By Justin Hayzelden Published: Yesterday 17:30
Rotary race-winning bikes of the 1990s aside, it’s been over fifty years since a motorcycle with the iconic Norton name on the tank could be considered a success, particularly in commercial terms. That accolade goes to the original Commando, MCN’s Machine of the Year for five years running, from 1968 to ’72.
However, the new owners TVS are rather keen to change that, and although they’ve already launched the well-received Manx R superbike , they need a model with wide appeal and an affordable price to fill order books and cement the brand’s return – enter the firm’s all-new mid-sized adventure bike , the Norton Atlas.
Reasons to buy: + Strong, characterful 585cc twin with punchy midrange + Premium tech: IMU, lean-sensitive ABS/TC, quickshifter, 8in TFT with nav + Comfortable ergonomics and distinctive styling
Reasons to avoid: – Jerky low‑speed throttle response (on test bike – a software update could solve this) – Suspension setup harsh out of the box – Pricey compared to similar or more powerful rivals
Much like its titan namesake from Greek mythology, there’s a lot resting on the Atlas’s shoulders, so has it got what it takes to compete in a heavily contested sector of the marketplace? We’ve been riding the pre-production version at the launch in Iceland to find out.
There’s no question that the Atlas is a smart-looking machine, with a clear focus from the design team in giving it a distinctive, premium presence. Fixing-free fairings, indicators in the handguards, a unique dual-projector LED wrap-around headlamp – the identity is all ‘new’ Norton, and as we slip through the city streets of Reykjavik, I can’t help but steal sideways glances at our stylish reflection in shop windows.
When it hits showrooms later this year, there will be two main versions of the Atlas, the GT, with a 17in front wheel and shorter-stroke suspension designed for road-focused touring, and the bike we’re riding, the 19in wheel equipped adventure-billed Atlas. Each will have a higher-spec’d Apex variant, and that’s exactly what our Sinopia Orange machine is (other colours are available).
The riding position is relaxed and natural, combining a broad, flat seat with wide handlebars and neutrally set footpegs. The sides of the bike are deeply sculpted to give a narrow standover, which at standstill makes the 845mm seat height seem less lofty than it actually is. It also helps in gripping the tank with your knees when standing up off-road. The seat cushion is firmly stuffed, which bodes well for long-distance work, as does the effectiveness of the adjustable screen. We found it best on its lowest setting, but with both hands needed to operate, it can only be adjusted when stationary.
But despite having looks that make pedestrians double-take and an instantly accommodating perch for the rider, all is not well, as our bike is hindered by glitchy low-speed fuelling. Holding a steady throttle in the first ¼ throw of the twist grip delivers a jerky surge, most prominent just below 5,000 rpm, which causes the Atlas to see-saw along. It’s possible to ride around it by dancing between gears, but as it occurs right at the sweet spot for urban progress, it isn’t exactly ideal around town.
A software patch would most likely fix the problem, and as the Atlas has the facility for over-the-air updates, we’d hope that those bikes destined for dealerships have this rectified. It should be noted that not all the launch unit…