1975 Norton Commando 850 MkIII review
While it looked outwardly similar to the Commando 750 it replaced, the 850 (actually 828cc) debuted a number of new features destined to improve reliability. The bottom end problems of the Combat engine had been rectified by the introduction of new roller main bearing in 1972, but Norton still erred on the side of caution for the 850 by running a milder camshaft and 7.7:1 compression ratio. Thanks largely to the Combat engine, Norton's reputation had taken a hammering, so the precautionary changes were implemented to ease stress on the engine and thus improve reliability. Unfortunately, detuning the engine meant the 850 was generally slower than the Commando 750 it replaced, despite the increase in capacity.
Aside from the stronger 'Superblend' main bearing that cured the engine's bottom end fragility, the Commando 850 also featured a crankcase oil filter (in addition to the removable cartridge-type filter), stronger gearbox, stronger pistons, shallower steering angle, stronger swingarm and rear suspension mounts, better exhaust mounts, and improved oil tightness. Other "little" but notable changes included a stronger centre stand, better quality chrome plating, and a disc front brake as standard. As positive as these changes were, they added weight, which robbed the Commando of much of the sporting character it debuted with. The Commando 850 was still reasonably quick, with a 170+kph top speed, but under NVT (Norton Villiers Triumph) ownership, the emphasis for Norton was on touring reliability, not screaming top speed. NVT set up their model range by offering the Triumph Trident as the speedy road bike, with the Commando as a more docile tourer; hence most of the Norton's power was in the bottom and midrange, not at the top end.
MkIA, MkII and MkIIA versions of the Commando 850 followed the 1973 introduction, each identified by minor changes aimed at meeting noise and exhaust emission regulations, before the arrival of the MkIII Commando 850 early in 1975. By this stage, NVT was in serious financial trouble, and this was reflected in the trimming of the range from Roadster, Interstate, Hi-Rider and Interpol to just the Roadster and Interstate. By the end of 1975, NVT was bankrupt, and the company closed its doors. This effectively marked the end of the Commando, although small batches of the MkIII were produced over the following two years.
Upon its 1975 debut, the MkIII looked outwardly similar to the Commandos that had preceded it, but a lot of changes had been made. The most notable, and the one that alienated many UK riders, was the left-foot gear change. This was done in line with US legislation that made a left-foot gear change mandatory, and brought Norton into line with the Japanese manufacturers, whose dominance of the market had essentially made this feature standard. Additionally, the MkIII Commando featured a rear disc brake for the first time, and also debuted an electric starter. As good as this sounded, the Prestolite unit fitted was inadequate to the task of starting the big twin, and swiftly drained the battery if overused. A later conversion to a stronger four-brush starter helped, and a lot of Commandos today have had this modification made, along with modern starter sprag clutches and electronic ignition for better, more reliable starting and running.
The new electric start and left-foot gearchange features were amongst 138 changes boasted in Norton literature on the new Commando. As before, these changes had been brought in to make the Commando more reliable, smoother and quieter. The isolastic engine mounts, which had been a true Norton innovation back in the day, were improved again by bonding the rubbers together and adding vernier adjustment to replace the fiddly and time-consuming shimming process. Improved seals and fasteners made the Commando more oil-tight than ever, while the gearbox was improved yet again for the MkIII.
Appearance-wise, rear view mirrors became standard with the MkIII, as did front fork gaiters, while Norton offered a nod to its past glories by reintroducing the 'Manx' silver paint finish with black badging and striping to the Interstate models, adding to the existing black (with gold badging/striping) and cherry red (with silver badging/striping) paint options. By the end of 1975, most Commandos were being fitted with the larger Interstate tank, which had been reshaped to improve rider comfort. The MkIII's redesigned handlebars also came in for praise as being the most comfortable of all iterations of the Commando.
The disc brakes, electric starter and stronger components all added weight, to the point that the MkIII Commando was some 30kg heavier than the early 750 versions. Buyers didn't seem to mind, though, as the Commando remained reasonably popular right up to the end of production. As good as the Commando may have been, the fact remains that by the mid 1970s the Japanese were doing the same thing better, cheaper, and in greater volume than Norton ever could, so the demise was inevitable. NVT also put the noose around their own neck with a series of bad decisions and poorly-engineered machines.
Today, the Commando riding experience may take a little getting used to for first timers, as you definitely sit 'on', rather than 'in' the bike. The tall seat is a challenge for smaller riders, too. The Commando's evolution from a road bike into a tourer with the MkIII means it's a bike best enjoyed on the open road. In city traffic and on rough roads, its flaws are apparent - the steering lock is limited, the clutch action heavy, the suspension hard, and the engine can stall at low stop-start speeds due to vibration frothing the fuel in the carb's float bowls. At the opposite end of the spectrum, the Commando 850 can get loose in the front end at maximum speed. As strong as the engine in the MkIII is, it simply isn't set up for high speed blasting, anyway.
Being a classic British twin, the Commando 850 needs regular maintenance to be enjoyed to its utmost. The main areas are the isolastic engine mounts, which need to be checked regularly. Similarly, the vibration from the big parallel twin engine means that checking and tightening of bolts and fixtures needs to be a regular part of the owner's regimen. On the plus side, the popularity of the Commando means that most parts are reasonably easy to get hold of.
The appeal of the Commando has been great enough to warrant the recent rebirth of the famous name in an all-new package. If successful - and indications are positive so far - the new millennium Norton Commando may do a lot to revive interest in the classic Commando, too.
SPECIFICATIONS - 1975 Norton Commando 850 MkIII (Interstate)
Engine: 828cc four stroke OHV parallel twin
Bore/Stroke: 77 x 89mm
Compression: 8.5:1
Power/Torque: 58hp @ 5900rpm / 48.5ft/lb @ 5000rpm
Fuel System: Two 32mm Amal carburettors
Cooling System: Air
Electrical System: 12 volt
Ignition: Battery/coil
Transmission/Drive: 4 speed manual/chain drive
Front Suspension: Telescopic forks
Rear Suspension: Swingarm with twin coilover shocks
Front Brake: 10.7 inch (272 mm) disc w/single piston caliper
Rear Brake: 10.7 inch (272 mm) disc w/single piston caliper
Front Tyre: 4.10 x 19 inch
Rear Tyre: 4.10 x 19 inch
Weight: 492lb (223 kg) wet
Seat Height: 32 inch (813 mm)
Wheelbase: 57 inch (1448 mm)
Fuel Capacity: 5.25 gal (24 Lt) Roadsters had 2.75 gal (12 Lt) tanks
Top Speed: 177 kph (approx)
