2022 Norton V4SV First Ride Review

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Has Norton risen from the ashes of Stuart Garner’s dumpster fire? The 2022 V4SV superbike suggests it has. (James Archibald/)

Back in April 2020, Indian manufacturing firm TVS Motor bought the famous Norton brand, taking ownership of an iconic name with an unattractive and controversial recent history. In a short space of time, and in the midst of a global pandemic, the Indian motorcycle manufacturing giant restructured the Norton business, introduced new personnel, and commissioned a multimillion-pound HQ and production campus in the English Midlands.

New Norton—or, perhaps New New Norton, if you will—had and still has much work to do if it wishes to restore the public’s love for the marque. Central to that process is to set right the defects and supply issues that have blighted the old regime’s V4SS superbike.

Norton’s V4SV has evolved from the previous and problematic V4SS. (James Archibald/)

The New Norton team identified no fewer than 35 problems with that bike, and undertook a project to completely reengineer the machine, rectifying every fault and improving reliability and longevity. Norton stripped back the old V4SS, looked at and tested each component, and then rebuilt, redesigned, or used entirely new parts where necessary to produce the new bike.

And this is it: the new V4SV, redesigned and rebuilt by the present Norton. The company introduced it at the UK’s Mallory Park racetrack, not too far from its new headquarters.

I rode the old Norton V4SS back in 2019, covering 500 miles over two days. I was determined to give the bike a thorough examination, and thrashed the bike and its 1,200cc V-4 mercilessly. Aside from a dodgy fuel light, it was impressive; even the gimmicky rearview camera worked. But in the real world, the V4SS was littered with problems; those 35 faults New Norton found ranged from a leaky fuel tank to poor electrics and, perhaps most distressing, low-quality welding on the frame and swingarm. To its credit, New Norton publicly admitted to these problems and alerted current owners, some of whom are still waiting for bikes ordered from “old” Norton.

The subsequent reengineering of the V4SS into the V4SV was a costly and time-consuming job. Despite its obvious connection with the V4SS, the V4SV is very much a new model. It uses a reengineered version of the 72-degree 1,200cc V-4 used in the original bike, which now makes a claimed 185 hp at 12,000 rpm and 92.2 pound-feet of torque at 9,000 rpm, numbers that fall short of the 200 hp-plus that former Norton claimed for the V4SS.

The hand-polished, handcrafted, TIG-welded frame is also similar to that on the V4SS, but has been redesigned and given new welding. It’s still adjustable for rake, steering offset, and swingarm pivot. Suspension is provided by Öhlins with manually adjustable NIX 30 43mm front fork and a bespoke TTX GP rear shock. So it’s much the old bike and looks much like the old bike, but is essentially new.

Suspension on the Norton V4SV is top-shelf Öhlins equipment. (James Archibald/)

There are still two models to choose from, the Manx Silver and the Carbon. The only difference is the looks and the BST carbon wheels on the Carbon model. We took the 44,000-pound sterling V4SV for a spin to find out what the reinvented British-built superbike is like.

Upgraded Chassis

Manufacturers usually produce bikes from behind closed doors. Every part of the process, from design to finance to production and manufacturing, happens in a strictly private environment, and it usually takes three or four years before the finished product is revealed.

Former Norton did things differently, and did it in public. It set out to race at the legendary and demanding Isle of Man TT, learn from its mistakes, and to produce its road bike at the end of it all. For a company with very little experience and no road bike upon which to base a racebike, this was breathtakingly ambitious. But credit where it’s due; in 2018, rider Josh Brookes managed to lap at a 131.745 mph average on Norton’s SG7, although its engine was a borrowed Aprilia unit. Still, they managed a top-five finish on the hardest course in the world, and put what they’d learned into the V4SS road bike chassis.

The frame and dimensions used by the V4SV are nearly the same, although the welding and quality of both the swingarm and frame have been updated by New Norton. The Öhlins suspension, Brembo stoppers, and single-sided swingarm are also very close to those used on the TT bike.

The single-sided swingarm of the V4SV is very similar to that found on the TT racebike and V4SS but gets improved manufacturing processes and quality. (James Archibald/)

Significantly, despite the TT connection, Norton is keen to point out that this is a road-going superbike and not a race machine with mirrors. While the V4SV press launch was held at a racetrack, the bikes were equipped with road-biased Dunlop SportSmart TT rubber, and there wasn’t a tire warmer in sight.

Looking over the V4SV’s specs, you can see why Norton is emphasizing the road element. The bike is down on power compared to the superbike competition, much of which sits happily in the 200 hp-plus club. The Ducati Panigale V4 S, arguably the Norton’s closest rival, produces a quoted 215.5 hp. The Norton, however, produces slightly more peak torque, and does so lower in the rev range.

Visual Impact

Even in the distinctly unglamorous Mallory Park paddock, the new V4SV shines. It’s similar to the original bike, which in turn copied the racebike, but there are subtle modifications. Norton did stay with the unconventional single-sided swingarm. The billet-machined footpeg assembly is lovely; the new silver and carbon bodywork looks stunning in person, more so than the plain silver original; and the front sprocket cover is a work of art. The designers stayed with the hand-stitched single seat and the dummy filler cap incorporated into it, and also kept the Union Jack rear seat unit. Norton also kept the rear-facing camera, but added conventional mirrors.

A hand-stitched single seat complete with a nonfunctional filler cap rolls over from the V4SS. (James Archibald/)

The visual package is strong, updated for 2022 but reminiscent of the TT bike. There are no fancy wings or aerodynamics in sight. Remove that distracting rear number plate and the V4VS is quite striking, as one might expect for the asking price.

Once on board the rider is greeted by a large full-color 6-inch screen, which incorporates that remarkably useful rearview camera. There’s keyless ignition, so a press of the “on” button incorporated into the dummy carbon fuel tank (the bike’s 4-gallon fuel supply is stored under the seat) and the smartly presented dash comes alive.

The view from the seat is purposeful; shiny billet top yoke, slightly protruding Öhlins fork, and a large manually adjustable Öhlins steering damper. The switch gear is Aprilia-esque, with a toggle on the left bar that selects between three riding modes: Wet, Road, or Sport. Each mode changes the engine character, throttle response, and intervention level of the rider aids. Those include traction control, which incorporates wheelie control, and are linked to the six-axis IMU; ABS is not linked to the IMU, and is therefore not lean-sensitive.

Old-school or Just Enough?

There is no launch control or engine-brake assist, and the electronic rider aids are not user configurable; traction and wheelie control are factory set and can’t be trimmed. Instead, the rider’s electronic choices are fixed within Wet, Road, or Sport modes, a hint to the true age of the bike, which was first released in 2019.

With just three preset ride modes, the 2022 Norton V4SV is behind the times when it comes to electronic rider aids. (James Archibald/)

Given that most current sportbikes are equipped with tunable rider aids and lean-sensitive ABS, the Norton immediately feels a little old-school. Norton test rider Steve Plater suggests trying Road mode and then flicking to Sport once enough heat is in the Dunlop rubber.

On the Track

In a time of 200 hp-plus sportbikes, the Norton feels a little unusual at first. This isn’t a negative, just a necessary slight recalibration. The Öhlins suspension is plush, not soft, but certainly not racebike stiff. There is feel, movement, and a one-to-one connection between the rider and the bike.

Clutchless up and down gear changes with the standard quickshifter are smooth, impressive as the clutch is a little heavy. Mallory is a short track, more for 600 supersports than liter machines, but it’s fun to dance around on the shift lever and watch the rpm stalk the redline on the dash.

Norton quotes a peak of 185 hp, and that feels about right. Considering it’s 20–30 bhp down on the competition, the V4SV is deceptively quick, pulling strongly with lovely howl from the exhaust. Note that the V4SV isn’t Euro 5 approved, so it gets to howl a little louder than some.

A claimed 185 hp is not impressive by modern superbike standards; even so, the V4VS is quick. (James Archibald/)

It’s easy to change the modes on the fly by simply closing the throttle, and a change to Sport mode is highlighted by a checkered flag on the dash, which is refreshingly easy to use; even the rear camera is fun, especially when used while exiting a corner to see the rear tire lay down a black line.

Where the Norton V4SV will divide opinion is when it’s time to put the hammer down. Consider: Ducati’s Panigale, many people’s epitome of a sportbike, loves revs like a dog loves chasing sticks, and should be ridden accordingly; rev it to 14,500, bounce it off the limiter, hold onto the rev between turns, brake deep to the apex while relying on the lean-sensitive ABS, and fire it out of the turn.

The Norton’s TFT dash is nicely packaged and features a rearview camera. (James Archibald/)

The Norton doesn’t like this approach, it’s more last-century. Make the Norton scream and it will deliver, but it will fight you, and anyway this is not the best approach. Remember, the Norton’s peak torque is at 9,000 rpm—and this is its sweet spot. Use that strength in the midrange; short-shift that smooth gearbox, let off the brakes, and carry the corner speed, and the V4SV will respond beautifully. Better to let it flow and find its way, like an older sporting V-twin or RC45. Once you settle into this way of riding, the Norton becomes an effortless joy to flow around a racetrack—which, in any case, isn’t its intended home.

By the final test session, the Norton V4SV had gelled for us; it’s a bike that rejoices in natural corner speed. Use that immense torque and smooth gearbox, wait to feel the grip from the tires, then push the bike upright and drive hard off the turn.

The suspension is a little soft on the rear, but the front was near faultless. The supple ride provides feedback and confidence, and encourages you to dial in all that torque earlier and earlier. You can hang off a little further, lean a little more; your only limitations are your tires, so choose accordingly.

As mentioned, there are two models to choose from: the Manx Silver and the Carbon, both priced the same. The Carbon comes equipped with lighter BST Carbon wheels, steers a little quicker, and feels a fraction more stable on the brakes, but it isn’t a gigantic improvement over the lightweight alloy wheels on the Manx Silver. The biggest difference on this test was direction changes through the two chicanes, and the Carbon was noticeably easier to flick from one side to another.

The Carbon model of the V4SV is quicker on direction changes and more stable on the brakes. (James Archibald/)

Some nitpicks: The bodywork is small so it’s hard to get properly tucked in. That’s not a problem at a relatively short track, but might become an issue at bigger circuits or on the open highway. A larger screen, as used by the TT boys, would be a welcome option, and would have even more utility in road riding.

Verdict

The Norton V4SV may well divide opinions. A look at the dyno numbers, performance figures, and lap times shows the Norton clearly down compared to its competition. A similarly priced Panigale SP2 would eat the Norton for breakfast, and even the cheaper 30th Anniversary Fireblade would show it a clean pair of heels without breaking a sweat.

Forget the lap times and power figures, this is what Norton’s superbike was meant to be, even if it is a few years late. (James Archibald/)

But forget about the stopwatch. This a redesigned, reengineered, refocused iteration of a 2018–2019 motorcycle, so we are not comparing like for like. The people at Truly New Norton have done some serious reinventing, putting in hundreds of hours of dyno testing and 70,000 road and track miles. The V4SV is the bike the V4SS should have been, and should hopefully now be reliable too.

It’s easy to ride and has usable torque, with excellent road-based handling. It could be easily tweaked for the track; fit some slicks, fiddle with the suspension, and the Norton won’t be a million miles away from the front of a trackday. Some will be perturbed by the basic level of rider aids. Others will love it just because it says Norton on the side, and won’t care one iota if it’s a few horses down. It’s unique, stunning.

Exclusivity, stunning looks, and uniqueness hold cachet when considering Norton’s V4SV. (James Archibald/)

TVS, the new owners of Norton, have rectified the inherited problems of the V4SS they inherited and the end result is a desirable road bike. But given that Ducati has been producing market-leading superbikes since forever, it would have been a complete folly to think the Italian factory could be challenged by Norton. But like Lotus or Morgan, who can never really compete with Ferrari on sheer numbers, that doesn’t make the Norton any less desirable. If you want a high-end road-going superbike with exclusivity, the Norton may very well be the right choice.

2022 Norton V4SV Specifications

MSRP:	44,000 pounds sterling ($53,937)
Engine:	Liquid-cooled, 72-degree V-4; 4 valves/cyl.
Displacement:	1,200cc
Bore x Stroke:	82.0 x 56.8mm
Compression Ratio:	13.6:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	185 hp @ 12,000 rpm
Claimed Torque:	92.2 lb.-ft. @ 9,000 rpm
Fuel System:	Electronic fuel injection, ride-by-wire
Clutch:	Wet, multiplate, slipper function; cable actuation
Frame:	Alloy tubular, TIG-welded, hand polished
Front Suspension:	43mm Öhlins NIX 30, fully adjustable; 4.7 in. travel
Rear Suspension:	Öhlins TTX GP, fully adjustable; 5.0 in. travel
Front Brake:	4-piston Brembo calipers, dual 330mm discs w/ ABS
Rear Brake:	2-piston Brembo caliper, 245mm disc w/ ABS
Wheels, Front/Rear:	Carbon or alloy; 17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:	Dunlop SportSmart TT; 120/70-17 / 200/55-17
Rake/Trail:	23.9°/3.9 in.
Wheelbase:	56.5 in.
Seat Height:	32.7 in.
Fuel Capacity:	4.0 gal.
Claimed Dry Weight:	425 lb.
Contact:	nortonmotorcycles.com

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