Norton Nomad

Mix ‘n match

Take a Model 77 frame, with its single front downbar and bolted up cradle, add the sleek fuel tank usually found on the Matchless G80CS and AJS 18CS, lightweight alloy mudguards also similar to the AJS/Matchless Competition models, high wide and handsome handlebars and a few other bibs and bobs, and presto – the Norton American Scrambler.

The heart of the export-only model, which was also marketed in other places as the Nomad, was the 596cc Norton twin that first appeared in 1956 as the Model 99, big brother to the 500cc 88. With the original 500 twin engine punched out by 99cc by altering the bore and stroke from 66mm x 72.6mm to 68mm x 82mm. The 99 used the famous Featherbed frame, while the new-for-that-year Model 77 made do with the brazed and bolted up frame. This was, according to factory blurb, specifically designed for sidecar use, although the engine was in the same state of tune as the 99. The Model 77 frame was actually the longrunning chassis used in the Model 7 from 1953, complete with sidecar lugs.

The Americans liked what they saw, and had been clamouring for more power for some time, so the new 600 was just what the doctor ordered. At the time, desert racing was all the rage in the States, so it was not that great a step to take the best bits from the 99 and 77 and head in the desert direction, which called for extra ground clearance and a crash diet to shed a few pounds.

Unveiled early in 1958, the Nomad’s engine ran on a higher compression ratio of 9.0:1, produced 36bhp at 6,000 rpm and in place of the normal single Amal Monobloc, used twin Amal Type 29 carburettors, each with its own bowl. The carbs were linked to a centrally located air filter via long rubber tubes. A manually-controlled Lucas magneto supplied the sparks, while an A.C. alternator powered the lights

and horn, with a 6 volts 12ah battery. The Nomad used the new AMC gearbox which had come into being in 1956 when the parent company, Associated Motor Cycles, took over production of the venerable Norton box and transferred the manufacture to its London base. The only visible difference was the redesigned end cover, with internals virtually identical. On the Nomad, a folding kick starter was fitted.

On the frame, a steel ‘bash plate’ was fitted under the engine cradle, while the swinging arm was widened slightly to allow the use of a wider section rear tyre. Standard Norton forks and hubs were used, but with a wider section rear rim. First deliveries used a 21-inch front wheel, but this did not sit well with the Americans, who claimed, probably correctly, that a wider 19 inch tyre was a better set up for the sand which made up most of their desert courses. A generous eight-inches of ground clearance was achieved by tucking everything out of harm’s way. Also plucked from the 77 was the seat (with a distinctive white top on the Nomad), oil tank and battery cover. A centre stand and prop stand were both fitted, but designed to be easily removable for weekend fun. Similarly, the full-sized Lucas

headlight could come off with a little dexterous spanner work, although certainly could not be termed ‘quickly detachable’.

Across in the States, a single Nomad arrived just days before the all important Big Bear Hare ‘n

Hound race – the biggest desert race of them all, attracting no fewer than 822 entries. The Nomad was delivered to Dale Brown Motors in Long Beach, California, and quickly stripped of its road equipment, including lights and muffler, and even the handsome red and chrome fuel tank, should it be damaged in the race, which was certainly on the cards. The crew also whipped out the 21-inch front wheel and replaced it with a 19 incher, shod with a trials-pattern tyre. Veteran desert racer Charlie Cripps was entered on the Norton, and finished a highly respectable 8th place.

Restored to original spec, the ‘American Scrambler’ was handed over to the awaiting media for appraisal. With individual cables operating the two carbs, throttle action was said to be on the heavy side, some even suggesting that the standard 99 manifold be used with a single carb. Others praised the twin air filters for their ability to keep the desert on the outside, but commented that it is necessary to remove the tool box via three bolts to get at the elements. A sensible concession to rough riding was in the exhaust pipe layout. Norton’s widely splayed exhaust ports send the pipes out at an angle, but on the Nomad, the left side pipe bends sharply and is routed through the front engine plates, joining up with the right side pipe and into a single upswept muffler. Others noted the agricultural nature of the solid footrests, “as rugged as anvils”. All praised the engine’s lusty power and handling. As one scribed waxed, “It represents the first large-scale attempt by a famous road racing marque to invade the world of pavementless competition, and it is obvious that they know what it takes to make a winner. Holding the handlebars of a machine like this, even the rankest beginner can move up several places in the results of any off the-road competition. All he has to do is aim the Norton in the right direction and open the tap – the rest is built in.”

The Nomad/American Scrambler was short-lived, remaining in production for just two years, 1958-59. In the latter year most were supplied in USA with the preferred 19-inch front wheel, and the earlier Avon Gripster scrambles-pattern tyres gave way to Avon Trials Supreme.

In its place came a far less suitable machine, the Norton Atlas Scrambler from 1963, which, apart from the small fuel tank, had few concessions to off-road riding. This used the AJS/Matchless CSR frame, and had an even shorter life span than the Nomad. In 1967 came the N15, a real parts-bin special with AMC full cradle frame and 650cc Norton engine, and shortly after the P11 with the 750cc Atlas engine. These were among the last Norton models to leave the Plumstead works before production was transferred to Andover, where the P11 became the Ranger.

One and only

The Nomad featured here is owned by Classic Style in Melbourne and was restored in their workshops. Owner Jon Munn says he believes it is the only one in Australia. This is a 1959 model so it has been restored to that specification, right down to the

Avon Trials Supreme tyres, which took some finding. Jon also located a brand new-old-stock seat, totally correct with its white top panel, along with the correct rear number plate bracket/tail light, which is unique to the model.

He is unlikely to be stuck for spares in the future, because the collector in USA from which the Nomad was purchased had also put together a massive quantity of genuine spare parts, which Jon also acquired and is now for sale as a package. By Jon’s estimate there are enough genuine parts to build two or possibly three Nomads, so if you’re looking for a project like no other, give Classic Style a call on (03) 9773 5500.

The beautifully restored Nomad was displayed at the 2019 Motorclassica in Melbourne, alongside Jon’s equally rare Atlas Scrambler.