The Classic Motorcycle

NORTONES2 1946 TO 1959

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THE SPECIALIST

Mike Pemberton, through his 'Pushrod Performanc­e' business, has achieved an enviable reputation specialisi­ng in Nortons. He has focused on the singles, principall­y the pushrod models, maintainin­g, repairing or restoring them, as well as knowing how to make them go considerab­ly quicker. Now in semi-retirement, Mike was still ready to oversee this restoratio­n guide for which our thanks are duly offered.

■ Pushrod Performanc­e: 01257 471014;

www.pushrod-performanc­e.co.uk

MODEL HISTORY

By the outbreak of the Second World War, Norton's sole focus was on building huge numbers ofWD

16H bikes for the military. After the conflict, the 16H continued, back in civilian clothes once again. Other manufactur­ers had used the hiatus caused by the conflict to come up with fresh designs, but Norton had nothing in the pipeline. Between the wars, Norton's race successes provided the glory, but the more pedestrian road bikes provided the cash flow. So, along with other models, the ES2, by now nearly 20 years old, reappeared in 1946, with the adoption of telescopic forks the most obvious difference to 1939 versions.

The continued models were a straightfo­rward way to fulfil the Government's exhortatio­n for British industry to export all it could. Over the next few years, the ES2 continued its steady progress, just like the performanc­e it could be relied on to deliver. There were changes, many of them subtle. The finish varied subject to the vagaries of paint or plating availabili­ty. The engine received updates as materials and fuel improved. One major change was to the frame, as it was remodelled to pivoted fork rear suspension for 1953.

By 1959, it was 32 years since the ES2 had first appeared in a Norton catalogue. And that year was far from the last.

PRICING

Asking prices for fully restored bikes appear to be £7000 upwards. Be mindful that restoratio­n, for a variety of reasons, is getting ever more expensive. Paying more than £3000 for a project bike could leave the buyer out of pocket when all the work is done. A committed restorer might consider the cost worthwhile for the satisfacti­on of seeing the job through. The choice is up to the individual!

IN CONCLUSION

The post-Second World

War market meant Norton could sell everything it made, especially for export. Updates, planned prewar, were never implemente­d, so sales of the ES2 were steady but, with minimal developmen­t costs, profitable.

Buyers liked its relative simplicity, also an advantage yearslater­whenitcome­s to restoratio­n. With many ofits sibling singles sharing components, the aftermarke­t has stepped in to fill many of the gaps left with the eventual dearth of original parts. Beware the occasional detail changes that can trap the unwary with incorrectl­y identified parts.

A relaxed ride involving minimal gear-changing is considered the main charm of touring British big singles. Either version of these ES2 models delivers royally.Both have sufficient performanc­e, but for some the gearbox and improved ride quality of the later swinging arm versions make these the better choice.

Whatever the finish, Norton's choice of colours, lining and use of plating always gave an of quality. This belied the performanc­e where the engine in standard trim, and never noted for quiet operation, offered little difference to its peers in the market place. But Norton knew marketing, which says: 'always accentuate the positive: So contempora­ry advertisin­g punningly reminded us it was: 'The World's best Roadholder.

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