If you picked up a copy of The Motor Cycle in 1959, you’ll have been treated to a road test of the latest wideline Norton ES2 with a new ‘featherbed’ frame.
“THE IMMEDIATE SUCCESS in the racing field that attended the introduction of the Norton spring frame made many enthusiasts sigh for springing on production models. This year for the first time the spring frame is available on what may be termed a sports Norton as opposed to the super-sports International models.
The model recently submitted to The Motor Cycle for road test was a 490cc ES2. It may be said at once that the steering and road-holding of the machine attained the very high standard that was anticipated. The rear springing is of the plunger-type similar to that used for racing, but in production form it is not so massive and is neater generally. That the springing is thoroughly efficient is evident in the first mile on the road, for bumps and pot-holes are ironed out as if by magic. On London’s tramline setts the worst bumps could be felt by the rider, but all the normal rear-wheel bouncing associated with rigid-frame machines is absent.
At traffic speeds the steering was very light—unusually so to a rider accustomed to rigid-framed models. As a result the Norton was particularly easy to ride feet-up at a walking pace. It was also steady on tramlines.
For town work and at normal touring speeds it was found that little or no fork damping was required. At high cruising speeds slight damping gave a steadying effect, particularly on poor roads.
No praise can be too great for the steering and general behaviour of the Norton on the open road. Really high speeds could be used in absolute comfort and safety. Even at 70mph on main roads the steering was so steady and the general feel of the machine so excellent that the rider could relax and ride comfortably with one hand on the bars.
Cornering also was delightful, and the machine could be taken round fast bends in long, easy sweeps. It was just as happy when being leaned from one side to the other on twisty roads. With this superb road-holding is allied braking of the highest order. Both brakes on the Norton were relentlessly powerful, and smooth enough for the rider to apply them with confidence on greasy roads. The action of the rear brake with its long pedal is particularly pleasant. An idea of the power of the brakes can be gathered from the braking figure of 33 feet from 30mph. The brake controls, in common with the other controls on the Norton, are well placed. The brake pedal is adjustable and comes conveniently below the rider’s foot. Little criticism can be aimed at the riding position and general layout.
The flat handlebars give a comfortably low position for the rider’s hands and the shape imposes no strain on the wrists. The saddle could be a little farther back for a tall man, but the relation of the footrests and handlebars is good.
The gear box, gear change and clutch are almost perfect; there is no noise in any gear, the clutch is sweet and light and quite free from drag, and exceptionally fast gear changes, either up or down, can be made at almost any engine speed. For perfect comfort the movement of the gear lever could be shorter; with the present design the adjustment of the lever is limited by the footrest hanger.
The outstanding features of the engine were high performance allied with a good capacity for slogging. An ethylised fuel was used throughout the test and only when the engine was misused did pinking occur. With the ignition fully retarded the minimum non-snatch speed in top gear was between 15 and 16mph; on full advance the speed was approximately 20mph.
Acceleration in the gears was fully up to the high standard expected of a machine of this type, while the speed of 71mph, attained at the end of a quarter-mile from a standing start, is particularly good. It has been said that cruising speeds of up to 70mph could be used in comfort, and at this speed the engine was perfectly happy, although obviously it was revving hard.
Apart from a slight period between 55 and 60mph, the engine was pleasantly smooth throughout its range, and even when it was over-revved in the intermediate gears did not suffer from ‘buzz’.
The best timed speed over the quarter-mile was 81.8mph. The mean timed speed of the machine was 77.6m.p.h. Low-speed carburation was erratic in the early stages of the test, but this fault disappeared within the first 100 miles, and thereafter idling and slow pulling were excellent. With the ignition slightly retarded the engine would run remarkably slowly, particularly so in view of its high performance.
Starting was easy at all times. From cold, very generous flooding of the carburettor was necessary, and until the engine was warm the air lever had to be used to obtain smooth running. Throughout the test the machine proved extremely economical.
Oil consumption was very low, and at a steady 40mph petrol consumption was 93mpg. Some criticism could be made of the engine as regards mechanical noise, for a certain amount of clatter was audible at all times. This was probably heightened by the fact that the exhaust note is particularly quiet and pleasant.
This Norton, then, can be highly recommended for all who yearn for fast cruising in comfort and safety. The engine has a good performance, the road-holding is superb and the braking excellent. In spite of a great deal of hard flogging the machine remained absolutely oil-tight.”