FIVE QUESTIONS WITH RICHARD NEGUS

When it comes to Norton rotaries, you’ll be hard pressed to find anyone more knowledgeable than Richard Negus. Director of Engineering for Norton Motors Ltd during their most progressive and influentional period (1987 to 1993), Negus headed the team that designed and developed the Classic, Commander, F1 and F1 Sport rotary in addition to being an active and critical factor in Norton’s racing endeavors. Now Managing Director at the newly reopened Norton Motors Ltd, Negus teams with Service Specialist Tony Squire and Director and Chief Financier Joe Seifert, formerly of Norton Motors (Deutschland) GmbH. Highly instrumental in getting the rotary to pass German emission regulations during the production years, Negus gives due credit and honor to Seifert for the existence of the new enterprise. “When the Shenstone factory finally closed,” recounts Negus, “the contents were auctioned in November 2003. It was Joe’s enthusiasm (and cash) that allowed us to buy the original manufacturing drawings, tooling and parts stock to continue the business. The NRS588 that we produced a year ago is a close representation of the sketch that he produced in 1993 as a successor to the F1 Sport–only twelve years late!” What’s in store at Norton Motors Ltd? Full rebuild and restoration services, a buy and sell program, plus a cache of useful upgrades for all Norton rotaries. In addition, Norton Motors Ltd originated molybdenum coating for the engine plates, digital ignition, hydraulic clutch operation, plus a useful service and parts catalog to keep your Norton rotary rolling for years. Knowing the close proximity of the industry, Negus and his team have branched out to include service and repairs of other rotary makes, no doubt a source of joy and hope to those inclined to “rotovation.” For those not in the Rugeley, Staffs region, their excellent website not only offers a comprehensive overview, but an excellent documentary of Norton rotary history, technical information and model lineage. Taking a break from his busy schedule, Negus chatted with M-E’s Nolan Woodbury about the life and times of rotarypowered motorcycles. Moto-Euro: Could a new or modern-day rotary still find a place in modern motorcycling? Richard Negus: Yes, very much so, given the development of an engine management system and production engineering of the major engine components. The benefits of turbine-like smoothness and a flexible yet powerful engine are as true today as they were fifteen years ago.

Moto-EuroGiven the failure of production rotaries from Suzuki and Hercules, on what hope did Norton pin success with its version?

Richard Negus: The Norton engine is far superior on a fuel economy/horsepower basis to the Hercules/DKW engine (and it is a “full-sized” bike); the Suzuki is a large, heavy, under-powered machine with a harsh exhaust sound, and is devoid of any of the simplicity which is the beauty of the Norton design. I believe that Suzuki had such reservations about the complexity of their engine that overhaul is not included in their workshop manual. Complete new engines are, however, still available.

Moto-EuroIs

it true that the production Commander used tooling purchased from Hercules for its Wankel engine?

Richard Negus: The Norton Motors/Shenstone factory production was set up with obsolete machinery purchased from Fichtel & Sachs, makers of the Hercules/DKW engine. This equipment was all special- purpose and carried out machining operations on the rotors and grinding operations for the rotor housings. Machining of other parts was sub-contracted to local companies in the West Midlands area. In 1988, and specifically for the Commander, a Heller CNC machining center costing around £360,000 (current conversion: over $642,000) was installed to machine rotors and major engine castings. Most of the FS and sold for scrap, although the old Kopp housing grinder remained until 2003 when it too was scrapped.

Moto-EuroHow many Norton rotaries are still in use today? Is the feedback from owners positive?

Richard Negus: It is difficult to estimate how many Norton rotaries still exist, as old machines continue to surface every month. What, for example, happened to the “birthday present” F1 with pink decals that was specified by a customer for his wife’s birthday—to go with her black leathers with pink stripes! How many are there now in the USA? Where are all the Classics? Norton Motors today has more than 200 regular customers, all of whom are very enthusiastic about their bikes. Some, admittedly, are Sunday morning riders, but equally there are others who complete very long journeys. One, for example, has just returned from a 3,600 mile round trip from England to Poland, suffering only a broken clutch cable and a tire puncture.

Moto-EuroWhat should a potential owner look for in a used model? Any “red flag” areas to avoid?

Richard Negus: There are three things for a potential F1 or F1 Sport owner to inspect closely before buying. Over tightening the front axle clamp bolts can break the casting, and White Power does not have any spares, but a cracked casting can be welded by a specialist. Inspect the wheels closely for damage; these were made by PVM in Germany and they have discontinued this style. Low mileage, infrequently used engines tend to suffer low compression and become increasingly difficult to start, particularly when hot. This is because oil on the end plates and rotor side faces dries out and allows metal-to-metal contact and consequent scoring of the surface. The test is simple; run the engine until it has reached normal temperature; stop it, and immediately try a restart. If it is reluctant, suspect low compression. The fix is an engine overhaul with a salvage process of the plates involving plasma spraying the wear surface with pure molybdenum and grinding smooth again. This is a process developed at Norton in 1994, but unfortunately it was too late to incorporate into production engines. From our stock of parts and original tooling we can currently supply all other parts and assemblies, even a complete new bike at an appropriately exorbitant price! Badly damaged frames can be repaired, transmissions are bulletproof, engines can be overhauled, fairings replaced, etc.