was the case.

It was the view of one councillor on the Douglas Residential and Boarding House Association, discussing the 1955 Report of the Isle of Man Visiting Industry Commission, that: We have three big sporting events which take place when Wakes do not occur. The T.T. races in early June, the cycle races a fortnight later, and the Grand Prix Races at the back end of the season. All of these things happened accidentally on the Isle of Man. No Government body, no Municipal body in any way encouraged or supported them. They were purely accidental. A group of dirty little lads got going on motorcycles, when everybody was horrified by them, and started the T.T. races; they were unobserved and unhelped for years until it was seen that it could be helpful to the visiting industry. (54) [8] Despite the obvious historical inaccuracies of this account, it does contain one important truth. It is nowadays indubitably recognised that the TT races have a strong economic value to manufacturers and sponsors and to the Isle of Man’s tourist industry. This outcome, particularly the latter, was not initially anticipated.

The Manx barely recognised the economic value of the TT races between 1904 and 1914. Raglan had not imposed racing on the island to boost tourist figures, although it has been argued by some that this was indeed the case (Duckworth, Kermode, Kelly). Motor racing on the island was for the benefit and enjoyment of a small elite and was of advantage only to a handful of motor car and motorcycle manufacturers. True, the promotional value of the races was used by the motorcycle and motor car industry to help boost sales even before 1914, and this was reflected in advertisements in the Manx press, British press, motorcycle magazines and at the races. For instance, Norton used their success in the 1907 TT to develop their motorcycles and carried this on into the inter-war years. What is more, the Indian motorcycle company, based in the USA, came to the public’s attention following a clean sweep of victories in 1911. Between the wars the number of manufacturers and teams increased, and the TT became more of a showcase for new products.

Advertising demonstrates, on a larger scale, that the TT was a potential market, not only for motorcycle manufacturers, but also for tyre manufacturers, oil and fuel suppliers and brake manufacturers, to name a few. By the 1950s and 60s these interests were becoming even more apparent at the races. Indeed, the TT should be regarded as an early model of capitalist investment in spectacle and stars. [9] “Ixion”, a correspondent in The Motor Cycle, identified the interests of the manufacturer in 1951 in Motor Cycle Cavalcade. The manufacturer, he suggested, might argue that he cannot afford not to race. My duty to customers demands that I give them the best machines possible. This implies that I must perfect roadholding, steering, brakes, control and reliability by all means in my power. My experience is that every race teaches me something new. (Ixion 140) So what value did the TT have? Ixion believed that although the “T.T.

races have been much maligned,” it was “indisputable that they transformed the primitive motorcycle from a flimsy toy into a well-nigh perfect two wheeler, in which it is now impossible to fault any feature essential for safety” (140). However, this only explains why manufacturers wanted to come back to the Isle of Man and why they did so each year. It does not explain why the Manx government wanted to receive them. Manx economic interest was important here. In 1920, when the revival of the TT was being considered, the potential of the races to advertise the island was for the first time clearly recognised by some MHKs and members of the Legislative Council. One Manx politician, the Chairman of the Highway Board which was responsible for organising the race on the island, argued, “I think it is well known that the last cycle races were a means of bringing a large number of people to the Island, and that the Island largely benefits by these people” (Isle of Man, Debates, 1920).

Further to this, in 1928 one MHK highlighted the potential publicity for the island brought about by the growing cosmopolitan nature of the event: We have machines here from all parts of the world; Italian, Spanish and French journalists here. German machines and German journalists. As far as advertising is concerned, the Isle of Man is in a wonderful position not only throughout the British Islands, but throughout the world, and it would be a pity if anything was done to prevent the cyclists from coming here. (Isle of Man, Debates, 1928) Before the First World War the tourist industry had begun to make a huge contribution to the island’s economy. This was realised by the Commission for Local Industry’s Report in 1900, which noted that demand for labour within the visiting industry was even making it difficult to obtain labour for other industries. Walton points out that by this time, Douglas was noted for “informality and easy mixing …The impressive boarding houses along the Loch promenade took in between 50-100 visitors at a time” (Walton 91).

1913 saw a record number of people visit the island, 634,512 (Isle of Man, Summer Passenger Arrivals), and it was expected that even more would visit in 1914. The island’s tourist industry inevitably suffered during the First World War, and so the TT races were subsequently adopted as a unique selling point. Although Manx politicians had realised the potential publicity value of the races, publicity was carried out at the instigation of a committee from the Manx Motor Cycle Club after a meeting in 1922. Thereafter and throughout the inter-war years as the island sought to attract visitors, the TT races were heavily marketed. If the Isle of Man were going to boost its economy, suffering from the decline of fishing, farming and industries such as mining, then it had to attract visitors (Birch). This was recognised by the Isle of Man Board of Advertising. Accordingly, during the inter-war years the races were included in the advertising material for the island such as posters put out by the Board .The value of the races to advertise the island became, therefore, one of the main reasons for their revival and for their continued support.

With the addition of the TT races to the island’s portfolio of Celtic and Norse attractions, beautiful scenery and the increasingly lively atmosphere in Douglas, we can see the beginnings of the island’s long economic association with the TT. This explains why the Manx government even contributed financially to the ACU after 1930, as was confirmed in the Report to Examine Motor Car and other Races 1937. Moreover, this commitment continued and indeed was increased after World War Two (Isle of Man, Reports, 1947, 1948). The continuation of racing after 1945 therefore owed much to the event’s financial power. The Isle of Man Weekly Times commented, “no one with any common sense has questioned the value of the TT races to the Isle of Man” (6). True, during the early 1950s, it can be seen that the week of the TT, being the first week of June was only the third best week of the summer season. Visitor figures between 1952 and 1955 attest to this. An average of 552,000 people visited the island between May and September in each of these years.

Of these an average of 118,143 visited in June, compared to an average of 204,997 in July and 161,374 in August (Isle of Man, Summer Passenger Arrivals; Isle of Man, Report, 1955). Nevertheless, the TT, coming early in the season, boosted the numbers coming to the Isle of Man, especially given that the average figure for May totalled only 22,613 visitors. This marked a change. As the Isle of Man Weekly Times put it, “it used to be said that TT week started the season. It is certainly true in 1947” (6). The profitability of the races, for both the Manx and motorcycle manufacturers (and other industries), therefore increased as the popularity of the races increased. This has continued into the present day. It has become increasingly costly to travel to the Isle of Man during TT fortnight, with interest groups such as the Isle of Man Steam Packet raising fares in response to increased demand.

Smaller interests groups also take advantage of the popularity of the races and there are great benefits to be had for hoteliers, owners of campsites and indeed sellers of beer. National Identity The political acceptance of the races and their increasing economic value to the island has meant that they have become ingrained within Manx identity, both in the internal and external perceptions of the island. First, it has become increasingly clear that the TT races have become strongly associated with the Isle of Man by those who do not live there. This is demonstrated by the huge influx of people from across the world who come to the Isle of Man during the TT fortnight—for instance 50,000 people and 19,000 motorcycles were expected in 2007 [10] —and by unbroken coverage of the races within motorcycle magazines and the national press. For example, in 2005 The Guardian described how “every year 40,000 leather clad bikers make their pilgrimage to what they describe as the best festival of their sport. It is about celebrating fraternity and a way of life” (Gillan).

Throughout the history of the races, particularly after 1920, the TT was already becoming part of the external perception of the island, even before it was viewed as an identifying feature internally. Throughout the inter-war years, motorcycle magazines published in Britain contained sizeable reports on the TT, placing the Isle of Man on an international stage. During the inter-war years, in addition to the usual race reports, Motor Cycle included short stories in its TT editions which would fictionalise the TT, but at the same time, touch on the importance of the races to manufacturers, racing teams and young working-class men. Titles of short stories included, for example, “The Lone Hand: A Tribute to the Single-Handed TT Entrant” (1927), “The Piston: Jack was a Nobody until He Was Left Alone to Fight a Foreign Challenge” (1931), and “Pacemaker’s Luck: How a Young Rider Was Given the Job of Breaking up a Fast Rival: A Tale of T.T. Tactics” (1936).

By the 1930s newsreels had begun to report the successes and failures of the races in the British cinema, something which helped to publicise riders such as Stanley Woods in the 1930s and Geoff Duke in the 1950s. [11] One important source from this period is George Formby’s 1936 film No Limit. This film reveals the external perception of the races in two ways. First, the footage shot at the 1935 TT races reflects the style of the newsreels of the time. It demonstrates the popularity of the races and shows the bustling grandstand, crowds of spectators around the course, and indeed advertising around the route. Second, even though George Shuttleworth (Formby’s character) wants to race in the Isle of Man, the film offers no explanation where the Isle of Man is or what the races are. It is assumed that the audience will know. The fact that the film was made at all and that it was Formby’s most popular film, further demonstrates the popularity of the event. While external perceptions of the Isle of Man commonly associate it with the TT races, internal perceptions are more complex, though the TT was and remains important.

The most common internal perception of the Isle of Man used to be as a Celtic/Norse society, famed for its myths and legends, as expressed by local writers and poets. Consequently, it was considered an island distinct from and not part of the UK. [12] Whilst there was and indeed still is a conscious effort to promote the island’s association with a distant past, the TT has also become part of the Manx consciousness. It has been suggested, for instance, that “The Isle of Man basks in the title ‘road racing capital of the world’” (Bazin 409), and that the TT is “a salient part of the Manx consciousness” (Faragher 410). The key questions to answer then are first, why do the Manx perceive that the Isle of Man is the venue of the TT and, second, how far do the Manx go to defend their races? The Manx people cannot forget that the Isle of Man is the venue for the TT. Residents are reminded of this everyday. The TT is written into the landscape. The course was and is used daily by motorists, since the TT roads for many are the way to and from their place of work.

The grandstand and scoreboard in Douglas were and are also ever-present reminders that a motor race starts and finishes at that point. A TT memorial was constructed in Douglas cemetery in 2006, opposite the grandstand and was placed amongst memorials to those who had spent their lives on the island, suggesting that the TT and those who have ridden in it are worthy of memorialisation on the Isle of Man. There are other reminders, such as the names given to particular corners of the course to commemorate riders or events. Even the smoothly surfaced roads and the hay bales tied to stone walls on dangerous corners are reminders that the Isle of Man is the home of the TT races. These aspects are a result of the heritage of the event and its taking place on the island over the past 100 years. The Manx have faced criticism of their races, in the past and in the present, but the races have continued regardless. Resistance to criticism reveals and confirms the identification many Manx have with their TT. Particular attention has often been focused by outsiders on the danger and deaths.

Indeed, in 2003 Sports Illustrated asked the question “is there a sporting event more perilous than the Tourist Trophy races on the Isle of Man?” and argued that the “festival of speed is how boosters on this tiny Irish Sea island bill its annual mad scramble of mopeds, motorcycles and motor scooters. Dead is how participants often wind up” (Lidz). This is nothing new. As far back as 1908, protests were made about the speed and danger of the races. The Times, in 1908, campaigned against the “four-inch” motor car race on the grounds that racing cars with four inch cylinders, capable of reaching 80 mph severely increased the risk of racing. One Manxman was quick to leap to the defence of the races, writing to the Isle of Man Weekly Times that the Manx should “vindicate [their] home rule!” Readers were told that they should “Stop following Englishmen and have your motor races and any others you like!” (Dweller 4).

This was an early attempt to be different, to cut against the English grain in a period when political reform and increased independence from Westminster was high on the political agenda on the Isle of Man. It might also have been the case that the Manx would decide to end their association with the TT in 1927 when one rider, Archie Birkin, was killed when practising for the race, but the reaction of the Manx legislature was defensive. Legislation was amended and roads were to be closed for practising before the TT. The constant association of the Manx with the TT has been reflected in much writing on the TT from within the island. The following paragraph from the 1954 TT programme shows the link between the Manx people and the TT, albeit from one man’s point of view. Here “we,” “us” and “our” are powerful words in associating the Manx with the TT and the Isle of Man. [13] Stenning, a Manx resident for forty-five years, concluded that: Year by year we on the Island look forward with the greatest pleasure to the coming of the A.C.U. and the attendant train of riders and manufacturers.

We look forward to renewing old friendships, making new associations which we trust will last for many years … welcoming competitors from all parts of the earth, welcoming foreign machines (for we realise that competition is the back bone of success) … So we on the Island bid you welcome, and hail your arrival with great pleasure. It is true you bring us wealth, but to the great majority of us that is no concern. We like to hear of new machines, new designs, new devices, new speeds, but these are small matters to us compared with the human side, the personal contact with you all … look upon us … as people who welcome you all, who appreciate you fully, who hope you will come again to our lovely island. (Stenning 23, emphasis added) In this way we can assess the insular point of view by looking at the language used by the Manx in writing about the TT races, in publications such as TT race programmes and in Manx newspapers and other material. Stenning wrote pieces for TT programmes which took an insular point of view. Writing as a resident, Stenning groups the Manx together in their enthusiasm for the races.

He clearly describes the place of the TT in the identification of the island by its residents. Conclusion The TT is, therefore, worth serious attention and not just because it provides theatre for a few days. Studying the TT allows us better to understand the culture that has sustained it. The TT was politically imposed, but gradually became incorporated and supported in different political circumstances. This incorporation was due to—and in turn led to—the economic benefits the races brought to the Manx people, as well as to overseas manufacturers. This in turn has led to the embedding of the TT within Manx identity. The TT has become a central part of the Manx place myth (Urry). Just as those living in the Lake District associate themselves with William Wordsworth, the Lake poet, so the Manx associate themselves with the TT races. The Manx sense of self may still look back to old traditions such as the Celtic or the Norse, but they have also embraced aspects of modernity, especially technology and speed, one manifestation of which, motorcycle racing, has been sustained on the Isle of Man for the past 100 years.

Notes 1 The centenary was celebrated by some with the organisation of the TT100 conference on the Isle of Man, at which this paper was first presented. This article is based on doctoral research at Lancaster University in the UK, which has been supported by the Manx Heritage Foundation and Isle of Man Department of Education. 2 The Gordon Bennett Cup had been designed by American newspaperman James Gordon Bennett, who had come to Paris to found the continental edition of the New York Herald. He was keen on sport and became a founder member of the French Automobile Club. The Gordon Bennett Cup Race was proposed in 1900 as a “regularised international motor race to evidence the advance of the nations in motor car construction” (Holliday 11). 3 This is also made clear by the lack of discussion of the Bill in the Legislative Council minutes (1892-1906), which documented proceedings in the chamber. 4 There is little discussion of this Bill in the House of Keys Journal, supporting further the fact that this legislation was forced through by Raglan.

5 This is the first year that the Isle of Man was referred to as the “Isle of Manslaughter.” Information concerning the campaign against the “four-inch” race (for cars with four inch cylinders) was taken from The Times, Motoring Illustrated and Isle of Man Weekly Times. 6 For references to the impropriety of closing public roads for motor racing and the stupidity of the Manx for doing see Home Office file HO45/17413, Motor, Motor Cycle and Cycle Races on Public Roads 1924-1929 (National Archives, London). 7 The MacDonnell Commission recommended these reforms in 1911, but as a result of war and the obduracy of the then governor, Lord Raglan, they were not implemented until after the end of World War One. 8 Wakes weeks were a regular summer break in the mill towns of Lancashire, with each locality nominating a “Wakes week” where cotton mills would all close at the same time. This week would eventually see workers taking seaside holidays, with the development of the railway, and also holidaying on the Isle of Man by the beginning of the twentieth century.

9 Ads for motorcycles and motorcycle products are shown in TT programmes, on the front covers of motorcycle magazines, in the Manx press, on newsreels and in film of the TT. These ads generally celebrate the success of a particular brand at the TT, whilst not having explicitly to refer to the Isle of Man TT: the location was immediately understood. 10 These are Isle of Man Steam Packet estimations from 2007, included in a letter sent to all customers, February 27, 2007, which, also stated that in 2006, 35,000 passengers and 9,500 motorcycles sailed to the Island for the TT. 11 British Pathe News: and Movietone News: . 12 Most notably, Thomas .E. Brown (1830-1897) poet whose verse comments on Manx life before 1900. Hall Caine (1853-1931) a novelist and later an MHK whose work includes The Manxman.

Sophia Morrison (1860-1917) involved in collecting Manx folk tales and a key member in the founding of the Manx Language Society 1899. Arthur.W. Moore (1863-1909), published the two volumes History of the Isle of Man (1900) amongst other works, see -of-man.com/Manxnotebook/fulltext/toc_awm.htm. Moore was also involved in the Manx Language Society. 13 See Billig, Banal Nationalism, in which he introduces the “homeland deixis,” the use of words such as “we,” “us” and “our” in politicians’ speeches and newspapers and the use of these words in bringing people together with a shared identity because of banal, everyday symbols of nationalism and identity. (Billig 1-12, 93-127). Works Cited Bazin, Fenella. “Cultural History: Sport.” A New History of the Isle of Man. Volume V: The Modern Period 1830-1999. Ed. John Belchem. Liverpool: Liverpool University Press, 2000.

409-410. Billig, Michael. Banal Nationalism, London: Sage Publications, 1995. Birch, Jack W. The Isle of Man: A Study in Economic Geography, London: Cambridge University Press, 1964. Curwen Clague, J. “What the Island Does.” The TT Races: Behind the Scenes. Ed. G.S. Davison.Birmingham: TT Special, 1949. 99-114. Duckworth, Mike. TT100: The Official Authorised History of Isle of Man Tourist Trophy Racing. Ramsey: Lily Publications, 2007. Dweller Beside the Motor Track. Letter. Isle of Man Weekly Times, 12 Sept. 1908: 4. Faragher, Martin. “Cultural History: Motor-Cycle Road Racing.” A New History of the Isle of Man Volume V: The Modern Period 1830-1999. Ed. John Belchem. Liverpool: Liverpool University Press, 2000. 410-416. Gillian, Audrey.

“Twists, Turns and Death Round Every Bend.” The Guardian 4 June 2005 Goodhart, Benjie. “Risk Recounted as TT Riders Celebrate 100 Years.” Irish Times 6 June 2007 Holliday, Bob. Racing Around the Island: A Manx Tale of Speed on Wheels. Newton Abbot: David and Charles, 1976. Isle of Man Weekly Times. 5 July 1947: 6. Isle of Man. Commission for Local Industry Report. Isle of Man: March 1900. ---. Economic Affairs Division. Isle of Man Summer Passenger Arrivals 1887 to the Present. Douglas: Isle of Man Government, 2007. ---. Further Report of the Committee Appointed to Consider the Revival of the Tourist Trophy Races and Manx Grand Prix and other Motor Cycle Races. Douglas: Norris Modern Press, 1947. --. Report of Committee of Tynwald Appointed to Examine the Whole Question of Motor Car and Other Races. Douglas: Norris Modern Press, 1937. ---.

Report of the Committee on Motor Races with respect to Motor Car Races and the TT Races. Douglas: Norris Modern Press, 1948. ---. Report of the Isle of Man Visiting Industry Commission. Isle of Man: 1955. ---. The Times Reports of Debates in the Manx Legislature. Douglas: Brown and Sons Ltd., 1904. ---. The Times Reports of Debates in the Manx Legislature. Douglas: Brown and Sons Ltd., 1920. ---. The Times Reports of Debates in the Manx Legislature. Douglas: Brown and Sons Ltd., 1928. ---. The Times Reports of Debates in the Manx Legislature. Douglas: Brown and Sons Ltd., 1929. Ixion. Motor Cycle Cavalcade. London: Iliffe and Sons Ltd., 1950. Kelly, Robert. TT Pioneers. Douglas: The Manx Experience, 1996. Kermode, David G. Offshore Island Politics: The Constitutional and Political Development of the Isle of Man in the Twentieth Century. Liverpool: Liverpool University Press, 2001.

Lidz, Franz. “38 Miles of Terror.” Sports Illustrated. 9 Aug. 2003: A6-A14. Loughborough, T.W. “The Organisation of the TT Races: From 1912-1939.” The TT Races: Behind the Scenes. Ed. G.S. Davison.Birmingham: TT Special, 1949. 7-22. No Limit. Dir. Monty Banks. Associated Talking Pictures (ATP), 1935. Stenning, E.H. “The TT Races: An Insular Point of View.” TT Programme 1954. Urry, John. Consuming Places. London: Routledge, 1995. Walton, John. The English Seaside Resort: A Social History 1750-1914. Leicester: Leicester University Press, 1983.

The Tonkin Tornado: A Street-Legal Norton Manx - Classic British Motorcycles - Motorcycle Classics The Tonkin Tornado: A Street-Legal Norton Manx Full lighting and a kickstarter make this one Norton Manx you can ride on the street By Phillip Tooth The Tonkin Tornado - Steve Tonkin's custom-made, street-legal Norton Manx. Photo by Phillip Tooth "Tonkin Tornado" Street-Legal Norton Manx Claimed power: 50hp @ 7,000rpm Engine: 500cc DOHC air-cooled single, 86mm x 85.8mm bore and stroke, 9.5:1 compression ratio Weight: 322lb (146kg) Fuel capacity/MPG: 3gal (11.3ltr) Price: Around £33,000 (approx. $53,000) One of the most famous British motorcycles of all time, the Norton Manx is among the most sought after and highly regarded race bikes ever made. Fast and light, beautiful to look at and to hear, Norton Manxes powered a legion of riders to podium finishes for almost a quarter century.

Read about the history of the featherbed Norton Manx They also fueled a legion of dreams. Just about every classic bike enthusiast, we’d wager, has dreamed of owning a Norton Manx. But not necessarily a full-on racer. Rather, one modified for daily service, tamed just enough to be used legally on public roads. It would be the ultimate café racer. Many have dreamed the dream, but few have lived it. Steve Tonkin, 1981 Isle of Man TT 250 Junior winner and full-time classic bike restorer and builder, has made the dream come true for one very lucky man with his most recent build a street-legal Norton Manx he calls the Tonkin Tornado. “I was talking to my friend William McRobie about my plan to build a Manx Norton that was road legal,” Steve explains. “There have been Manx-based road bikes before, but they have usually been lash-ups — worn-out old racers with a silencer instead of a megaphone and a registration plate stuck on the back. Nobody had done it properly.” Steve’s creation was going to be brand new and have lights and a kickstart — this would be one Manx that you wouldn’t have to bump start.

“I wanted a challenge, and when I explained what I wanted to do, Mac [McRobie] said that if I would build it, he would buy it.” The result is the bike you see here — the Tonkin Tornado. Powered by a 500cc Molnar Manx engine built to 1961 specifications, it will do 140mph on Isle of Man gearing, but Steve has fitted a smaller, 19-tooth gearbox sprocket instead of a 21-tooth so the Manx maxes out at 115. “Sacrificing a little bit at the top end makes sense if you want to ride on the road,” Steve tells me before we set off for a test ride. “You can still cruise all day at 100, but if you want more speed then swapping sprockets and the chain won’t take long.” MC Read more about Steve Tonkin and his street-legal Norton Manx in the November/December 2011 issue of Motorcycle Classics. Call Customer Service at (800) 880-7567 or contact us by email .

Resources Memorable Motorcycles Manx Norton - Motorcycle USA Memorable Motorcycles Manx Norton Contributing Editor| Articles | RSS Our Memorable Motorcycles expert, Frank Melling also is the organizer of the British vintage motorcycle extravaganza known as Thundersprint. Melling began riding five decades ago and remains as much in love with motorcycles as when he drove his first bike into a cow shed wall aged ten. In the last 50 years, Melling has competed in every form of motorcycle sport and now declares himself to be too old to grow up and be sensible. Keith Heckles made quite a name for himself during his tenure racing the Manx Norton. If ever a factory was lucky it was Norton in 1950. Insular, old fashioned and dominated by the dour, conservative Joe Craig, Norton relied on racing success to sell its road bikes and by the commencement of racing after the war, it was in dire trouble. By 1949, Norton’s flagship Grand Prix race bike – and therefore its single most important marketing tool – should have been consigned to the museum. The ohc Norton was already ancient and owed a huge amount to Walter Moore’s original 1927 design.

Worst still, the engine wasn’t state of the art even when it was first drawn! Running against the Norton were a mass of advanced four and two cylinder bikes, as well as far more sophisticated singles from Moto Guzzi. In short, Norton was dead in the water. Then, in January 1950, Norton was gifted the design which was to save them. The talented McCandless brothers had produced an all welded, duplex frame with pivoted rear fork, suspension. Norton’s existing ohc engine slotted into the new chassis and, at a stroke, made every other motorcycle frame obsolete. This ground-breaking design was simply gifted to Norton and became the legendary ” Featherbed” framed “Manx”. The reasons for the obsession with the Manx name was simple. The Isle of Man TT races were worth more in prestige than every other major event combined – more even than a World Championship. What the TT demanded, and the McAndless frame provided, was high-speed stability. So impressed was Norton’s team leader, Harold Daniels, with the new chassis that he described it as a “…featherbed ride” – and the Norton “Featherbed” frame was promptly born.

Even so, the new frame would probably not been enough to rescue Norton were it not for two other strokes of sheer good fortune. First, Leo Kusmicki joined the company. Leo came to Britain as part of the Polish Free Air Force and stayed on after the war in a very menial position at Norton until someone discovered that he was one of Poland’s leading experts on internal combustion engines. First, he re-designed the 350 engine so that the power rose from 28bhp at 7,200rpm to 36bhp @ 8,000 revs. Later he did the same thing with the 500. He was a modest, self-effacing engineer and took no credit for his work – which suited Norton race team manager, Joe Craig, perfectly. Then came the young Geoff Duke and, with him, Norton’s second giant sized slice of luck. The Manx Norton suited Duke to perfection. As a result, Norton’s ancient engine was given a world championship winning boost. The Manx also became the tool of choice for professional racers the world over.

If the revs were kept below 7,500 then a Manx could be raced at top level week in and week out earning a living for many on the Continental Circus: it was truly the tradesman’s white van of the racing world. In doing so, the Manx also led the Japanese down a complete blind alley. Much of the quality of the handling comes from the fact that the engine, with its huge heavy flywheels, sits down in the duplex frame giving a tremendously low centre of gravity. When the same widely spaced duplex frame had two-stroke twins, and fours, housing it – the handling became very questionable and far from the Manx legend of stability and smoothness. Riding a Manx today is still a magical experience. A Manx is huge for a racing motorcycle and once the rider is buried in the immense five and a half gallon TT tank, the bike holds a racing line with effortless tenacity: truly it is a featherbed ride. In its heyday, ridden on rough road circuits, a Manx must have been worth its weight in gold. And even in the new millennium, the legend lives on. It is still possible to buy a brand-new Manx Norton straight off the shelf.

Facebook comments Norton Manx | Flickr Norton Manx Sign in Group Description Norton Manx is a British racing motorcycle that was made from 1947 to 1962 by Norton Motors Ltd. Norton had contested every Isle of Man TT race from the inaugural 1907 event through into the 1970s, a feat unrivalled by any other manufacturer, and the development and honing of the Manx racing motorcycle was another step in this racing achievement. New Manx Norton's, built to various specifications are still available to buy new, from various suppliers around the world. Appearing just after the war, the 1947 Manx Norton was a lightly redesigned prewar racing Norton International, an overhead cam single cylinder. The Norton factory race bikes under Joe Craig were the experimental models, and a customer version was available to buy from the factory in Bracebridge Street, fitted with the McCandless brothers Featherbed frame for 1950, the Manx gained a new lease of racing life as a racing machine, the new frame giving the fine steering necessary for high speeds. The last Bracebridge Street, the original home of Norton, Manx Norton's were sold in 1963.

Even though Norton had pulled out of International GP racing in 1954, the Manx had become the backbone of privateer racing. This group is dedicated to the Norton Manx motorcycles and is open to any one with an interest in the Norton Manx motorcycle. Please feel free to post your pictures and comments about the Norton Manx motorcycles. Regards. Peter Accepted content types: Photos, Videos, Images, Art, Screenshots Accepted safety levels: Safe

Question: Which British motor cycle manufacturer made the Manx
Answer: Norton