[3] Associated Motor Cycles (AMC), Norton's parent company, had become bankrupt in 1966 and had been purchased by Manganese Bronze Holdings, who already owned Villiers Engineering, forming Norton-Villiers.

[4][5] Former Velocette engineer Charles Udall had joined AMC in 1961 and had designed an 800 cc (49 cu in) DOHC twin and a prototype built using a shortened featherbed frame.

Bauer believed the classic Norton featherbed frame enhanced the problem and was not designed in compliance with good engineering principles.

Poore wanted the new machine to look significantly different, so the engine was canted forward (Nortons traditionally had upright cylinders)[4][5] and consultants Wolff Ohlins were commissioned to design new bodywork.

[7] Production of the machine was initially complex and located across different parts of England, with the engines produced in Wolverhampton, frames in Manchester, while components and final assembly was at Burrage Grove, Plumstead.

In late 1968 Plumstead works was subject to a Greater London Council compulsory purchase order, and closed in July 1969.

With assistance of a Government subsidy, the assembly line was moved to North Way, Andover; with the Test Department in an aircraft hangar on Thruxton Airfield.

The government offered a financial rescue package contingent on a merger of the two groups and Norton Villiers Triumph (NVT) was formed in 1973.

To avoid total liquidation, the Government backed the formation of NVT Engineering Ltd, to produce spares and to complete manufacture of Commandos already started.

[10] The origins of the Commando engine can be traced back to the late 1940s when the 497 cc (30.3 cu in) Norton Model 7 Twin was designed by Bert Hopwood.

Compression ratio was raised to 8.9:1 and the engine breathed through two 30mm Amal Concentric carburettors[7] and the power output increased to 58 bhp (43 kW) at 6,500 rpm.

[15] A hydraulic primary chain tensioner was introduced for the Mk3 850 and the chaincase cover changed to 12 screw fixing in an attempt to cure oil leaks.

[20] The combat was stamped with 'C' on top of the engine[21] and delivered 65 bhp (48 kW) at 6500 rpm[22] by using a 10:1 compression ratio, an SS camshaft and 32 mm carburettors.

[16] Using a concept designed by Doug Hele for the Triumph twins, the NVT R&D department, under Norman White, developed a balancing system for the Norton engine to resolve the low speed vibrations of the Commando.

[26] The front end was revised in 1969, fork shrouds and gaiters were dropped and replaced with chromed stanchions with a rubber dust seal.

The last of the fastbacks, the MkV, was produced from November 1972 to mid-1973 as a 1973 model and featured improved crank bearings and the standard grind camshaft.

The 750 cc machine was fitted with panniers, top box, fairing, radio mountings, police lights, and auxiliary equipment.

The larger Interstate tank was fitted from 1972[32] Most Interpols were finished in white, but some were supplied in dark blue or black and without fairings to be used as 'unmarked' vehicles.

A production racer, featuring a tuned engine, front disc brake and finished in bright yellow was introduced in 1970.

[16] In 1974 a limited edition version of the Commando was introduced that was fitted with bodywork styled to reproduce the successful Formula 750 works racers that were sponsored by cigarette manufacturers John Player & Sons.

[42] The 850 cc MK3 Commando was launched in 1975 with an improved specification – electric starter, isolastic head steady for improved vibration absorption, left side gear change and right side foot brake to comply with United States vehicle regulations, and a rear disc brake.

[16] The weight of the Mk3 had risen to 492 lb (223 kg) and combined with the higher gearing made this one of the slowest Commando models with a top speed of around 105 mph (169 km/h).

[34] In an attempt to prolong the Commando's production life by increasing its power, Poore commissioned Piper Engineering of Ashford, Kent to produce an eight valve head.

The engine was examined by NVT Research Department at Kitts Green by Doug Hele, Norman Hyde and John Barton.

Road testing of Commandos fitted with the SU showed the engine ran more cleanly and had better fuel consumption compared to the usual Amal carbs.

At that year's Isle of Man 750 Production TT, Williams came close to winning but ran out of petrol with sight of the finish line whilst leading.

[65] A Peel-type fairing incorporating handlebar blisters and seat tailpiece were developed in the MIRA wind tunnel and the drag coefficient was reduced to 0.39.

[67] The 1974 model was built with a compact space frame to keep the frontal area as small as possible and was again fitted with an all-enveloping peel-style fairing.

The new machine, called the 961 Commando never reached production in America due to lack of funding, and the company closed its doors in April 2006.

[84] Production continued for more than a decade, but the Donington factory closes in 2020, and the "Norton" trademarked name and assets were transferred to an Indian-owned firm, TVS Motor Company, based in Solar Park, Solihull.