2023 Norton Commando 961 First Ride

[Hugh Janus]

Now with Norton under new ownership, the Commando 961 gets more than 300 revisions. (Jason Critchell/)

This is an important moment for Norton, a point when its reputation can either properly begin the journey back to respectability in the hearts of enthusiasts worldwide or confirm what the skeptics have been saying all along: that the once great British marque is destined to remain little more than an also-ran in the world hierarchy of motorcycle manufacturers.

We’ve had the buildup, the buyout by Indian giant TVS Motor Company, and a 100 million pounds sterling investment in a state-of-the art manufacturing HQ in Solihull, right in the heart of the British Midlands. There’s been high-profile recruiting, notably CEO Dr. Robert Hentschel, former director of Lotus Engineering. There’s even been the relaunch of the troubled superbike, the V4, as the V4SV.

Two variants of the Norton Commando 961 are offered, the SP (shown here) and the CR. The CR gets lower bars and a racier seat. (Jason Critchell/)

But production of the Commando 961 is perhaps the moment that matters most so far to “new” Norton’s journey back. Like the V4SV, it was inherited from the old regime by TVS along with myriad problems, not least poor reliability. Rather than abandon the project, Norton’s new management decided to fill the three or so years it would take to conceive and build its first all-new Norton model by thoroughly reengineering every facet of the retro twin. In doing so, the firm would show that its new processes, tooling, and skilled team of craftsmen and -women could do what the old Stuart Garner–owned Norton could not: Get it right.

And here it is. The same beautifully proportioned parallel twin, gleaming in the autumn sunshine, its reputation on the line.

The old Commando was a handsome and purposeful-looking machine. But in the flesh, the 2023 961 looks sharper and fitter, as if it has given up junk food and invested heavily in a new gym regime. The quality of its fasteners and the depth of the gloss are both immediately obvious. Despite being assembled in a sophisticated production facility, it’s clear that skilled human hands have brought this bike together. Owning a Commando 961 will make you a tourist attraction wherever you park.

There are two models to choose from, the Sport (SP) and the Café Racer (CR), with the only significant difference being the CR’s low bars and racy, integrated seat unit, making the CR 500 pounds more expensive in the UK. Both bikes are available in the Matrix Black or the Manx Platinum, and both look superb. The black contrasts with the bike’s chrome surfaces, while the Manx Platinum (silver to most of us) is reminiscent of the iconic Manx Norton of the 1950s and ‘60s.

Improvements in quality on the Commando 961 are immediately evident. (Jason Critchell/)

The somewhat old-school air-cooled pushrod twin looks the part too. Internally, bore and stroke remain the same, but many components have been reengineered or designed again from scratch; in fact, approximately a third of the engine can be described as totally new. It punches out a claimed 77.8 hp at 7,250 rpm and 59.7 lb.-ft. of torque at 6,300 rpm. That’s slightly less than the 80 hp and 66.4 lb.-ft. claimed by the old Norton regime, perhaps in the name of reliability or a new realism about performance figures.

There’s no hiding the fact that the 961 is down on power compared to its nominal rivals in the market. Triumph’s Thruxton makes 104 hp; Ducati’s Scrambler 1100 churns out 87 hp. In reality, it’s more like an air-cooled Harley than those modern retro twins. Revs build relatively slowly; the analogue rev counter has what you might describe as a heavy needle. Those revs are accompanied by a fabulously evocative exhaust note that’s cleverly skipped past the Euro 5 emissions regulations.

Enthusiasts of the ‘50s and ‘60s will love its every pop and burble, the aero-growl of a bygone age brought back to life in a package of tighter tolerances and sumptuous build quality. Instead of lots of modern free-flowing revs, there’s a traditional spread of usable torque. You ride the Commando in the midrange, short-shifting through a gearbox that is much smoother and slicker than the one of old.

As it should have been years ago. Norton’s revamped Commando 961 feels right and works well. (Jason Critchell/)

It’s easy to become immersed. Objectively speaking, there are noticeable engine vibrations, but most who buy a Commando will probably enjoy the sense of involvement and interaction they bring. Turn the throttle and the bike surges forward, revealing a brisk turn of speed that instinctively makes you crouch into the wind, chin forward, searching out the ton.

Actually, 100 mph is easy. The 961 ain’t slow. It surges effortlessly past cars, whose drivers must fear they’ve wrong-turned into a 1960s time warp. There are only five gears to worry about too; that’s all you need on a bike with such a rich seam of torque and which, aerodynamically, stops being fun before the speeds get silly.

Certainly, the Commando 961 scores poorly on the spec sheet. Its ABS system is relatively basic, there’s no traction control, no riding modes, no active suspension or six-axis IMU, not even a quickshifter. But none of this really matters in this instance. Most will love the Norton’s purity and simplicity, that old-school rideability that sometimes gets lost in the rush to be the latest and greatest.

The new reengineered 961 feels more robust and tighter, and while its performance is no match for the modern water-cooled competition—the Thruxton, for instance, is capable of delivering a decent trackday—it’s sportier than before, too, albeit in an historical sense. In fact, it feels like it should have a kickstarter.

Chassis-wise, new Norton has again stayed in familiar Commando territory. There is an adjustable 43mm Öhlins fork up front, twin Öhlins shocks looking after the rear, and quality Brembo stoppers all round. The frame is redesigned and MIG and TIG welded at Norton HQ. Rake, trail, and wheelbase are unchanged while the Commando’s weight is now quoted at 507 pounds, which by modern standards is heavy for an air-cooled and relatively simple bike (Ducati’s air-cooled 1100 Scrambler is 57 pounds lighter).

While soft, the Öhlins suspension and tubular steel chassis handle road imperfections without a fuss. (Jason Critchell/)

But somehow, like those engine vibes, a few extra kilos compared to modern twins seem to fit. There’s a solidity to the chassis that makes the steering slightly lazy but also assured and super stable. It rolls into turns, holds a predictable line, then picks up smoothly as the taps are opened. It feels good, like a thoroughly modernized version of 1960s sports riding.

The Öhlins setup is on the soft side but copes with almost everything a spirited ride in the English countryside can throw at it. Around town there’s a nice balance, with the mass of the motor held low in the chassis thanks to its dry sump lubrication system. The soft setup takes road imperfections without jolts. And while the throttle response can still feel a little sharp, fueling is much improved compared to the old bike, making it a smoother ride everywhere.

Those softly damped and sprung fork legs give a reassuring feel, but the initial dive under hard-ish braking is a little quick. Meanwhile, the handcrafted exhaust touches down before the pegs when you really push, and the Dunlop Sportmax GPR-300 tires lack feel. Given that they also take a while to warm up, and that there’s no traction control on the 961 as standard, I’d change these for something more deserving of the 961 at the first opportunity.

Handling on the Commando 961 is stable, if not a tad lazy. (Jason Critchell/)

Brembo four-piston Monoblock stoppers combine with twin 320mm discs and do an excellent job of slowing the relatively heavy Commando. ABS comes as standard, of course, but only in a conventional non-lean-sensitive format.

After all, this bike is all about feel. Its numbers are average, but it brings the senses to life—it is, in many ways, the Commando that should have been. The air-cooled engine has had a complete overall. Parts have been replaced and redesigned when necessary. Testing on both road and track has been extensive. Every component has been scrutinized and improved where needed, from fuel tank to crank and cam materials, resulting in the introduction of more than 300 new components and an exciting new beginning for Norton.

Only time will tell us if the goal of reliability has been achieved, but at last it seems that Norton has a Commando to be proud of.

Norton now has a Commando it can be proud of. (Jason Critchell/)

2023 Norton Commando 961 SP and CR Specs

MSRP:	16,499 pounds sterling (SP) /16,999 pounds sterling (CR)
Engine:	Air/oil-cooled, pushrod parallel twin; 2 valves/cyl.
Displacement:	961cc
Bore x Stroke:	88.0 x 79.0mm
Compression Ratio:	10.1:1
Transmission/Final Drive:	5-speed/chain
Claimed Horsepower:	76.8 hp @ 7,250 rpm
Claimed Torque:	60 lb.-ft. @ 6,300 rpm
Fuel System:	Electronic fuel injection
Clutch:	Wet, multiplate
Frame:	Tubular steel, hand TIG-and-MIG welded
Front Suspension:	43mm Öhlins upside-down fork, preload, compression and rebound damping adjustable
Rear Suspension:	Öhlins dual shocks, fully adjustable w/ remote reservoir
Front Brake:	4-piston Monoblock radially mounted calipers, dual Brembo 320mm floating discs w/ ABS
Rear Brake:	2-piston caliper, Brembo 240mm disc w/ ABS
Wheels, Front/Rear:	Spoked w/ aluminum rim; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	Dunlop SportMax GPR 300; 120/70-17 / 180/55-17
Rake/Trail:	24.5°/3.9 in.
Wheelbase:	55.1 in.
Seat Height:	31.9 in.
Fuel Capacity:	4.0 gal.
Claimed Dry Weight:	507 lb.
Contact:	nortonmotorcycles.com

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