Think of a Commando as a long-legged tourer, with a relaxed 80-90mph gait, a hefty lump of mid-range torque, firm handling and reasonably free of vibes (if the vernier Isolastic update’s been done). A good Bonnie arguably handles better but just doesn't have the pace for long distance work and is an altogether revvier device at the price of some devastating vibration. A good A10 handles as well but lacks the sheer thumping torque, feels nowhere near as happy as a Commando at 90mph.
The Norton has some of the feel of the old style BMW twins - R80 or even R100 - but has better low speed running and vastly superior handling. On the Norton, messing up a line in a corner isn't a death sentence; on the BMW's the way the shaft drive reacts leaves the rider unsure whether he's coming or going! Unlike the BMW's, though, the Norton doesn't feel happy doing more than the ton, vibes break through the Isolastic system, the mill almost as vintage in its feel as it is in having a separate gearbox and engine. The former, by the way, should be nicely slick and rarely gives much trouble.
Although an effective cruising speed of 90mph seems a bit miserly by modem standards, given the reality of police vigilance it's spot on what you can expect to get away with on modern motorways. Name another British twin that can survive droning along for hours at a time at such velocities (the big five gallon Interstate model brilliant at such insurgency) and not end up vibrated into a million separate pieces? OK, some re-engineered Triumphs or BSA might just make the pace but they would be pushing their limits. Anything original, from the sixties or seventies, would soon be in big trouble.
Having lauded the Norton for its abilities on the motorway, it should also be noted that it's a fine bit of tackle for those sweeping A-roads and the better back lanes. There's little need to hustle on the excellent gearbox even when running the absurdly tall gearing that the long stroke OHV vertical twin mill can pull - just let the engine work its magical mid-range torque and pull the bike smoothly through the bends. For sure, any looseness in the Isolastics will have the old dear shuffling around, but as long as it's set up right you can feel its ancestry stretching back to the trend setting Featherbed frame. Run it on ruined tyres, it'll still feels as if on rails, a sure sign that weight distribution and steering geometry are spot on.
These days, then, go for the mildest engine configuration you can find. Not just for the longevity - in such a state the valvegear usually needs doing around 25-30000 miles and the crank at fifty thou - but also because the torque is something to revel in. For sure, there's legions of tuning gear that will just about let the bike burn off a GPz500, but not only does engine life do a disappearing act, the vibes necessary to enjoy the admittedly compulsive high end power punch will do in your eyeballs and teeth!
The Isolastic system was a reasonable compromise for a factory that didn't want to build a new engine, which would've needed a balancer system of some sort, therefore making the bike that much heavier which would've meant quicker steering geometry and less stability. As it is, the Norton manages to blend good basic stability, reasonable fluidity in the bends and relative ease of riding in town (once used to the heavy clutch and brakes). Alas, the American market demanded more power and speed than the engine could be reasonably expected to produce, having its roots in the 500 twin, thus ruining Norton's reputation for good engineering! Even the Japanese are well aware of the benefits of low rev torque, though they have so far confined themselves to desperate attempts to unseat Harley as the cruiser king!
The Commando's place on modern roads is reflected in the sometimes obscene asking prices for bikes. I've seen some poorly running 750s up for five grand, though they were well polished and shone under the showroom's lamps. I can just see some 40/50 year old wandering in, going all nostalgic and riding out on the grievously overpriced heap. Nicely sorted 850s on the private market go for around four grand, some cheaper, some more expensive. A good mate offered me one for three and a half that I was a total fool to turn down, as it had all the serious mod's done and ran like a very svelte steam engine! Perhaps I've done too many miles on Commando's in the past to have an excess of enthusiasm for them today but they are worth a serious look!
Johnny Malone