Norton Manx R Review: The 1,200cc V4 Superbike from England

Norton is a brand steeped in tradition. Its 120-year history is marked by technical innovations and numerous racing victories, most notably at the Isle of Man TT. This legacy has elevated Norton to the pinnacle of motorcycle manufacturing, earning it a reputation known worldwide. Despite these successes, Norton increasingly faced financial difficulties around the turn of the millennium, barely managing to keep operations running. The brand gradually slipped into obscurity, plagued by delivery and quality issues towards the end.

The situation changed in 2020 when a real jolt of energy hit the scene, with TVS, one of the world's largest motorcycle manufacturers, taking over the Norton brand. With its mass production expertise and substantial investments, the Indian conglomerate has restored the storied Norton brand to its rightful place. Just five years later, Norton isn't just presenting any motorcycle; they're unveiling a bona fide superbike with a 1,200cc V4 engine. A machine that already impresses with its specs and one we've thoroughly tested on both road and track.

What immediately catches the eye: The Manx R isn't a visual spectacle of winglets and aggressive lines; it's elegant. The bodywork features clear, flowing forms without unnecessary embellishments, and most remarkably, there isn't a single visible screw on the entire fairing. Visually, it's absolutely stunning. However, for mechanics, this means that every disassembly step requires patience and comes with the constant risk of broken clips.

Despite its powerful 1,200cc V4 engine, the Manx R appears remarkably slim from above. The cylinder configuration allows for an unusually compact engine design, benefiting the entire vehicle. You'd never guess it's a 1,200cc; it seems much smaller.

The low-slung exhaust system routed beneath the engine contributes to the sleek silhouette while centralizing mass. The single-sided swingarm completes the sporty and elegant look, and the short rear section with the elongated solo seat and swingarm-mounted license plate holder gives the bike a clean, tidy finish.

The seating position is a pleasant surprise. With a seat height of 840 mm, the bike isn't for those who are vertically challenged, but for those who can manage it, the fit is excellent. The posture strikes a perfect balance—not excessively sporty or overly upright—making it suitable for long rides on country roads as well as focused laps on the track. What's particularly well-executed, and often a shortcoming with other manufacturers, is the ample space between elbows and knees. Many superbikes falter here, as their design can cramp riders of average build. With the Manx R, the body tucks neatly behind the fairing without any unwanted collisions.

The seat also deserves praise. It's neither too hard nor too soft, featuring a grippy faux leather cover that keeps the rider securely in place without feeling glued. We've all experienced those seats that slope forward, sliding you towards the tank. Here, the seat is long and flat enough to allow for free positioning of the body, which is especially beneficial in reducing tension on long rides.

There is a minor critique, though: The mirrors look great but offer limited rear visibility in everyday use. The relevant field of view is quite narrow and peripheral, leaving room for functional improvement.

The heart of this superbike is a 1,200cc V4 engine, a combination not offered by any competitor in this form. The cylinder angle is 72 degrees, allowing for an exceptionally compact engine design. Contributing to this is the raised gearbox, significantly reducing the overall length of the unit. The result is an extremely short wheelbase of 1,430 mm, which is three to four centimeters shorter than most rivals.

The official figures: 206 HP and 130 Nm of torque, with over 100 Nm available from 5,000 RPM. In practice, the engine is somewhat more reserved below 5,000 RPM than one might expect from a 1,200cc engine. For such a large displacement, more grunt could be anticipated here. However, from 5,000 RPM, the engine truly kicks in, and at 9,000 RPM, it really surges, with the power delivery practically exploding. The 206 HP might seem a bit optimistic in direct riding impressions, but it's still immensely powerful. The overall gearing is rather tall, with the first gear reaching up to 145 km/h, and at 50 km/h in town, the engine is turning at just 4,000 RPM, which contributes to the engine feeling a bit sluggish in the lower range. A shorter gearing could make this area noticeably more lively.

What truly distinguishes the engine is its smoothness. It can be revved fully from 2,000 RPM without knocking or jerking. No chain slap, no noticeable vibrations, the engine runs smoothly and consistently throughout the entire rev range. This is exactly what counts on the open road: an engine that feels manageable at every moment and doesn't demand extravagance.

The V4 acoustically impresses with its asymmetric firing order, delivering a robust, distinctive character. The sound primarily emanates from the airbox intake noise, offering a deep, sonorous growl that shines when opening the throttle in the mid-range. It's never intrusive, yet the Manx R definitely has a presence.

The Manx R features a quickshifter with a blipper function, allowing shifts in both directions. The calibration is well executed, with gear changes clicking in precisely, and downshifts occur without excessive throttle blips or disruptive jolts. Even on the racetrack, gears can be shifted smoothly without noticeable spikes in load. However, what's still missing is the ability to downshift under full throttle. This function is expected to be added in a future software update, primarily a programming task from a technical standpoint.

The shift lever itself shows a minor weakness. It's a bit short, and the gap between the footpeg and the activation area at the front end of the lever is quite tight. Finding neutral isn't always immediate. Increasing the distance slightly makes it noticeably easier.

The electronic suite is comprehensive. A six-axis IMU forms the foundation for all rider assistance systems: traction control, slide control, wheelie control, cornering ABS, hill start assist, and launch control are all included. Additionally, there are three riding modes for the road (Rain, Road, Sport) and two fully customizable track modes, where nearly all parameters can be freely adjusted.

Particularly convenient: When you deactivate the systems, they remain in that state after the next startup. Many competitor models automatically reset upon shutdown, especially the safety-critical ones like traction control. While this provides an extra layer of safety, particularly for forgetful riders, it necessitates constant and thus annoying deactivation when needed. The Manx R, however, remembers how you left it. If you turn off the assistance systems, you'll need to keep that in mind. In track mode at maximum power, the engine shows slightly abrupt throttle response when initially opened. Finding the right "touch" for a smooth transition from closed to slightly open throttle, especially at low RPMs, requires practice even for seasoned riders. This is less pronounced in the toned-down modes (Sport, Road).

The lean-angle-dependent regulation of the assistance systems can be somewhat overly cautious on the track. However, those wanting to ride fast on the track can selectively deactivate the systems without venturing into truly critical areas, as the engine, aside from load changes, is inherently very smooth and controllable.

The 8-inch TFT color display with touch functionality is a standout feature in the cockpit. Operation is intuitive: just tap, without having to navigate through complex menus. The response time is pleasantly short, and the menu structure is clear.

Two peculiarities become evident right from the start. First: The boot time upon powering up can sometimes take seven to eight seconds until the display is fully ready. However, the engine can be started in the meantime without issue. Those wanting to make adjustments before setting off will need to wait briefly. Second: The engine switch-mode assignment. The mode selector and start button are the same component. If you try to scroll through the ride modes while stationary, you'll inadvertently start the engine on the first press. To avoid this, you can engage a gear, which prevents the bike from starting and allows the button to function solely as a mode selector.

A few minor criticisms still stand out. The temperature display only shows a bar graph, not numerical values. Anyone wanting to know the exact thermal status of the engine on the track or in congested city traffic will be left in the dark. Additionally, the display is almost square in proportion, which offers plenty of information space but appears very dominant in the cockpit. However, this is more a matter of personal taste.

The Manx R is available in two suspension variants: with a manually adjustable suspension (Standard) or with the fully electronic system from Marzocchi (Apex variant). We tested the latter.

What sets this electronic suspension apart from many competitors is its functionality. Instead of a conventional control valve that merely opens or closes a bypass, fully electronically controlled valves are used here. Additionally, there are suspension travel sensors, one in the rear shock and one inside the right fork leg. This allows the electronics to know the exact position and compression speed of the suspension at all times and quickly counteract thanks to the fast electronic valves.

The result: A suspension that operates silky smooth on the road, comfortably absorbing hefty bumps and jolts without causing any wobbling. On the track, it remains precise and stable. No oscillations, no uncontrolled pumping during hard acceleration. Plenty of travel, yet always predictable. This is remarkable, as many electronic suspensions are often a compromise and usually inferior to manual ones on the racetrack. The Manx R impressively disproves this, showing that Marzocchi has not only made the leap to electronic suspension but has executed it exceptionally well.

A minor criticism might be that the electronic suspension cannot be individually adjusted in separate rebound and compression settings. Instead, there are four pre-set options available—two for the road and two for the track. However, since these work really well, they will be more than sufficient for the majority of riders.

A manual steering damper is also fitted. Although it's there, it's almost superfluous, as the Manx R inherently offers so much stability that it's rarely needed. The motorcycle remains brutally stable up to 280 km/h, and the straights weren't long enough for even higher speeds. However, this likely wouldn't make a difference in this discipline.

Norton relies on proven components for the brakes: Brembo Hypure calipers at the front, paired with floating 320 mm discs (5 mm thick) and a radial master cylinder. The braking performance is solid, with good modulation both on the road and the track. Despite the slightly higher vehicle weight of around 210 kg, there's nothing to criticize about the braking. On the track, after repeated hard braking maneuvers, there was a slight fade in the pressure point, but the braking performance remained consistent.

What stands out particularly positively is the cornering ABS. On the start-finish straight to the first braking point, pronounced bumps present a classic challenge for ABS systems. Many systems tend to reduce brake pressure excessively, sacrificing performance. The Manx R, however, handles this with composure. In race mode, where the rear lift-up control is deactivated, the braking system provides deceleration that is hardly different from an ABS-free setup. This is not a given in dry, predictable conditions. The ABS can be adjusted in three stages, always keeping the front wheel protected while allowing the rear stability controls to be gradually deactivated.

The seamless full fairing of the Manx R is a visual highlight but has a small drawback. Through the side window, which provides a view of the engine, noticeable heat escapes from the interior during operation. And that's right where the rider's thigh rests. At higher speeds during regular riding, this isn't much of an issue. However, those rolling slowly through city traffic or stopping frequently will feel this heat source. There is still potential for optimization here. The rest of the motorcycle is well insulated thermally, and the headers and exhaust system are covered.

The Manx R is available in four versions:

• Manx R Standard – 23,250 Euros (manually adjustable suspension)
• Manx R Apex – 29,750 Euros (fully electronic Marzocchi suspension)
• Manx R Signature – 43,750 Euros (carbon fairing parts, carbon wheels)
• Manx R First Edition – limited to 150 units, price not yet announced

All versions come with a three-year factory warranty, which is a clear indication that Norton is confident in the durability of its new model.

The Manx R isn't a track tool optimized for maximum power and minimal weight. It's something else: a motorcycle that bridges the gap between everyday riding and the track in its own, British laid-back way.

With the elegant silhouette of an Aston Martin, the distinctive V4 sound, the exceptionally smooth engine operation, and an electronic suspension that impresses both on road and track, Norton has created a motorcycle with true identity. It's easily approachable, forgiving of mistakes, quickly instills confidence in the rider, and looks damn good. Even though there are minor criticisms, Norton has, on their first attempt and after a long dry spell, launched an impressive new superbike. The merger with the Indian TVS Group has not only provided us with a repositioned and very elegant superbike but also brought Norton back to where the storied brand belongs—right at the top.

So, if you're looking for a superbike that lets you ride to the ice cream parlor like James Bond and hit the track the next day without breaking a sweat, then the Manx R is spot on.

Now, only one question remains: How do you take your Martini – shaken or stirred?