James Lansdowne Norton, father of the company, began the story in 1898 with a factory that made bicycle chains in Birmingham, UK, but in 1902 he imported engines from Switzerland and France to create their own motorcycles and success followed quickly with a Norton rides by Rem Fowler who wins the twin cylinder class. at the first Isle of Man TT competition. This was the start of Norton's long-standing racing business, which did not end until the 1960s. The prize all sought after was "Isle of Man Senior TT"; a contest that Nortons continued to win ever in 1947 to 1954 to add to the ten titles required between the wars. Norton built its own side valve, one-engine 1908, which worked well until the 1950s.
But after a solid start, the business saw a decline and was faced with extinction, only to be rescued by R.T.Shelley & Company who created Norton Motors. James Norton became a director of the company but unfortunately died at a young age of 56 in 1925, but not before he saw his motorcycles wins the Isle of Man TT Senior and Sidecar categories in 1924. Walter Moore designed the CS1 engine in 1927, but left the company for NSU In 1930, Arthur Carroll came up with a completely new OHC engine that would become the bedrock for future OHC and DOHC singles. Norton had purchased Sturmey Archer gearboxes and couplings, but when the company ceased production in 1934, Norton bought the construction rights and asked Burman, a gearbox manufacturing company, to pick up the tooth.
After World War II, Norton needed to pick up production, so began introducing more models, with the Norton Dominator 500 appearing in 1949. However, the racing championship of the race was challenged by AJS (who won the first world championship) and several-cylinder Italian models. During the first world championship, Norton managed only fifth place. In 1950, McCandless developed the brothers in the Belfast "Featherbed" frame, which shot Norton back to the top again. The Dominator took on the "Featherbed" frame in 1951 and the success of the race track was transferred to the public sector, but nevertheless Norton was in financial difficulty and in 1953 was purchased by Associated Motorcycles, which also owned AJS and Matchless. Unfortunately, the factory in Birmingham closed in 1962 when production was moved to Woolwich in London. A silver lining on this development was revealed in the form of a new, better version of the Norton gearbox that was used on all the major models under the AMC track and in 1955, Dominator 99, powered by a 600cc engine, added to the catalog.
By 1960, a new version of "Featherbed" had arrived at the place that held shorter riders. The changed upper frame rails made the bike narrower and reduced the width between the rider's knees. This frame would be known as "Slimline" and the original, "Wideline". In 1961, a 650cc manxman was offered to the US market, and a year later Norton 650SS and Atlas 750 were introduced in the UK.
The Japanese invasion of the 1960s hit hard, along with the rest of the British motorcycle industry, which led to the failure of the AMC in 1966. The proliferating company Norton-Villiers grew from the ashes and the famous command resulted in 1969, which proved to be today's most powerful and best handling of British motorcycles. A selection of dual or single carburetors was offered along with any style, including Scrambler, Street Model or a Tourer labeled "Interstate". Electric startup became available in 1974, but despite these improvements, the company fell again and went into liquidation in 1975. In 1972, BSA also fought and to secure state aid, it was forced to merge with Norton-Villiers to form the company Norton-Villiers-Triumph. The Triumph name came from BSA's Triumph subsidiary. Moving production to the BSA's Smallheath site caused industrial accidents at Triumph's Coventry factory. The workers at Triumph finally created a cooperative and went alone. 1974 saw 828 Roadster, but the company was in tight distances and in 1975 only two models were produced.
The 80s and 90s were an incessant time for the company, with ownership change hands several times, both in the United States and the UK, but were purchased in 2008 after 15 years of US ownership, by British businessman Stuart Garner, so the brand bearing Che Guevara on his South American adventure lives on.