For long, superbikes have been built with the sole focus of going fast. And over the past decade and half or so, that focus has been turning into an insatiable hunger for lap times, at the cost of rideability anywhere outside of a racetrack. And while looks can be subjective, this quest has also seen superbikes sprout aerodynamic aids like winglets, which aren’t exactly suited to everyone’s taste. But how many superbike owners actually use their expensive machines at racetracks regularly is a big question! And this is a question that resurgent bike maker Norton is asking in a very loud and clear manner with its Manx R, under its new ownership under TVS Motor.
It’s just over half a decade now since TVS acquired the British bike maker who has quite some history behind it given its turbulent past, outstanding victories in racing and engineering feats like the unique and mechanically fascinating motorcycles powered by Wankel rotary engines. That said, it was a brave move by TVS to acquire Norton, and even more brave of Norton – and TVS Motor – to kickstart the brand’s resurgence with an all-new superbike! And to be among the first few in the world to ride a new superbike from a brand owned now by an Indian manufacturer made my heart swell with pride!
I cannot help but talk about the bike’s design first though, because when the Manx R broke cover, the motorcycling world was in for a mild shock. It looked like a radical departure from current superbike designs, leaving many, if not all, baffled and even slightly confused. You take a minute to wrap your head around the design, as the Manx R is missing the massive winglets, sharp lines and aggressive face we’re now used to seeing. But once you’ve soaked in the details you appreciate the smooth lines and compact silhouette, and the Manx R even feels like a breath of fresh air. The single-sided swingarm helps it look drop dead gorgeous, while the tail lamp looks straight off a concept motorcycle.
Switches and toggles impress too, and are no less than pieces of art. Norton also likens the Manx R’s build quality and fit-finish to that of Bentley’s cars, a mark of its intent to position the bike as a luxury performance motorcycle. The Manx R is not just a good looking motorcycle thus, it has also been put together really well given the fit-finish levels and quality of materials. Heck, you won’t find even a single bolt visible on the entire fairing! The Manx R also uses an 8.0-inch TFT display/touchscreen, which again, is special in a way because it has been designed, developed and configured by TVS Motor in India!
I was drawn to the engine next, because the Manx R’s 1,200cc, V4 mill has been developed by Norton, but is being made in India by TVS Motor. This is a big deal because this is the first time we’re having an Indian bike maker manufacture a V4 engine! The engine puts out 206PS and 130Nm, putting the Manx R up there with names like the Ducati Panigale V4, BMW S 1000 RR and Aprilia RSV4. A bigger highlight is the engine configuration itself. Norton opted for a 72-degree ‘V’ and not 90 degrees like Ducati’s V4, as this has allowed Norton to reduce the engine’s height and position it higher. This has helped in freeing up space beneath the engine to place the exhaust (which is barely visible!), resulting in better mass centralisation, besides allowing Norton to offer the shortest wheelbase in the segment! Also worth noting is that peak power and torque are produced at 11,500rpm and 9,000rpm respectively, which is at least 2,000rpm lower than most superbikes, to offer significantly stronger performance at lower revs.
Norton says its research suggests majority of superbike owners don’t even get past 10,000rpm, which where most of the power reserves are concentrated, and it wanted to ensure the Manx R is more than just a track tool. This was apparent immediately on Spain’s brilliantly surfaced and traffic-free country roads, as I was able to get to a blistering pace in no time. A big reason for this was also the fact that around 100Nm is available at just 5,000rpm, which is just nuts on a superbike weighing just over 200kg! Opening the throttle wide thus has you grin wide or clench your jaw, depending how aggressive you are with the throttle.
The Manx R gets to triple digit speeds in the blink of an eye and crosses 200kmph before you know it, because you don’t expect a litre-class superbike to offer as much shove from as low as 4,000rpm. The ultra-crisp throttle responses deserve a mention too, as they lend a precise feel at all times. The V4 also runs trick bits like titanium intake valves, independently controllable throttle bodies for both cylinder banks, and cylinder deactivation. Another highlight is the cassette-style gearbox, something you’d expect to see on a thoroughbred track tool, though Norton claims the gearbox is meant to aid convenience to service it if ever needed. The V4 also sounds very good, and has an aggressive roar, despite the bike meeting Euro 5+ norms.
We rode the Signature variant equipped with top drawer, semi-active suspension from Marzocchi, which did a brilliant job of adapting to the surface and adjusting damping real-time. In fact, the balance between ride and handling feels sublime, and even the riding position too committed as the clip-ons sit slightly higher than say, the Ducati Panigale V4, which coupled with the brilliant suspension makes the Manx R surprisingly good on the road. As you would expect, the Manx R also comes with top notch electronics, including the usual set of multiple riding modes, multi-level traction control, cornering ABS, wheelie control (can only be turned on or off), launch control and slide control. Norton does not allow as much customisations as Ducati though.
The near three-hour ride on Spain’s back roads had me impressed, with the strong engine performance, and more importantly, how much fun the Manx R was on the road. It was then time to hit the track, and I started off in Sport mode, before switching to Race mode. I realised rather quickly though that Race mode has been configured to push the bike to its limits, something only seasoned superbike riders and professional racers could do.
Switching back to Sport mode had me realise it will even allow riders with limited experience on superbikes to explore the bike’s potential without scaring themselves. I also found the handling to be intuitive to the point where the bike knew what my next input was going to be. The track is also where I was able to understand the hard work gone into perfecting the chassis. For the matter, the chassis is a die-cast aluminium unit cast in India in five pieces which are shipped to the UK and then welded together at the Norton factory!
Also, Norton opted for a single-sided swingarm not just for aesthetics but also because allows better side to side flexibility and increases torsional rigidity. The Signature variant runs carbon fibre wheels that add to its exoticness and aid handling, especially on track. The Manx R is also equipped with Brembo’s Hypure brakes that offer excellent braking control in a very progressive manner, something I experienced lap after lap when braking hard from over 260kmph for turn 1.
Riding an all-new, V4-engined superbike like the Manx R on road and track in Spain was quite the day, but more importantly, a matter of pride given TVS Motor’s involvement. And good news is that the Manx R is coming to India soon, and when it does, it will be interesting to see how Indian superbike buyers respond, because it does pack in a lot of potential!
Words Abhay Verma
Photography: Norton Motorcycles
