What’s it like to ride?
I have to say, I’m apprehensive. I’ve ridden more expensive bikes, more exclusive bikes and certainly faster bikes, but this is the creation of one man – and he’s standing at the side of the road, watching. Oh, and after I’ve ridden it, it’s being delivered to its new owner, who has been patiently waiting for it, so no pressure.
The Dell’Orto carbs don’t have ticklers: “They’re a modern carb and don’t need them,” John explains. “Plus people have a habit of flooding them.” So I push both chokes down, turn the key and hit the starter button. The Norvin fires up and within a few seconds it’s off with the chokes and the 1200cc V-twin sits there on idle, like a mass-produced modern machine, not the hand-built special it is.
John reminds me of several facts. The engine is new. The tyres are new. The brakes, while drums, are of racing power – and new. Mileage is low, roads are cold and thanks to the starter motor, you can’t push the bike backwards with it in gear. Oh, and the gearbox will be stiff at first. I guess I’m not the only one that’s apprehensive.
The reach over the tank is long, but so am I, so I find it quite natural. And the rear-set footrests are just where my feet want to be – rarely is a café racer classed as comfy, but the position is perfect for me. My right foot pulls up into first gear and the light (for such a large engine) clutch engages just where you think it would. As I bring the throttle on, the immediacy of the response is obvious – this Vincent motor wants to rev – it wants to go.
The thoughts of an unrideable widowmaker disappear within the first 100 yards. The JMC Norvin steers lightly, precisely and quickly – like a modern sportsbike. John’s continual development and optimising the positioning of the engine has made handling this beast feel easy. The throttle is so responsive that I can’t resist blipping on every downshift, using the slightly stiff (it had less than 10 miles on it) gearbox as a legitimate excuse. Even those magnesium four leading-shoe racing brakes behave themselves, giving accurate feel and double-disc-like performance. Even the steering lock is reasonable.
Riding through a series of bends that Gary the photographer found allowed me to head through the five gears and briefly sample what this marriage of parts could do. Even though we had a conservative rev-limit as the engine was new, you could feel the power available. And the throttle response was perfect – crisp and addictive. It’s among the best of any bikes I’ve ever ridden, old or new.
After just a few miles, confidence in the handling was limited only by the low temperatures, the Avon Roadriders, Ceriani forks and Öhlins shocks giving cutting-edge feedback, while the balance of the bike just added that final piece, which, considering the size of the engine and gearbox dictates such a short swingarm, is praise indeed.
I’d love to tell you I spent all day thrashing around scaring locals and racing from the lights. Yet all too soon, Gary gave me the wave to say he had the pics he wanted and my time was over – this is, after all, someone else’s bike, which they haven’t ridden yet. But one thing was for sure – the JMC Norvin has left a permanent mark on me. I’ve spent nearly two decades testing bikes, mainly new ones and the Norvin is up there with the best.
Evolution of arguably the best frame and engine combination the British motorcycle industry created, allied to modern thinking, engineering and continual development, plus the ability to spec one as you wish it to be, means you can have a classic legend of a bike, with modern levels of performance, handling and with modern lighting, electrics and a starter, civility too. I hope the new owner is as happy living with it as I was having this tiny window of opportunity. And if you’re reading this, it may be beautiful enough to just look at, but if you don’t ride it, regularly, you’re missing out on so much. Wow.