This episode follows part two,
found right here.
In January 1963, production of the legendary Norton Manx ceases. However, many private individuals continue to ride the single-cylinder, without any apparent great results. Jack Ahern is one of them. One of the ten best Australian drivers in history, he stood out in 1964. Behind
Mike Hailwood, he even finished second in the championship 500cc.
A remarkable feat, considering the age of these machines. He even won in Finland ahead of Mike Duff, racing on a hybrid Norton/Matchless. Still on the ancestors, he gleans four new podiums during the following two seasons, demonstrating the longevity of the Manx.
Northern Irish Dick Creith he also manages to win, during the 1965 Ulster Grand Prix without the Italian competition. Certainly, the firm is still represented at the highest level but does not compare with the MV Agusta.
Ron Haslam on Norton RCW588 rotary engine.
In 1969, the unthinkable happened. Thirty years after the first appearance and development of the “Manx” model, Godfrey Nash wins the
Yugoslav Grand Prix in the absence of Giacomo Agostini. This victory will be the last for the Manx grandmother.
The longevity and reliability of these machines is astounding. Certainly, the championship was not as supervised and professional as today, but that does not prevent it. There Norton Manx
takes a well-deserved retirement, less and less selected by individuals to run.
The rest is much less cheerful. Norton has just released the model
Commando, available to the general public, but finds itself in the middle of a merger including BSA et
Triumph. Bad economic management as well as a real political micmac dealt a first blow to the firm. Norton, compared to Triumph, is a relatively modest manufacturer; this will hasten his downfall.
A major crisis never happens alone. The early and mid-1970s represented the invasion of Japanese machines into European dealerships. No longer able to keep up with the pace,
Norton went out of business – for the first time – in 1976.
It would be pointless to list them all, but many investment funds wanted to perpetuate the surname in the 1980s and 1990s (until the present day). Some interesting things have been produced, others much less so. Among the “successes” we find the RCW588 (above) with Wankel type rotary engine.
UFO within the motorcycling landscape, this efficient technology allowed Mazda to win the 24 Hours of Le Mans in 1991. The legendary Steve Hislop even put her at the head of the
Senior TT 1992, although it was also piloted by
Robert Dunlop, Ron Haslam et al. Interesting but too polluting, the project was ultimately quickly abandoned. This resulted in a road model popular with collectors, the F1.
Repurchases after repurchases, the entity is still not stable today. The latest investors were keen to return to where it all took shape: to Tourist Trophy. So, in 2017, Josh Brookes
was equipped with a sumptuous V4 model, all dressed in chrome. It is with this machine that John McGuinness engaged in 2018 and 2019, without much success unfortunately.
The Norton V4 in question: a magnificent beast.
Today, the company still does not know where to stand. Like other iconic manufacturers already covered, the Norton name will continue, that's a certainty. But at what cost ? For forty years, the firm has been floundering and struggling to find stability. Heartbreaking, when we measure the impact of the brand on our world championship. Of Goeff Duke à Jack Ahern via
Jean Manchzeck, too many legends have ridden these machines to forget them. A sad end for a name, a firm, a legendary logo.
Cover photo: Lothar Spurzem
