Norton is back, and it’s a huge moment for motorbike fans. Now owned by TVS Motor Company, the revived British marque has launched a superbike bearing its most famous nameplate. This is the Norton Manx R.
Founded in 1898, Norton Motorcycles is one of the biggest names in bike racing history. From dominating races in the 1950s and ‘60s to Steve Hislop winning the 1992 Senior TT on the famous White Charger, Norton has always had an aura about it. Even in tough times, Aussie rider Josh Brookes hit an amazing 131.75mph lap at the Isle of Man TT in 2018. It was big news then, and the TVS-led revival is big news now.
The company nearly disappeared in 2020 when it went into administration but, later that year, Indian giant TVS stepped in and invested £200 million into a brand-new factory in Solihull. Now, Norton is starting afresh with the Manx R – the first model in a line up which will include a naked variant and the more mainstream parallel-twin Atlas adventure bikes.
The 1200cc V4 looks incredible, but Norton says it isn’t built to chase race wins. Unlike other contemporary superbikes, it has no aero wings and less focus on top speed. Instead, the Manx R is designed mainly for real roads. Norton’s research suggests most riders rarely go above 8,000rpm, so the bike was built with strong mid-range power for everyday riding.
It also comes packed with high-tech features, including semi-active suspension, a huge touchscreen dash and a stylish single-sided swing-arm.
We travelled to southern Spain to test the Manx R on road and track. There were no slick tyres or tyre warmers because Norton says this bike should be ridden to the track, not brought there in a van. After riding the old V4 before Norton’s collapse, I was excited to see what this new chapter could bring.
There will be four versions of the new Norton Manx R. The flagship Signature model (which we tested) costs £38,750 and features carbon-fibre bodywork and lightweight carbon wheels. The Apex edition, priced at £24,740, comes with forged wheels and the same advanced electronic suspension, while the entry-level Manx R starts at £20,250 and is priced surprisingly competitively against rival superbikes. At the time of writing, Norton has still not revealed the price of the range-topping First Edition.
What makes the Manx R immediately distinctive is its elegant design. Unlike many modern superbikes, it avoids oversized aerodynamic wings and aggressive bodywork. Instead, Norton has created a smoother, cleaner appearance that feels sophisticated and unmistakably British. Its single-sided swing-arm, now unique among current superbikes, gives the motorcycle a dramatic stance, especially from the rear. Combined with the shortened tail section and striking rear light, the Manx R attracts attention everywhere it goes.
The attention to detail is equally impressive up close. The switchgear has a retro-inspired appearance, the enormous TFT touchscreen dashboard is modern and intuitive, and the design engineers have cleverly hidden almost every visible fastener to preserve the bike’s sleek styling. The company wanted the Manx R to feel genuinely premium, and it does. Many enthusiasts already believe it is the most beautiful superbike currently available, particularly in the bold Aqua Green and Glacier Blue colour schemes.
The V4 engine also delivers plenty of character. Press the starter button and the bike erupts into life with a deep, muscular soundtrack that feels unique an distinct to what you’d hear from other V4 superbikes from rivals like Aprilia and Ducati. Riders can choose between Road, Rain, and Sport riding modes, as well as two dedicated track settings. On the Signature and Apex models, the semi-active Marzocchi suspension automatically modifies its settings depending on the selected mode.
Riding through the mountain roads above Seville in southern Spain, the Manx R quickly demonstrated its road-focused personality. The gearbox felt smooth, the quickshifter worked flawlessly and the V4 engine sounded addictive at high revs. However, the bike performs best when ridden with smooth, flowing momentum rather than constant aggression. Unlike some rival superbikes, which demand to be revved relentlessly, the Norton produces strong mid-range performance and makes rapid road riding feel easier and less intimidating.
Its handling follows the same philosophy. In the softer Road and Sport settings, the suspension delivered impressive comfort while still providing excellent feedback through corners. Although the steering is not as razor-sharp as some Italian competitors, the front-end confidence is superb once the bike is leaned over. The Manx R feels stable, predictable and enjoyable rather than nervous or extreme.
By the end of the test ride, the new Norton Manx R felt like a refreshing alternative in the superbike world. Instead of chasing lap records, Norton has concentrated on creating a machine that delivers excitement, usability and beauty on real roads. It may not be the most aggressive motorcycle in its class, but its combination of character, refinement and striking design makes it one of the most fascinating new superbikes in years.
Unlike most modern superbike press launches, Norton approached the Manx R track test very differently. There were no racing slick tyres, tyre warmers or paddock stands waiting in the garage. Instead, the bike remained completely road legal, still fitted with mirrors, a number plate and standard Pirelli Supercorsa SP tyres. Norton’s message was clear: the Manx R is fundamentally a road bike capable of excelling on track, rather than a race bike adapted for the street.
That meant we rode directly from the public road onto the Circuito de Monteblanco racetrack in southern Spain, exactly as an owner might during a normal track day. The only adjustment required was switching the electronics into Track mode before heading out onto the circuit.
Having ridden Monteblanco many times before, I was eager to experience the new Norton V4 at speed. The circuit’s enormous main straight, stretching well beyond one kilometre, offered the ideal opportunity to test the Manx R’s braking performance. Equipped with 320mm discs and high-specification Brembo HyPure calipers, the Norton delivered immense stopping power. I expected the ABS system to intervene aggressively under hard braking, even in Track mode, but the electronics remained impressively subtle. Stability was also excellent despite the bike’s relatively short wheelbase and complete absence of aerodynamic wings.
Through the tighter infield section, made up mostly of second and third-gear corners, the Norton again revealed its road-focused character. It did not flick into corners with the razor-sharp aggression of some Italian superbikes, but it remained composed, predictable and confidence inspiring. Once leaned over, the chassis communicated beautifully and both grip levels and ground clearance felt exceptional.
Exiting slower corners was where the V4 engine truly impressed. The bike’s strong mid-range torque launched it towards the next braking zone with serious urgency, especially in second and third gear. The gearbox remained slick throughout the session, while the quick-shifter worked flawlessly and almost invisibly. Despite its more relaxed philosophy, the Manx R still felt properly fast.
The main frustration came from the rider aids in the lower gears. Under aggressive acceleration while leaned over, the electronics sometimes restricted power delivery too heavily. It often felt as though the bike wasn’t delivering 100% of the requested drive. Norton explained that the systems were calibrated for fast road riders and typical track-day users rather than experienced racers hunting lap times. For most owners, that setup will likely feel reassuring, but when pushing hard on circuit it could become restrictive.
After speaking briefly with the engineers, I experimented by reducing most of the rider aids while keeping the ABS and suspension in full Track settings. The transformation was immediate. Throttle response became much more direct, allowing the V4 to deliver its full performance out of slower corners. Acceleration improved noticeably and the bike suddenly felt more alive and involving.
At that stage, I relied far more heavily on mechanical grip and chassis feedback, but thankfully both were excellent. As the Pirelli tyres started to overheat, the Norton began producing small, progressive slides that actually added to the experience rather than reducing confidence. The Manx R suddenly revealed a more playful and exciting side to its personality.
Even after repeated hard laps, the Brembo brakes remained immensely powerful with no sign of fading, while stability under heavy braking continued to impress. Although the Norton would probably still lose outright lap time battles against some rival superbikes, reducing the electronic intervention transformed the riding experience. The Manx R became far more engaging, rewarding and entertaining - a superbike designed less for stopwatch glory and more for genuine rider enjoyment.
The new Norton V4 Manx R is a very different kind of superbike. Unlike rivals from Ducati, BMW and Aprilia, it is not built purely for lap times or maximum horsepower. Instead, Norton focused on creating a bike that feels exciting and enjoyable on real roads (a bit like the old Triumph Daytona 955i? -Ed).
On paper, the Manx R is less powerful than many competitors and would likely be slower on a racetrack with slick tyres and professional riders. But outright speed is not really the point. The Norton delivers something more emotional, all about character, style and rider involvement.
Visually, it is one of the best-looking superbikes on sale today. The smooth bodywork, single-sided swing-arm and clean design give it a classy and distinctive appearance. At around £20,000 for the base model, it is still expensive but cheaper than many premium rivals. Ducati’s entry level Panigale V4, for example, costs over four grand more.
On the road, the V4 engine sounds fantastic and produces strong mid-range torque, making fast riding feel effortless. The riding position is more comfortable than many extreme superbikes, while the touchscreen dashboard is modern and easy to use.
On track, the Manx R feels stable, engaging and genuinely fun. The brakes are powerful, the chassis gives excellent feedback and the bike has plenty of personality. The electronics are not as advanced as some rivals, however, and experienced riders may prefer less rider-aid intervention when pushing hard.
There are still questions about long-distance comfort and ultimate track performance, but as the first model from the company’s rebirth, the Manx R feels like a major success. It may not be the fastest bike in the class, but it could be one of the most memorable and significant.
Norton Manx R specification
Price: From £20,250 (£38,750 Signature version tested)
Engine: 1200cc V4
Power: 206bhp @ 11,500rpm
Torque: 130Nm @ 9000rpm
Transmission: Six-speed, chain final drive
Frame: Di-cast aluminium frame
Suspension: 45mm electronically adjustable Marzocchi inverted telescopic forks. Electronically adjustable monoshock at rear.
Brakes: Brembo Hypure four-piston calliper and 330mm semi-floating discs at front. 245mm disc and two-piston calliper at rear.
Wheels: 3.5x17” front, 6x17” rear
Tyres: Pirelli Diablo Supercorsa SP. Front 120/70-17. Rear 200/60-17.
Wheelbase: 1,435mm
Seat height: 840mm
Kerb weight: 201kg
Fuel consumption: 44mpg (claimed)
Fuel capacity: 14.5 litres
Contact: www.nortonmotorcycles.com
By Adam Child ‘Chad’
Photography by Norton
