2027-on Norton Atlas Apex review
Norton Atlas Apex expert review
Rotary race-winning bikes of the 1990s aside, it’s been over fifty years since a motorcycle with the iconic Norton name on the tank could be considered a success, particularly in commercial terms. That accolade goes to the original Commando, MCN’s Machine of the Year for five years running, from 1968 to ’72.
However, the new owners TVS are rather keen to change that, and although they’ve already launched the well-received Manx R superbike, they need a model with wide appeal and an affordable price to fill order books and cement the brand’s return – enter the firm’s all-new mid-sized adventure bike, the Norton Atlas.
Is the Norton Atlas Apex Signature right for you?
Reasons to buy:
+ Strong, characterful 585cc twin with punchy midrange
+ Premium tech: IMU, lean-sensitive ABS/TC, quickshifter, 8in TFT with nav
+ Comfortable ergonomics and distinctive styling
Reasons to avoid:
– Jerky low‑speed throttle response (on test bike – a software update could solve this)
– Suspension setup harsh out of the box
– Pricey compared to similar or more powerful rivals
Much like its titan namesake from Greek mythology, there’s a lot resting on the Atlas’s shoulders, so has it got what it takes to compete in a heavily contested sector of the marketplace? We’ve been riding the pre-production version at the launch in Iceland to find out.
There’s no question that the Atlas is a smart-looking machine, with a clear focus from the design team in giving it a distinctive, premium presence. Fixing-free fairings, indicators in the handguards, a unique dual-projector LED wrap-around headlamp – the identity is all ‘new’ Norton, and as we slip through the city streets of Reykjavik, I can’t help but steal sideways glances at our stylish reflection in shop windows.
When it hits showrooms later this year, there will be two main versions of the Atlas, the GT, with a 17in front wheel and shorter-stroke suspension designed for road-focused touring, and the bike we’re riding, the 19in wheel equipped adventure-billed Atlas. Each will have a higher-spec’d Apex variant, and that’s exactly what our Sinopia Orange machine is (other colours are available).
The riding position is relaxed and natural, combining a broad, flat seat with wide handlebars and neutrally set footpegs. The sides of the bike are deeply sculpted to give a narrow standover, which at standstill makes the 845mm seat height seem less lofty than it actually is.
It also helps in gripping the tank with your knees when standing up off-road. The seat cushion is firmly stuffed, which bodes well for long-distance work, as does the effectiveness of the adjustable screen. We found it best on its lowest setting, but with both hands needed to operate, it can only be adjusted when stationary.
But despite having looks that make pedestrians double-take and an instantly accommodating perch for the rider, all is not well, as our bike is hindered by glitchy low-speed fuelling. Holding a steady throttle in the first ¼ throw of the twist grip delivers a jerky surge, most prominent just below 5,000 rpm, which causes the Atlas to see-saw along. It’s possible to ride around it by dancing between gears, but as it occurs right at the sweet spot for urban progress, it isn’t exactly ideal around town.
A software patch would most likely fix the problem, and as the Atlas has the facility for over-the-air updates, we’d hope that those bikes destined for dealerships have this rectified. It should be noted that not all the launch units seem to be affected, and Norton’s team are well aware of the issue.
Switching between any of the five available riding modes has little effect in alleviating the issue; however, it is minimised with the more aggressive throttle response in ‘Sport’. A software patch would most likely fix the problem, and as the Atlas has the facility for over-the-air updates, we’d hope that those bikes destined for dealerships have this rectified before delivery.
Getting out of the city and harder on the gas gives us the chance to start exploring the 585cc parallel twin at the heart of the Atlas, and it turns out to be a bit of a belter. On-paper performance of 69bhp and 42lb.ft of torque @ 9300 rpm is average for the class (think Suzuki V-Strom 650 or Kawasaki Versys 650), but the way it spins up to deliver its grunt has us smiling behind our visor.
With 95% of torque on tap from 5,000 rpm, which gives the Atlas a chunky punch across a wide rev range and lets gears overlap seamlessly.
On twisty single-track tarmac, similar to that found in the more remote upland regions of the UK, the word ‘brapability’ springs to mind, and we’re having a ball firing the Atlas out of bends with well-weighted jabs of throttle. It’s not lairy or peaky, just bucketloads of tractable fun.
Norton have achieved this responsiveness with some clever engineering, designed to reduce friction and improve reliability. Cylinder bores are treated to a plasma coating which retains oil and dissipates heat, thus reducing piston friction, and twin oil pumps help create pressure differentials within the engine to maximise the effectiveness of lubrication and allow moving parts to operate as freely as possible.
An off-beat 270° firing order, in common with most of the competition, gives the Atlas plenty of flexibility within its useable power window.
A slipper clutch and quickshifter come as standard, the latter providing super slick snickering up and down the gearbox, with a delightful bark of an auto-blipper to herald downshifts. The system can be turned off to prevent unwanted shifts off-road, or if you like to ride with the gear lever slightly loaded, but either way clutch action is super light for modulating power during slow manoeuvres.
The steel trellis frame, which looks remarkably similar to that of the TVS-produced BMW F450GS, uses the engine as a stressed member, and this gives the chassis a compact, rigid feel. It’s suspended on fully adjustable 43mm Kayaba/KYB forks and a matching shock with preload and rebound adjustment – although to get to the preload knob comfortably, you need to remove a side panel.
It’s barely 10°C when we encounter our first twisty stretch, a barrage of dipping and swooping uphill bends. Although it’s perfectly stable in a straight line, a stretch of bumpy tarmac on the approach to the first turn starts to upset the Atlas, with an abundance of damping in the forks making the ride feel harsh.
This issue is further compounded by a sensation of ‘rolling on’ when coming off the brakes on a closed throttle, as if there’s been an uninitiated squirt of fuel. This, combined with cold tyres and the staccato fuelling effect as I slowly feed in the gas, gives the Atlas a tendency to run wide.
We get some advice from Norton’s Chief Technology Officer with regard to suspension settings and find that a significant reduction in both compression and rebound damping from the stock fork settings transforms the ride.
It now feels composed, predictable and far more accurate, with a clearer sensation of the bike’s low and centralised mass. Although it’s still not particularly plush, swinging swiftly from left to right or carving up long sweepers suddenly becomes a much more natural state.
Brembo’s own-brand Bybre brakes provided stopping duties, with lean-sensitive ABS and, on the Apex version, an electronically linked system. Twin radial calipers give all the bite and feedback you could ask for up front; however, at 260mm the rear disc is quite a whopper and needs a firm press on the lever to scrub off speed.
It’s got plenty of power once you get to it but lacks the finesse for accurate trail braking. The linked system may be a contributor to the ‘run-on’ sensation encountered when releasing the brakes, but we didn’t have enough time on the bike to really analyse it.
Tyres are by Eurogrip, another company under the TVS umbrella, and the Exlpo R Plus fitted have been developed specifically for the Atlas. The tread pattern is similar to Metzeler Karoo Street, and they perform adequately well with a perceived 70/30 bias to road/off road. We didn’t tackle anything more challenging than a dirt road, but the dry, hard-packed surface with light, loose gravel that we did encounter would seem to be about their limit.
TECH SPOTLIGHT
The Atlas is absolutely brimming with helpful electronic systems, so to make it easier to digest, we’ve divided its comprehensive list of trick tech into two camps – rider aids and rider convenience.
Let’s start with the first one and kick off with a Bosch six-axis IMU to give both ABS and traction control lean sensitivity, whether on or off road. Each has three levels of intervention, accessed via the five pre-programmed rider modes, with rear ABS and TC disabled in Enduro mode. On top of that, the Atlas has Drag Torque Control for arresting rear-wheel slip under hard deceleration, rear-wheel lift to prevent unwanted stoppies and a bundle of other helpful safety systems, all of which can be toggled on and off as you desire.
In order to access these, Norton have kitted out the Atlas with a massive 8” touchscreen, and that brings us on to convenience. Navigating the menus is simple and intuitive, either with the thumbstick on the left ‘bar or by pressing directly on the screen – and it works perfectly well with a gloved finger.
As well as being able to adjust rider modes (each of which has its own colour scheme, so you can tell at a glance which mode you’re in) and rider aids, it also gives you turn-by-turn navigation, action camera controls and all the usual smartphone connectivity gizmos such as phone calls and music. With the bike hooked up to the Norton app, you can download detailed ride data as well as provide the onboard software with over-the-air updates via Bluetooth or wi-fi.
Engine
A 585cc punchy parallel twin gives the Atlas a playful character on the twisties and the legs for distance work, without any intrusive vibrations. The up/down quickshifter is precise, with an auto-blipper and slipper clutch making enthusiastic downshifts drama-free.
Headlight
Screen
Wind protection from the generous fairing is effective for long journeys, and the adjustable screen does a grand job of whisking airflow up and over your head. Both hands are needed to slide it between positions, so it can only really be fiddled with at a standstill.
Suspension
Fully adjustable KYB suspension allows for the significant customisation of the Atlas’ ride. Standard settings are quite heavily damped, but it’s easy enough to free up the stroke and explore more of the 180mm of travel, making the ride more compliant and improving composure.
Brakes
Bybre twin radial calipers, with braided steel lines and a bespoke master cylinder, give plenty of power, feel and feedback. A six-axis IMU provides the ABS system with cornering sensitivity, which also works, albeit less intrusively, off-road. The rear brake ABS can be disabled entirely in ‘Enduro’ mode.
MCN Verdict
‘It has some heavy lifting to do.’
There’s a huge amount to unpack with the Atlas, as Norton have squeezed an abundance of electronic tech and high-quality components beneath its sleek and unique bodywork. The pre-production bike we rode on the launch wasn’t without glitches, both electronic and mechanical, but assuming the software can be easily updated and suspension settings tweaked, then it’s a fun and entertaining package to ride.
The engine punches above its weight, handling is well balanced, and it’s very well equipped where comfort is concerned. The swing tag price of £9450 for the Apex puts it in a premium position, rubbing shoulders with the likes of the Tiger Sport 660 and Transalp XL750, while on-paper performance is more in line with the V-Strom 650 and Versys 650.
If it can charm the buying public with its distinctive looks, clever electronics and upmarket branding, then Norton could have a winner on their hands; however, until then, the Atlas has an awful lot of heavy lifting to do.
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