Norton's first use of the name 'Manx' was applied to the 'Manx Grand Prix' model available from 1936 to 1940, a special racing version of their 'International' roadster, with telescopic forks and a plunger rear suspension, magnesium for the crankcases and cambox, and no provision for lighting.

[9] The Classic Motorcycle Racing movement from the 1970s onwards has seen relatively large numbers of Manxs return to the track, and a flourishing supply of parts and services has appeared all around the world to nourish this demand.

[9] In 1950 the innovative Featherbed frame was developed, giving the Manx a significant competitive advantage through a low centre of gravity and short wheelbase that was perfectly suited the challenging island TT course.

[9] The major 1954 upgrade to the Manx was to have been an engine with the cylinder mounted horizontally to give a much lower centre of gravity – along the lines of the Moto Guzzi and Benelli racers.

With Nortons withdrawal from racing, Joe Craig retired after more than 25 years of coaxing ever more power and reliability from his single cylinder Cammy racers.

British racer Les Archer, Jr. worked with frame specialist Ron Hankins and engine tuner Ray Petty to develop a Norton Manx for motocross competition.

[11] The double-overhead-cam, short-stroke Norton Manx road racing engine was fitted into a Hankins frame and finished with an aluminium tank and titanium axles.

[13] Manx rolling chassis were frequently sold on and paired with Triumph twin engines to create Triton cafe racers.

Both used the short-stroke Manx engines in a frame designed by Tickle but he could not compete against the Japanese racers and sold his stock and the rights in the late 1970s to Unity Equipe, a retail spares business in Rochdale, UK.