Arron Rogers created this Norton design concept for the 21st century and it shows a lot of creative thinking. Arron, 22, recently graduated from the Vehicle Design course at Coventry University and this Norton M28 concept motorcycle was part of his final year’s work. The design has quite a few interesting features, the central fuel tank under the seat, the open framework in place of the usual tank which keeps the engine in full view, a girder front suspension and pay special attention to the rear swingarm.
I wonder how a design like this, inspired by the early Nortons but brought up to date, might fare as a production motorcycle compared to the recent version which Kenny Dreer tried to bring to market. Very nice work, Arron!
Full details and many more images below:
I’ll let Arron explain what he did here:
The project forms part of my final year on the Industrial Design course at Coventry University, alongside a second design project and dissertation. These projects are self generated, starting from initial research in order to create a design brief. The project spanned 8 months, beginning in October and ending in May.
The Norton M28 concept is a modern interpretation of a Norton motorcycle for the 21st century. The concept takes direct inspiration from the racing success of the International & Manx Nortons of the pre/post-war eras, blended with state of the art materials and technologies.
To achieve a lightweight motorcycle with optimal handling characteristics, an emphasis has been placed upon simplification, with exposed structural features taking the place of external bodywork. The concept uses a single cylinder 500cc Norton engine, which is also used as a structural element within a carbon fibre chassis.
The concept utilizes a front girder suspension system, similar to the original, and introduces a VPP (Virtual Pivot Point) rear suspension system to the motorcycle world, inspired by downhill mountain bike technology. This allows the mass of the rear shock to be mounted centrally on the motorcycle, as well as maintaining a progressive rear axle path and minimal chain growth.
The 15 liter fuel tank, designed into the chassis, has been relocated under the seat, again centralizing mass, allowing the area above the engine to be exposed. This creates a unique aesthetic to the motorcycle where the rider can view all the mechanical elements of the motorcycle whilst riding.
The engine is an air-cooled 499cc Norton single, running on bio-ethanol and featuring a desmodromic valve drive, originally patented by Norton in 1924. With modern materials and technologies, this fuel injected engine should be capable of an estimated 70 bhp at 8,000 rpm, giving performance figures of 636 bhp/tonne, with an estimated weight of 110 kg.
The Norton characteristics continue throughout the detailing, such as the silver, black and red livery and the fuel filler cap mounted at the front of the seat.
There are two versions of the M28 concept.
The race bike, which is in the form of the full scale model (studio photos).
The road bike, which is in the form of the CAD model.
Arron adds he designed the bodywork for the Coventry University Formula Student racing car, along with two colleagues, which took part in events at Silverstone and Fiorano, Italy. He also had a 4-month internship at the Ducati Design Centre, Bologna last summer and he’s currently seeking an opportunity as a motorcycle designer. From the look of this work, he seems to be well on his way.
Link: Norton M28 image gallery
henri says
VPP looks interesting. I’m surprised no one else has done that yet.
GAMBLER says
looks amazing – I like
the gas tank/tail reminds me of the WAKAN
Gob says
This bike is hip hop
curt says
Great looking prototype, I don’t understand the rear suspension. It looks like the chain will tighten as the rear compreses, I see a link of some sort behind the engine, are there any details on how this works. Very interesting.
Blair says
Curt, there are two links in the rear suspension, just like the girder front end, you can see them both on the top picture. If you play around with the lengths of the two links long enough you should be able to control the wheel movement so that the chain isn’t stretched too far.
I far prefer a girder front like this than some of the near vertical designs on other concepts. This to me looks far more integrated to the design as opposed to tacked on the front.
todd says
I’d love any kind of road single, Nortons especially. Nice, edgy, design. I think he will do well in the industry. We need more designers that will inspire motorcycle companies to start selling singles again.
-todd
Ride says
“VPP looks interesting. Iām surprised no one else has done that yet”
Weight, cost, complexity, longevity, limited advantages.
“It looks like the chain will tighten as the rear compresses”
The geometry can be designed to have no slack, tighten, or loosen. This type of suspension design has been used extensively int he mountain bike biz, mainly to eliminate suspension jacking while peddling.
Andy says
Firstly, Top design Arron!
The VPP rear suspension system i beleive was pioneered by jon whyte and is used on whyte and marin mountain bikes. http://www.whytebikes.com/2008/quadlink.php
I don’t think it will be long before we see this VPP system on production motorcycles as chain length issues can be minimized in the linkage design. the Virtual Pivot of the swingarm is way forward on the headstock. Which creates a very linear path, good anti-squat and chain pull characteristics.
B.Case says
Ah, the elusive “VPP”. That would be marketing hype in the mountain bike world. If I’m not mistaken, I believe VPP designs were introduced to mountain bikes specifically to reduce pedal bob.
I really don’t think virtual pivots are new concept in the motorcycle world. Any four bar linkage can create a virtual pivot. This has been done in motocross and street. Even a standard girder front end can create a virtual pivot to achieve linear wheel trajectory.
You can read all about virtual pivots on motorcycles in Tony Foale’s book, along with everything else that’s been tried.
Other than that, I like the overall look of this bike, and the sketches are nice. The single is great! Need to see more stuff like this. How about a modern 500 Matchless?
Sean says
I like it, I like it a lot. Sort of a stripped down, cut back Vmax.
ROHORN says
Best design I’ve seen since the Wraith. I’m generally not excited by retro/derivative designs, but this is different. I hope this is just the beginning of a very interesting career.
WRXer says
The great thing about this concept is the suspension. Front and rear. Nothing new conceptually, but nicely rendered. That front girder looks STRONG. I also appreciate how the bike is so slim.
However, with that said, it needs an exhauts/headlight and some other things. Bits like this are often ignored and can radically change a bike’s appearance.
The engine also seems overly large for a single. Practically speaking there is not much sense in having a single over 650. You can gain greater efficiencies with other engine layouts.
Before people get dreams of resurrecting the Norton name again, I’d like to see this as a custom bike first.
ROHORN says
Image gallery #3, first picture on the left, shows the street version (with all the street legal stuff – really!) along with a racing version.
Big Single says
Nice to see some fresh ideas combining some tradition with new technology. Cammy Nortons have always been interesting; great power, light weight, superb handling, but have always been described as “totally unsuited to street use”. Perhaps Arron’s designs might make that possible, especially in the era of seriously high gasoline prices. In fact, his design could also be well suited to 250 and 350 cc versions as well. It would be nice to once again see technically advanced smaller displacement road motorcycles, specifically singles, that offer great agility, light weight, and low complexity. Exactly what started the whole sport in the first place!
It has been “interesting” that major advances made in dirt bikes have not really crossed over to the street; the mania for large displacement V-twins and complex multi-cylinder engines has over-shadowed the pleasures of a slim, agile, street bike. Hopefully some of the industry insiders are viewing Arron’s efforts, they have merit.
OMMAG says
I’ve been looking to pick up an old Yamaha single for a project. While this type of fabrication is beyond me … I think I could produce a tube frame that would replicate the structural concept in this design.
Got the creative juices boiling now!
Good find Paul! You are one of my favorite reads.
Chris Goodchild says
Beautiful work! Who says only the Italians can design in Europe?My only criticism is the slot in the tank would be a safety issue on a track, otherwise cant fault the design and wouldn’t want to it’s a breath of fresh air .Wish you luck Arron!
andy says
looks very clean and modern. i like it very much. very good work. all the best to find someone who awake the brand and produce the bike š
Clawbrant says
I must say, This bike is amazing! And I hate almost all sport bikes and even streetfighters. This must be the only one I would want to ride. Please, give it a headlight and put it into production.
Alex Lowe says
A lovely-looking design, very striking, BUT:
none of the technology is actually new, really, although the specific kind of rear suspension may not have been used on m/cycles (recently – most things *have* been tried at some point). I’m intrigued by the front end, which looks vaguely similar to the Confederate Wraith; is this simply an updated girder fork? If so, there are aternatives which offer similar aesthetic appeal, plus real practical advantages, e.g, the Hossack suspension/steering system (used by BMW under the name ‘Duolever’). This is as narrow and rigid as a girder fork, but does not tuen the actual suspension with the wheel – hence, lighter steering, and separation of steering and suspension.
Just a thought!
Hangdog98 says
The benefits of VPP rear suspension goes further than just limiting chain growth. Being able to limit changes in wheelbase during suspension movement has significant handling advantages that increase as lean angles increase, particularly on street surfaces (bumpy). The fork design has advantages in street conditions also with a path that again limits geometry changes, dramatically reduces stiction and can be better controlled by the spring/damper/linkage. The downside to linkage forks is in racing conditions where riders rely on the change in geometry under compression to help load the front wheel and turn the bike. BMW achieve a similar effect with their paralever and tele-lever fork providing excellent stability for spirited street riders. As for the design of the bike, it is truly a refreshing and intriguing design befitting the Norton badge. Well done.