ES234
VIP MEMBER
- Joined
- Apr 5, 2014
- Messages
- 64
I would not normally share one of my riders reports, but after a little deliberation I have decided to provide an edited version as a bit of an insight for others who may never have the opportunity to race a single cylinder Norton. This is bike is essentially a short stroked ES2 in a Manx rolling chassis. (Original photo credit - colinrosenwane.com)
"Report on Norton ES4 at Winton (Victoria Australia) 2+4 Classic May 2021.
Engine.
• As usual, this engine displays a wide, linear power band. It was the class leader in terms of acceleration and speed. At no point did this bike feel lacking in speed or the ability to pick up an early throttle, even when on the edge of the tyre. Between T5 and T6 it was consistently picking up the front wheel, controllably.
• We could have gone up another tooth on the rear, but that would possibly have sacrificed drive onto the back straight and the short straight between T1 and T2. I did not change up there and took the engine to 8,200. Possibly would have made a shift there. Otherwise, the gearing was very good.
• There were some laps when I dispensed with top gear on the back straight and used the RPM headroom. Maximum revs for the weekend were 8,500. I was trying to save a gear shift (up and back.
• Carburetion was perfect, other than the sticking slide. (Dellorto non standard aluminum slide guide pin galling – to be replaced G.C.). No flat spots or hesitation. I could open the throttle as fast as I liked around corner apex and had the edge grip and drive to be able to hold off any comers.
• In the “esse” I could let the engine go down to 3,500-4,000 RPM and still have the grunt to keep the competition behind me from T5 to T6 and T6 to T7, and still out gun them along the back straight.
• There were no missed gear shifts. The gearbox was perfect. (TTI 5 speed ‘box – G.C.)
Brakes.
• The front rake feel was perfect, for me. Once a little warmth was induced on the warm up lap it performed perfectly. We were not out-braked once.
• In the early morning sessions, it was a touch "grabby" and could have been helped with covering some of the cooling ducts. Those linings have a reputation for cold gabbiness.
• The rear brake is excellent in feel and power. Basically, not too powerful. Whatever linings your use, stay with them.
Frame.
• The handling was as user-friendly as I remember from my last rides on this bike. Very neutral and predictable. When it starts to break away it gives sufficient of warning.
• Front suspension felt absolutely fine. Good dive into corners, without any bottoming, even when hard on brakes. Damping in both directions felt excellent.
• Rear suspension felt fine too, but could have possibly come up another ½ turn of preload to stop getting on the bump stops through T3. There is also a depression between T6 and T7 that is hard to miss. Having said that, not once did it bother me or knock the bike off-line on the bumps at the end of the sweeper, T3. Rebound damping felt right spot on.
• There was some front patter at the end of T3. Not every lap, and not bothersome. Without going to a new pair of tyres ($600) there is no way of tracing this down. We found at Phillip Island that the patter over Lukey Heights was cured with new tyres. It didn’t bother me and we were at the pointy end of the field, so I was happy to save the money.
In summary, riding the ES4 at my limit was just delightful. Such a well-engineered racing motorcycle. My lap times were a second faster than on my Matchless G50, or on this same circuit with a new Manx Norton."
"Report on Norton ES4 at Winton (Victoria Australia) 2+4 Classic May 2021.
Engine.
• As usual, this engine displays a wide, linear power band. It was the class leader in terms of acceleration and speed. At no point did this bike feel lacking in speed or the ability to pick up an early throttle, even when on the edge of the tyre. Between T5 and T6 it was consistently picking up the front wheel, controllably.
• We could have gone up another tooth on the rear, but that would possibly have sacrificed drive onto the back straight and the short straight between T1 and T2. I did not change up there and took the engine to 8,200. Possibly would have made a shift there. Otherwise, the gearing was very good.
• There were some laps when I dispensed with top gear on the back straight and used the RPM headroom. Maximum revs for the weekend were 8,500. I was trying to save a gear shift (up and back.
• Carburetion was perfect, other than the sticking slide. (Dellorto non standard aluminum slide guide pin galling – to be replaced G.C.). No flat spots or hesitation. I could open the throttle as fast as I liked around corner apex and had the edge grip and drive to be able to hold off any comers.
• In the “esse” I could let the engine go down to 3,500-4,000 RPM and still have the grunt to keep the competition behind me from T5 to T6 and T6 to T7, and still out gun them along the back straight.
• There were no missed gear shifts. The gearbox was perfect. (TTI 5 speed ‘box – G.C.)
Brakes.
• The front rake feel was perfect, for me. Once a little warmth was induced on the warm up lap it performed perfectly. We were not out-braked once.
• In the early morning sessions, it was a touch "grabby" and could have been helped with covering some of the cooling ducts. Those linings have a reputation for cold gabbiness.
• The rear brake is excellent in feel and power. Basically, not too powerful. Whatever linings your use, stay with them.
Frame.
• The handling was as user-friendly as I remember from my last rides on this bike. Very neutral and predictable. When it starts to break away it gives sufficient of warning.
• Front suspension felt absolutely fine. Good dive into corners, without any bottoming, even when hard on brakes. Damping in both directions felt excellent.
• Rear suspension felt fine too, but could have possibly come up another ½ turn of preload to stop getting on the bump stops through T3. There is also a depression between T6 and T7 that is hard to miss. Having said that, not once did it bother me or knock the bike off-line on the bumps at the end of the sweeper, T3. Rebound damping felt right spot on.
• There was some front patter at the end of T3. Not every lap, and not bothersome. Without going to a new pair of tyres ($600) there is no way of tracing this down. We found at Phillip Island that the patter over Lukey Heights was cured with new tyres. It didn’t bother me and we were at the pointy end of the field, so I was happy to save the money.
In summary, riding the ES4 at my limit was just delightful. Such a well-engineered racing motorcycle. My lap times were a second faster than on my Matchless G50, or on this same circuit with a new Manx Norton."
Last edited: