1712 mots | Temps de lecture : 8 minute(s)
Norton Commando (1967): The Glorious Swan Song of British Twins
Summary
- 1967: British Motorcycles' Last Stand
- The Parallel Twin: from 745 to 828 cm³
- Isolastic: The Ingenious Solution to Vibration
- The Chassis and Norton's Heritage
- Five-Time "Machine of the Year" Against the Japanese Onslaught
- The Ultimate Cafe Racer Base
- Summary Table
- FAQ
1967: British Motorcycles' Last Stand
In the autumn of 1967, at the Earls Court show in London, Norton unveiled a motorcycle that would become a legend: the Commando. The era, however, was not kind to the British industry. The Honda CB750 Four was being quietly prepared in Japan, ready to sweep away old English formulas with its four cylinders and electric starter. Faced with this threat, Norton had neither the means nor the time to reinvent everything: the brand had to work with an already old twin-cylinder engine, inherited from the Atlas. The Commando's gamble was to turn this handicap into an asset.
Produced from March 1968 to October 1977, with nearly 60,000 units, the Commando was the culmination of a line of twins that brought glory to England, alongside rivals such as the Triumph Bonneville T120. It embodied the last great surge of a golden age described in our history of motorcycle evolution: the magnificent and somewhat desperate swan song of large British twins.
The Parallel Twin: from 745 to 828 cm³
At the heart of the Commando beat a 745 cm³ overhead valve (OHV) parallel twin, which was nicely rounded up to "750" in advertising. Its very long stroke dimensions of 73 mm bore and 89 mm stroke were directly taken from the Atlas engine. Tilted forward for the Commando, it developed approximately 58 horsepower at 6,800 rpm thanks to two Amal Concentric carburetors, enough to propel the machine to nearly 185 km/h, a formidable figure for the time.
In January 1972 came the famous "Combat" version, boosted to 65 horsepower by a revised cylinder head and a higher compression ratio. But this quest for power came at a price: the engine suffered from crankshaft bearing and piston failures. Norton corrected this by adopting reinforced bearings called "Superblend" and a more reasonable compression ratio. This lesson also applies to all older mechanical systems, as reminded by our guide on how to maintain your motorcycle in 7 steps.
In March 1973, the displacement increased: the new 828 cm³, marketed as "850", gained bore (77 mm) while retaining the 89 mm stroke. Less high-strung than the Combat but much more durable, this torquey big twin became the sole engine from late 1973 onwards. It equipped the ultimate model, the 1975 Mk III, which featured an electric starter (weak when cold), a rear disc brake, and a left-side gear shift to comply with US regulations.
Isolastic: The Ingenious Solution to Vibration
This was the idea that saved the Commando. A large parallel twin, by design, vibrates tremendously at high RPMs: enough to numb the rider's hands and crack parts. Rather than stiffen the engine, the team led by former Rolls-Royce engineer Dr. Stefan Bauer chose a radical approach: isolating the rider from vibrations instead of suppressing them.
The "Isolastic" system mounted the entire engine-gearbox-swingarm assembly on rubber silentblocks housed in steel bushes. The power unit could thus move vertically and longitudinally to absorb vibrations, while shims prevented any lateral movement that would compromise handling. The result: above a certain RPM, vibrations almost magically disappeared, offering unprecedented comfort for a British bike. Adjusting these silentblocks required precision — on the 1975 Mk III, Norton introduced shimless adjustable bushes to simplify maintenance.
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The Chassis and Norton's Heritage
Norton was not just anyone when it came to chassis. The brand owed its reputation to the legendary "Featherbed" frame, an absolute benchmark for road holding in the 1950s-60s, celebrated even in the makeshift handlebars of the rockers mentioned in our article on Mods vs. Rockers. For the Commando, Bauer designed a new frame built around a large 57 mm diameter top tube, ensuring rigidity, to which the entire Isolastic system was attached.
This marriage of chassis rigidity and mechanical comfort gave the Commando handling praised by all the press. The motorcycle was not just an engine: it was a coherent, agile, and reassuring whole, capable of covering many kilometers on open roads, as described in our tips for a successful motorcycle road trip. This expertise in chassis also shone in competition, where Peter Williams led the racing Commando, with its monocoque frame, to victory in the Formula 750 TT in 1973 on the legendary Isle of Man (Tourist Trophy) circuit.
Five-Time "Machine of the Year" Against the Japanese Onslaught
Recognition came from the press. The prestigious magazine Motor Cycle News awarded the Commando its "Machine of the Year" title for five consecutive years, from 1968 to 1972. An achievement that speaks volumes about British motorcyclists' affection for their last great national icon.
Because the context was merciless. The Japanese wave was accelerating: after the CB750, the Kawasaki 900 Z1 and its four cylinders were going to definitively bury the old recipes. Faced with these more modern, faster, and more reliable machines, the Commando held its own with its character, its generous torque, and that Isolastic signature that no one could copy. It represented the ultimate pride of centuries of savoir-faire, the very same that shaped the entire history of Triumph and Royal Enfield. Production finally ceased in 1977, due to lack of funds to finance its successor.
The Ultimate Cafe Racer Base
If the Commando never really disappeared, it's also thanks to an unexpected second life. Its sleek lines, powerful twin engine, and renowned frame made it a prime base for cafe racers, a style born in British cafes and recounted in our feature on the 1950s-60s cafe racer.
Clip-on handlebars, single seat, sculptural tank: the Commando lends itself wonderfully to transformation, and builders worldwide continue to turn them into machines that are as beautiful as they are fierce. Even today, a well-restored Commando is a coveted collector's item, an absolute symbol of British mechanical elegance. A model that still inspires the wardrobe of vintage enthusiasts.
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Summary Table
| Feature | Detail |
|---|---|
| Introduction | Earls Court Show, September 1967 |
| Production | March 1968 to October 1977 (~60,000 units) |
| Engine | Overhead valve (OHV) parallel twin, air-cooled |
| Original Displacement | 745 cm³ (73 x 89 mm), "750" |
| Evolution | 828 cm³ (77 x 89 mm) in 1973, "850" |
| Power | ~58 hp (750); 65 hp for the Combat version (1972) |
| Key Innovation | Isolastic system (engine and swingarm on silentblocks) |
| Gearbox | 4 speeds, chain drive |
| Top Speed | ~185 km/h (750 version) |
| Dry Weight | ~190 kg |
| Distinction | "Machine of the Year" (MCN) 5 times, 1968-1972 |
FAQ — Frequently Asked Questions
What is the displacement of the Norton Commando?
Upon its launch in 1967, the Commando had a 745 cm³ parallel twin (advertised as "750"). In 1973, the displacement increased to 828 cm³, marketed as "850."
What is the Isolastic system?
It's a mounting system for the engine, gearbox, and swingarm on rubber silentblocks. This device filters the vibrations of the large twin-cylinder engine to protect the rider, with shims blocking lateral movement to maintain handling.
How many times was the Commando voted "Machine of the Year"?
Five times in a row, from 1968 to 1972, by the British magazine Motor Cycle News. A record that testifies to its immense popularity.
What was the "Combat" version?
A more powerful version of the 745 cm³ engine launched in January 1972, boosted to 65 horsepower. Overly aggressive, it suffered from bearing and piston failures, which were later corrected with "Superblend" bearings.
Why is the Commando prized for cafe racers?
Thanks to its sleek lines, torquey twin, and renowned chassis, it makes an ideal base for customizations in the spirit of the cafe racer style born in England in the 1950s-60s.
