Norton F1

It was the howl that stayed in the memory; a smooth, high-pitched scream that ripped from twin mufflers as the Norton F1 rotary motor hit 6000rpm and surged toward the redline with renewed thrust. The F1 distinctive exhaust note emphasized that this bike was different not only from previous Nortons but also from ever)' other sportster ever built.  The launch of the F1 in 1990 was remarkable in itself. Norton's comeback had begun a few years earlier with the release, after 15 years of rotary development, of the Classic roadster.

The touring Commander followed, and public interest in Norton snowballed when enthusiastic workers built an alloy-framed rotary racer that won two national championships in 1989.  A roadgoing version was the obvious next step. The F1 was powered by a Commander engine, turned back-to-front, fitted with Mikuni carburetors and uprated with the five-speed gearbox from Yamaha's FZR1000. Enlarged ports and revised timing helped lift output from 85 to 95bhp at 9500rpm.  The frame, built by local specialists Spondon Engineering, was similar to the race bike's but stronger and had slightly more conservative steering geometry. Dutch firm White Power provided the multi-adjustable upside-down forks and shock. Brembo brakes and Michelin radials completed an up market package.

 Styling incorporated smooth bodywork that hid much of the technology but left space for the cigarette-packet logos of race-team sponsors JPS. Riding position was sporty, with wide clip-ons and a single seat.  The F1 power and weight figures were siniil; a typical Japanese 600, and so was its 145mph to the road, the rotary felt totally different, though, smoothness, generous midrange punch and sp high-rev howl.

For a sportster, the F1 was fairly c and its rigid frame and excellent suspension g: surefooted handling. But there were rough edges; was thirsty, its engine snatched at low revs and w overheating, and ground clearance was poor.  The hand-built F1 was also extremely expense lem Norton addressed a year later with the slight F1 Sport, which used simpler bodywork and lower parts. The Sport was a little less sleek and sophist like the F1, it was quick, agile and distinctive. 

Source of review: Roland Brown

The world’s only rotary-engined superbike was hyper-expensive – about US$45,000 back in the early ’90s – but went like blazes. Unlike a conventional piston driven engine, the F1’s 588cc, liquid-cooled rotary engine had no reciprocating mass, and produced 95bhp@9500rpm in a smooth, linear fashion. The Norton F1 RCW588 won the British F1 series in 1989, and the bike was also raced in the Isle of Man TT races. The British Motorcycle Land Speed Record was also set at 307km/h in 1991 using a Norton rotary engine. Steve Spray and Trevor Nation were the two British riders who raced the F1 successfully in various events in the UK.

As you would expect with an all-new engine design, Norton had various problems with the F1's rotary engine, and the British company never really had the money to sort those problems out completely. If only Norton had Honda's financial muscle, the world of very fast motorcycles might have been a different place today