Motorcycle specifications Norton Atlas 650 Ranger 2019 From suburb to undergrowth

The scrambler has long since earned its spadework stripes, and is now in the process of gleaning those of nobility. A new wind is blowing through the category, with both skills and quality on the rise. Norton is in this vein, taking advantage of its renewed vigor and strong image to enter the fray with a two-faced machine. Its 650 Atlas is a fine-looking machine, with a Nomad version for the road and a Ranger version for more rugged terrain.

The Atlas 650 is the first "accessible" Norton of the 21st century. An entry-level model... But what a look. Like a young suzerain eager for rebellion and impatient to plunge her pumps into the slush, it's ready to scandalize moods with delight while dreaming of the edge of the woods.
Sometimes, the journey from garage to forest isn't so far. All you have to do is crack open the twin and you're on your way. The Atlas features a 650 cm3 parallel twin. Norton has virtually chopped up the V4 of its hypersport to create a compact, 6.6 mkg-torque cudgel that's particularly powerful for its displacement. For this type of engine, power is usually between 70 and 75 hp - on the English model, the cursor climbs to 84 hp. Not bad! The result is lively, almost muscular acceleration. With its 270° timing, the engine tends to offer a character close to that of a V-twin.

the Ranger traces the road until it reaches less academic mouths. This is where it stands out from the Nomad. With its small mudguard under the headlamp, its Avon Trekrider treaded tires and its generous aluminum hoof, we already suspected that the off-road potential was there. This is confirmed by the increased suspension travel: 200 mm, 50 mm more than the "road" Atlas. The 50 mm inverted fork is adjustable in all directions, while the monoshock can only be adjusted for preload. Both components are by Roadholder, a name closely associated with Norton. The wheels are also different, with the Ranger's front end taller and wider (120/70 - 19 vs. 110/80 - 18), while the rear is a little narrower (170/60 - 17 vs. 180/55 - 17).
The Ranger benefits from greater ground clearance, which inevitably has an impact on saddle height. 867 mm separates it from the ground - not enduro-level, but it's starting to demand flexibility from the adductor muscles. The dissimilarities continue with reinforced handlebars, a headlight protected by a grille (more stylish than really convincing), a sport bubble, and a quest for greater stability with a wheelbase of 1470 mm, 24 more than on the Nomad.

Whichever version you choose, the Atlas 650 boasts a fine array of equipment, including Brembo monobloc radial-mount calipers that bite into 320 mm of track (something you'd find on a good sports bike), a handsome aluminum swingarm, a bi-material seat, a raised exhaust, open-work fork crowns, braided brake hoses and spoked wheels.
This scrambler shares its engine with the 650 Superlight - the latter takes it to the next level - but benefits from its own frame. The manufacturer has concocted a tubular steel perimeter that should not disappoint.

An initial 250 units were available to order at the Motorcycle Live show in Birmingham. The Ranger is 20% more expensive than the Nomad . This brings it up to the price of a 1200 NineT Scrambler, with far more torque and watts, and not far from an electronics-rich Triumph Scrambler XC. The influence of the Donington crest versus that of Hinckley or Munich will be essential.

After the storm Norton weathered in 2020, the future left little room for hope for its models. The relaunch of the brand will take place without Atlas. The new owner will not follow up on this project, which is well advanced. But the brand lives on, and perhaps that's the most important thing.

M.B. Manufacturer's photos