Following on from the launch of its Manx R superbike, revived Norton (now owned by Indian giant TVS Motor) has entered the mainstream, and the highly competitive adventure market, for the first time with the innovative new Atlas.
It sits in a unique place in the marketplace, with its 585cc parallel twin pushing out 69bhp, meaning that it's neither A2 compliant out of the box, like the BMW F 450 GS and Honda NX500, nor a real like-for-like competitor to bigger cc models like the Honda Transalp and Suzuki V-Strom 800DE.
Its suave styling is different to any other adventure bike on the market, too, while the level of spec is abnormally high in a bid to attract new customers. Its rider aids are lean-sensitive, and a huge full-colour 8” touchscreen TFT dash dominates the cockpit. Starting at just over £ 8,000 for the base bike, Norton is clearly attacking the adventure market head-on.
We headed to the demanding terrain (and wintry weather) of Iceland to put the Norton Atlas to the test. It is a dramatic country. Its roads, both paved and unpaved, are as changeable as the weather. Here the new Atlas looks very different to how it did under the spotlight at Motorcycle Live last year. I, for one, didn’t warm to the unusually styled twin when I first saw it, especially with the range-topping Manx and Manx R superbikes alongside, but here in Iceland’s volcanic landscape it looks unusually elegant for an adventure bike.
I like the absence of visible fairing fasteners and the sleek overall design. The switchgear is neat, too, the large dash informative and distinctly high-end. From a practical standpoint, though, integrating the indicators into the handlebar hand guards won’t help off-road, particularly in the case of a low-speed tip-over. That one-piece fuel tank side panel looks like it could be pricey to replace once a few rocks have bounced off it too.
But from a design perspective I like what Norton has done. It's not rugged in the KTM Adventure or Yamaha Ténéré mould, instead it's sleeker, more elegant, and clearly finished to a high standard, epitomised by that seriously impressive dash. It’s an adventure bike, sure, but not one you might expect to see crossing rivers too often.
On board, the positives continue, though it’s a little annoying having to press the unlock button on the fob for the keyless ignition. With the ignition on, the display is clear, highly informative and easy to use. You can use the touchscreen function when stationary or a joystick on the left bar while moving. A useful USB-C port sits above the dash, and heated grips and tyre pressure monitoring come as standard on the pricier Apex version.
The clutch and brake levers are adjustable, as is the screen although, realistically, the screen is a stop‑to‑adjust item given that it's fiddly to move with both hands when you’re riding.
There are five riding modes (Urban, Rain, Sport, Tour, Enduro) to choose from. Our first stint was through Reykjavik, which meant Urban mode and resisting the urge to filter as lane splitting is illegal in Iceland. Sitting in stationary traffic felt odd on a motorcycle, but it did give us the chance to test low‑speed throttle response and fuelling, as well as the quickshifter, at crawling pace.
For an adventure bike with 180mm of suspension travel (front and rear) and a 19” front wheel, the Norton Atlas is easy-going at low speed. It’s narrow, has a comparatively low seat height (845mm), and feels as light as its quoted 188 kg (wet with no fuel, the Apex is 192kg). Fuelling on my bike was an eight or nine out of 10: not perfect, but without glitches or surprises, and the quickshifter worked without fuss.
The bikes we rode at the press launch were pre‑production units, and there were variations across the fleet. I rode four other bikes and, of those, two were as described above but one was only a seven out of 10 and another just a six. On the odd occasion the quickshifter cut the ignition without a gear being selected, and some bikes had slightly snatchy fuelling at low speed, even in the softer Urban and Rain modes. I expect these issues to be addressed before full production, but they’re worth noting at this stage.
Leaving the capital city, we rolled out into Iceland’s wild and wonderful landscape. First up were fast, open carriageways where we could try the dynamic cruise control. There’s a small cut out in the screen to reduce buffeting, which worked well at speeds between 100km/h and 120 km/h (62-75mph), although we didn’t get a proper, prolonged motorway stint to assess high‑speed vibration or long‑range comfort on the manufacturer-arranged press test.
The handlebars are wide, the hand guards do their job deflecting wind from fingers and heated grips come standard on the Apex model. The engine, however, feels a touch revvy compared with some rivals, with peak power arriving above 9,300 rpm and peak torque at 7,300rpm. We’ll need a more thorough test to judge its motorway manners fully, but the initial take is good – and the 270° crank twin feels stronger than the quoted 69bhp suggests.
About an hour in and we were deep into Iceland’s wilderness. The roads were quite bumpy, which highlighted that the suspension is comparatively firm for an adventure bike. Most ADVs offer a plush, compliant ride but the Norton is different. I wouldn’t describe it as hard, but it’s definitely on the sportier side of the class.
That became clear in the twisties. For this type of bike, the handling is impressively sharp. I was a touch wary of the unfamiliar Eurogrip Explo-R Plus tyres but didn’t experience a slide or twitch despite the mixed conditions of wet, dry and cold. The pegs tickled the tarmac now and then, but ground clearance is good for this type of bike. Steering is relatively light for a bike with a 19” front wheel, and that suspension lends a sporty edge. Certainly, the engine doesn’t overwhelm the chassis, the forks don’t dive aggressively on the brakes and the rear stays composed.
I did want a little more compliance, so I opened the fully adjustable front damping slightly to add plushness. The rear offers spring preload and rebound damping adjustment, but the remote preload adjuster sits behind a large panel and, disappointingly, is extremely hard to reach without removing bodywork and the seat. With the forks tweaked to soften things a touch, the ride felt notably better than on the standard setup.
I started to enjoy the Atlas more and more, especially in Sport mode, which makes the throttle response more aggressive and direct. You can change modes on the move with a closed throttle and the rev counter changes colour to give you a clear reminder of the mode selected. You can turn off the traction control on the move with a single button, which is great off-road or when you want a little fun on the asphalt. Having slide control, TC and wheelie control at this entry-level price point is a true feather in the Atlas's cap.
Traffic law enforcement in Iceland is strict so I didn’t push the engine and chassis to their limits. This ride was about soaking up the volcanic vistas and rolling through 100 km/h to 130 km/h sweepers with predictable, stable handling and excellent wind protection. The new Norton lapped this up, while I revelled in its lovely natural riding position and easy-going handling.
At no point on test did the Atlas' performance feel sub‑600cc. If you rode it without first seeing the spec sheet, you’d guess a higher capacity and output. The engine is responsive, with plenty of instant torque and drive. The quickshifter works better higher in the revs, but the system still occasionally cut the ignition when it incorrectly thought I’d asked for an upshift.
The parallel twin is smooth with a pleasingly punchy drive but sits on its own in the ADV market. It hasn't the torque of, say, a Suzuki V-Strom 800 but has more power and is more engaging than an A2 adventure bike, which sit under that 47bhp bracket. It’s perhaps most comparable to the Yamaha CP2 engine, which is used in many models, but with slightly less power and less torque due to its smaller capacity. It’s a fun engine to use and likes to rev, and I’m sure we will see it in other Norton models in the future.
Braking is particularly impressive. Norton has opted for twin 310mm front discs rather than the single-disc setups some adventure bikes, the Kawasaki KLE500 as an example, use to save cost, while the calipers are decent radially mounted units from Bybre. A six‑axis Bosch IMU brings cornering ABS and, on the higher spec Apex model tested, a linked system that applies some rear brake when you use the front.
Power and feel are excellent, and the cornering ABS is a genuine safety net. However, the linked braking felt a little off at times. At very low speeds I could sense the rear intervention varying – sometimes it felt like 10%, then 20%, then back to 10% – and occasionally I could feel the rear respond when I touched the front brake, and other times not, which I read as inconsistency. At higher speeds it was far less noticeable. Given these were pre‑production bikes, I’d expect Norton to iron out this behaviour for the production version.
By mid‑afternoon I was really starting to click with the Norton Atlas as well as Iceland’s epic scenery. With my slightly softer setup, always my preference, the ride felt more comfortable. The bike can be sporty when you want it to be – full of revs and fun – yet also comfortable and relatively roomy, with a clear, informative touchscreen dash.
Even after a full day of riding in mixed conditions – temperatures never climbed above 10°C – I stayed comfortable. Wind protection was good, the heated grips helped (but weren't toasty), and the seat raised no complaints. Norton claims 65mpg, which feels about right, but after some heavy off-road use high in the rpm, my economy dropped to 45mpg. A fuel tank capacity of 15.4 litres should equate to a minimum of 150 miles to a maximum of over 200 miles depending on how you ride. Norton also have listed a top case (34 litres) and panniers (25 litres per side) in the accessories catalogue, which means the Atlas could have strong touring potential. Time will tell.
It would be easy to jump on the media bandwagon and slate the Norton Atlas for not being the finished article. I could go in hard on the snatchy low-speed fuelling, the glitchy quickshifter and inconsistent linked brakes – but these were pre‑production bikes, and I’m hopeful those niggles will be ironed out for full production.
Step back and look at the bike as a whole – chassis, design, dash, technology, comfort, handling, braking – and it’s hard to knock. Norton has done a cracking job. This is the Solihull factory's first proper adventure bike and it already leads the way, in terms of rider aids and the quality of the dash.
Where does it sit? That’s the interesting bit. It isn’t a rugged, Dakar‑wannabe like a Yamaha Ténéré, and it isn’t a torquey, heavier mile‑muncher like Honda’s Transalp or Suzuki’s V‑Strom. It’s not playing in the A2 bargain basement either, where everything sits under 47bhp and six grand. The Atlas kind of carves its own lane – and there’s a GT version coming, complete with a 17” front wheel, which will push it further towards the sporty road end.
The big question marks? Will the final production bikes cure the launch niggles, and how will it stack up against the class heavyweights on price and performance? Has Norton pulled a blinder and found a sweet spot no one else is hitting, or does it fall between two stools? At just over £8000 for the base bike, will its Norton badge prove tempting to many, or will the Atlas simply be regarded as a budget TVS with a British label? And how many dealers will we see over the coming years?
I, for one, like the design and its playful, sporty handling. It’ll do a bit of off‑road riding, too, and there’s a specific Enduro mode to back that up. Overall, it's way better than I was expecting, considering this is really Norton's first adventure bike designed from the ground up. It's something a little different, which I think is what Norton customers want.
Norton Atlas specification
Price: From £8250 (£9450 as tested)
Engine: 585cc parallel twin, DOHC, four valves per cylinder, liquid cooled
Power: 69bhp (51.5kW) @ 9,300rpm
Torque: 57Nm (42lb-ft) @ 7,300rpm
Transmission: Six-speed, chain
Frame: Steel trellis
Suspension: (F) 43mm USD KYB telescopic forks, fully adjustable 180mm travel (R) Monoshock with rebound and preload adjustment. 180mm travel.
Wheels: Cast alloy/spoked steel, (F) 19” x 3” (R) 17” x 4.5”
Tyres: Eurogrip Explo R Plus (F) 110/80 x 19, (R) 150/70 x 17
Brakes: (F) Two x 310mm discs, four-piston ByBre calipers, (R) 270mm disc, single piston ByBre caliper. Cornering ABS
Wet weight (no fuel): 188kg (192kg as tested)
Seat height: 845mm
Fuel tank: 15.4 litres
Fuel consumption: 65mpg (claimed)
Service intervals: 6000 miles/12 months
Warranty: 36 months unlimited mileage
Contact: www.nortonmotorcycles.com
Words: Adam Child ‘Chad’
Photography: Norton/Chippy Wood, James Archibald
