Norton Villiers Motorcycles
Ranked #1,408 in Cars, #76,005 overall
The Norton Motorcycle Company , past and future
plus my personal experience with the Iconic Norton Commando 850 Roadster.
These fine British motorcycles have been really gaining popularity over the last few years, as you will see, they are among the most
Beautiful machines ever made.
Table of Contents
- The Earlier Years
- The 50's and 60's
- Racing success
- Nortons you could own
- The beginning of the end
- The Last Nortons
- Production Racers
- Rotary Race Machine
- First Ride Commando 961
- Norton Ads through the years
- Norton Links
- All Things Norton
- Paul Dunstall Tuning
- What do you think?
- Other Great Places to see
- My affair with a Norton
- Cafe blog
- Have a funny Caption?
History of a Company
Founded 1898
Headquarters Donington Park, United Kingdom
Website www.nortonmotorcycles.com
Norton is a British motorcycle marque, originally from Birmingham, founded in 1898 as a manufacturer of "fittings and parts for the two-wheel trade". By 1902, they had begun manufacturing motorcycles with bought-in engines. In 1908, a Norton-built engine was added to the range. This began a long series of production of single and eventually twin-cylinder motorcycles. When major shareholders started to leave Norton in 1953, the company went bankrupt and Associated Motor Cycles bought the shares. In late 2008, Stuart Garner, a UK businessman, bought the rights to Norton and relaunched Norton in its Midlands home at Donington Park where it will develop the NRV588 racer, a machine styled after the Norton Commando, and a new range of Norton motorcycles, with options including 1200 cc Superbike, and 750 cc Supersport variants.
The original company was formed by James Lansdowne Norton (known as "Pa") at 320, Bradford Street, Birmingham in 1898. In 1902, Norton began building motorcycles with French and Swiss engines. In 1907, a Norton ridden by Rem Fowler won the twin-cylinder class in the first Isle of Man TT race, beginning a sporting tradition that went on until the 1960s. The Isle of Man Senior TT, the most prestigious of events, was won by Nortons ten times between the wars and then every year from 1947 to 1954. The first Norton engines were made in 1908, beginning a line of side-valve single cylinder engines which continued with few changes until the late 1950s.
The first Norton logo was a fairly simple, art nouveau design, with the name spelled in capitals However, new logo appeared on the front of the catalog for 1914, which was a joint effort by James Lansdowne Norton and his daughter Ethel. It became known as the "curly N" logo, with only the initial letter as a capital, and was used by the company thereafter, first appearing on actual motorcycles in 1915. Ethel Norton also did some testing of her father's motorcycles.[citation needed] In 1913 the business declined. R.T. Shelley & Co., the main creditors, intervened and saved it. Norton Motors Ltd was formed shortly afterwards under joint directorship of James Norton and Bob Shelley. J.L. Norton died in 1925 aged only 56, but he saw his motorcycles win the Senior and sidecar TTs in 1924
Designed by Walter Moore, the Norton CS1 engine appeared in 1927, based closely on the ES2 pushrod engine and using many of its parts. On his departure to NSU in 1930, an entirely new OHC engine was designed by Arthur Carroll, which was the basis for all later OHC and DOHC Norton singles. (Moore's move to NSU prompted staff to claim that NSU stood for "Norton Spares Used") That decade spawned the Norton racing legend. Of the nine Isle of Man Senior TTs (500 cc) between 1931 and 1939 Norton won seven.
In 1951, the Norton Dominator was made available to export markets as the Model 88 with the Featherbed frame. Later, as production of this frame increased, it became a regular production model, and was made in variants for other models, including the OHV single-cylinder machines.
Manx Nortons also played a significant role in the development of post war car racing. At the end of 1950, the English national 500 cc regulations were adopted as the new Formula 3. The JAP Speedway engine had dominated the category initially but the Manx was capable of producing significantly more power and became the engine of choice. Many complete motorcycles were bought in order to strip the engine for 500 cc car racing, as Norton would not sell separate engines.
The Earlier Years
Until 1934, Norton bought Sturmey-Archer gearboxes and clutches. When Sturmey discontinued production Norton bought the design rights and had them made by Burman, a manufacturer of proprietary gearboxes.Nortons also appealed to ordinary motorcyclists who enjoyed the reliability and performance offered by single-cylinder engines with separate gearboxes. The marque withdrew their teams from racing in 1938, but between 1937 and 1945 nearly a quarter (over 100,000) of all British military motorcycles were Nortons, basically the WD 16H (solo) and WD Big Four outfit with driven sidecar wheel.
1921 Norton 16 H (490 cc)
Norton International M30 500 cc OHC Racer 1937
1939 Norton ES2
Norton Big Four (1952 model) Post war
After the Second World War, Norton reverted to civilian motorcycle production, gradually increasing its range. A major addition in 1949 was the Model 7, later known as the Norton Dominator, a pushrod 500 cc twin-cylinder machine designed by Bert Hopwood. Its chassis was derived from the ES2 single, with telescopic front and plunger rear suspension, and an updated version of the gearbox known as the "lay-down" box.
Post war, Norton struggled to reclaim its pre-WWII racing dominance as the single cylinder machine faced fierce competition from the multi-cylinder Italian machines and AJS from the UK. In the 1949 Grand Prix motorcycle racing season, the first year of the world championship, Norton made only fifth place and AJS won. That was before the Featherbed frame appeared, developed for Norton by the McCandless brothers of Belfast in January, 1950, used in the legendary Manx Norton and raced by riders including Geoff Duke, John Surtees and Derek Minter. Very quickly the featherbed frame, a design that allowed the construction of a motorcycle with good mass-stiffness distribution[9], became a benchmark by which all other frames were judged.
Norton also experimented with engine placement, and discovered that moving the engine slightly up/down, forward/back, or even right/left, could deliver a "sweet spot" in terms of handling. Motorcycle designers still use this method to fine-tune motorcycle handling.
The 50's and 60's
In 1960, a new version of the featherbed frame was developed with the upper frame rails bent inwards to reduce the width between the rider's knees for greater comfort. The move was also to accommodate the shorter rider as the wide frame made it difficult to reach the ground. This frame was made in-house by AMC and is known as the "slimline" frame - the earlier frames then became known as the "wideline".
The last Manx Nortons were sold in 1963. Even though Norton had pulled out of racing in 1954, the Manx had become the backbone of privateer racing, and even today are quite sought after.
In November 7, 1960 the first new 650cc Norton Manxman was launched for the American market only. By October 1961 The Norton 650SS appeared for the UK market ,The 750cc Norton Atlas. in April 1962 for the American market as they demanded more power. Featherbed frames were still used, but the increases to the vertical twin engine's capacity caused a vibration problem at 5500rpm. A 500cc vertical twin is smoother than a single cylinder, but if the vertical twin's capacity is enlarged vibration increases. The 750 Norton Atlas proved too expensive and costs could not be reduced. Financial problems gathered.
There was an export bike primarily for use as a desert racer, sold up until 1969 as the Norton P11, AJS Model 33 and as a Matchless G15, which used the Norton Atlas engine in a modified Matchless G85CS scrambler frame with Norton wheels and front forks. This bike was reputed to vibrate less than the featherbed frame model. AMC singles were also sold with Norton badging in this era.
Also during this period Norton developed two smaller-capacity twin cylinder machines: the Norton Jubilee 250 and Navigator 350. This was Norton's first use of unit construction. The engine was an entirely new design
Racing success
The racing successes were transferred to the street through cafe racers, some of whom would use the featherbed frame with an engine from another manufacturer to make a hybrid machine with the best of both worlds. The most famous of these were Tritons - Triumph twin engines in a Norton featherbed frame.Despite, or perhaps because of the racing successes, Norton was in financial difficulty. Reynolds could not make many of the highly desired featherbed frames and customers lost interest in buying machines with the older frames. In 1953 Norton sold out to Associated Motorcycles (AMC), who owned the brands AJS, Matchless, Francis-Barnett and James. The Norton factory in Bracebridge Street, Birmingham was closed in 1962 and production was moved to AMC's Woolwich factory in southeast London.
Under AMC ownership a much improved version of the Norton gearbox was developed, to be used on all the larger models within the corporation under the AJS, Matchless and Norton brands. Again, the major changes were for improved gear selection.
Nortons you could own
The beginning of the end
The 750 Norton Atlas was noted for its vibration. Rather than change engines Norton decided to change the frame, and the isolastic-framed Norton Commando 750 was the result.
In 1969, the Commando was introduced. Its styling, innovative isolastic frame and powerful engine made it an appealing package. The Commando easily outperformed contemporary Triumph and BSA twins and was the most powerful and best-handling British motorcycle of its day. The isolastic frame made it much smoother than the Atlas. It used rubber bushes to isolate the engine and swinging arm from the frame, forks, and rider. However, as the steel-shims incorporated in the Isolastic bearings wore, often from rusting, the bike became prone to fishtailing in high-speed turns.
The "Combat" engine was released in January 1972, with a twin roller bearing crank, 10:1 compression and developing 65 bhp (48 kW) at 6,500 rpm. Reliability immediately suffered, with frequent and early crank-shaft main-bearing failures, sometimes leading to broken crankshafts. Older engines had used one ball-bearing main bearing and one roller bearing main bearing but the Combat engine featured two roller bearings in a mistaken belief this would strengthen the bottom-end to cope with the higher power-output. Instead the resultant crank-bending caused the rollers to "dig-in" to the races, causing rapid failure. This fragility did not show up well, especially when compared with the reliability of contemporary Japanese machines.
The Commando was offered in several different styles: the standard street model, a pseudo-scrambler with up swept pipes and the Interstate, packaged as a tourer. Electric start was introduced in 1974. Sales were respectable but the company declined financially and became insolvent in 1975.In 1976 a Norton with a US-flag theme on the tank could be purchased for US$1,976.
Norton stuff you want
The Last Nortons
The police were showing a lot of interest in the Commando and so Neale Shilton was recruited from Triumph to produce a Commando to police specifications. The end result was the 'Interpol' machine, which sold well to police forces, both at home and abroad. The machine was powered by a 750 cc. O.H.V. engine and included panniers, top box, fairing, and had fittings for a radio and auxiliary equipment.
Mk2 850 cc
1973 Norton 850 Commando
In January 1973 the 'Mk.5 Fastback' was launched and the 'Long Range' was discontinued, foreshadowing the first 850 cc machines launched in April 1973. The 'Roadster', 'Hi Rider' and the 'Interstate' all began to use a new 828 cc. engine, which had similar power to the 750 cc models but were less stressed.
1973 also saw the start of development on a new machine with a monocoque pressed steel frame, that also included a 500 cc twin, stepped piston engine called the 'Wulf'. However, as the Norton Villiers Triumph company was again in serious financial problems, development of the 'Wulf' was dropped in favour of the rotary Wankel type engine inherited from BSA.
In late 1973 redundancy notices were issued at Andover, followed by a sit-in at the works. The Conservative Government withdrew the subsidy in early 1974, restored by the Labour party post the general election. NVT resultantly decided to concentrate production of the Commando at Wolverhampton and Small Heath, causing unrest at Meriden which resulted in a workers' sit in and stopping production at Small Heath. By the end of 1974 NVT had lost over £3 million.
However, the company still managed to produce new Commando models, with 1974 seeing the release of the Roadster based 'JPN Replica' and the 'Mk.2a Interstate'. Mk3 850 cc
Norton Commando Interstate Mk3
The 850 cc MK3 Commando was launched in March 1975 and for the first time was fitted with an "electric starter" - better described as electric "assister", as it would soon drain the battery.[6] The range of models was reduced to just two machines, the 'Mk.3 Interstate' and the 'Roadster', both with a left side gear change, right foot brake and rear disk brake to comply with United States vehicle regulations. The specification remained unchanged until October 1977 when the last machines were made, although few 'Roadster's were made in the end due to the higher cash sales value of the Interstate.
In 1975 the Industry Minister recalled a loan for £4 million and refused to renew the company's export credits. The company then went into receivership and redundancies were announced for all of the staff at the various sites. At Wolverhampton an action committee was formed in an effort to continue production and develop the 'Wulf' engine - but the works was closed anyway.
NVT was saved when the Small Heath/Meriden part of the company was subsidised by Industry Secretary Tony Benn as Industry Secretary, but this did not include Commando production. Ironically, the new company bought the gates from the now demolished Wolverhampton Tong Castle works, and erected them at the works entrance in Marston Road, Small Heath.
In light of its "last of the classic British twins" tag, and the fact that many of the trade marks were disputed and patents expired, a number of new Norton companies began to emerge. These were based on production of new parts sourced from various manufacturers, and the legal battle over the Norton name between Germany (whose Norton was based on the Rotax 650 cc engine that powers the smaller BMW motorcycles), Canada and North America. Many used the Commando name for their lead model, or included the prospect of a Commando twin at a later date.
However, the most interesting development for original Commando fans was the development of re-manufactured original motorcycles. These mainly came from Norvil in the UK and two companies in the United States, Colorado Norton Works and Kenny Dreer's Vintage Rebuilds based in Portland, Oregon. From 1995 onwards Vintage Rebuilds began restoring vintage British and Italian motorcycles, with Dreer showing a "new" Commando based Norton VR880 Sprint Special in 1999 with newly cast and manufactured parts, but using a bored out 880 cc twin engine with some modern developments. Kenny Dreer progressed from restoring and upgrading Norton Commandos to producing whole machines. He modernised the design and in the early 2000s went into series production of the Commando 961 SS, which combined traditional Norton cafe racer styling with new technology including carbon fibre wheels to reduce weight and a chro-moly tubular steel frame.] Dreer was forced to suspend production in April 2006 following funding problems
Snortin Norton
Production Racers
1970 Proddy Racer- later ones used a different front mudguard, oil tank and silencers
The standart Commando formed the basis of the just over 100 Production Racers that were built by the Race Shop in Thruxton.
These were not called "Norvil", but "Production Racer" (nicknamed "Yellow Peril"). The name "Norvil" was only used once in a brochure for special racing parts issued by Norton for privateers like a certain Mick Hemmings, who wanted to convert their standart road Commando to go racing.
As a production racer, the bike had to be road legal, so had lights and silencers. Whilst the engines were very special, being hand-built with some blueprinting of components and a few special components inside, plus in some cases very special carburettors, the rest of the bike used mostly standart components. 5-speed gearboxes were an optional extra, the rear brake was ventilated but otherwise standart, the front brake used one of the first "floating" discs introduced to Norton by Peter Williams, and the racing headsteady (again a Peter Williams design, Andover Norton has the original drawings signed by him) made the whole chassis far more rigid in the twisties.
The engines pumped out in reality what the "Combat" models claimed on paper but never delivered. In his book, Peter Williams says (wrongly), that Combat engines were built to Production racer specification. This is not true, from a component, as well as production point of view- all Racer engines were hand-built in the Thruxton Race Shop.
The front brake was very effective for the time (though, as was the fashion, used too big a bore on the master cylinder). The total weight was not much less than a standart Fastback.
It is interesting to note, that within a couple of years most "featherbed" based racers disappeared from the tracks, whilst Commandos won races; the sucesses of the works team as well as of private teams like the Richard Negus equipe showed the potential of such modified or bought of-the-shelf racers against the supposedly superior featherbed chassis.
In closing, a message to the fans who want one to ride on public roads: Don't! I did, and it is no fun. I spent three days in the Alps on mine once, and nearly had to be lifted off the bike afterwards, but I have ridden the bike on the track several times and that is fun. The long first gear (5-speed box), riding position and general layout for fast riding make it a bad idea in todays congested traffic. Goes some way to explaining why one sees so many "Cafe Racers" offered for sale..........
If you are offered a "Genuine Production Racer", the safest way to find out if it is a genuine one is to check in the production records. Andover Norton has the microfilms that the Science Museum made of the original despatch books, as well as some originals that others do not have. We can check if it is a genuine one, so can Norman White and the N.O.C..
Historical note: the name "Norvil" was never used by Norton in the Commando days- bar in that one brochure. There was a legal dispute between two prominent characters years ago about the ownership of that name, the most amusing argument of one side being that Mike Jackson had sold the name for a nominal sum to them. Quite frankly, neither was Mike at the time in a legal position within the Norton empire to sell it, nor had Norton ever registered the name and/or used it in a substantial way, so ownership or copyright would have been hard to claim even for Norton themselves.
Towards the end of the Production Racer's Production, Norton offered a "750 Racer" alongside it, with full fairing and megaphone exhaust. Not many were built, but we know of a couple at least. These bikes were listed in the despatch records as "AMA Racer".
1973/74 saw a final attempt to sell 750 Commandos to would-be racers. This model was called the "TX750" (as was a Yamaha model at the time), which was short for "Thruxton Club Racer", after the circuit near which it was being produced by the few characters left over from the works race team. The bike, however, came too late. By then the TZ Yamahas in their 351cc form were far more competitive in the 750 class, being far lighter, and few TX750 machines were made, fewer if any raced in earnest. I know of several nearly-new TX750s, but not of one that was worn out in racing!
Rotary Race Machine
2007 Norton Rotary Racer
Home -> Bikes -> Road Tests and Profiles ->
We've featured rotary-engined racebikes before, but here's a brand new one to feast your eyes upon. The NRV 588 is scheduled to hit the TT track in 2007...
You may recognise the general profile of the Norton rotary racer pictured here, but this isn't an upgraded, roadgoing F1 or one of the original racebikes. It's a new version of the liquid-cooled, twin rotor racer. This revised NRV 588 is the work of Brian Crighton, the man who originally persuaded Norton's Shenstone factory to start racing its rotary-engined machines in 1987. Their presence set British racetracks alight, drawing huge crowds and Crighton's peak achievement was in 1994, when his Nortons sponsored by Duckhams Oils dominated the UK's premier Superbike championship. The winner that year was Ian Simpson, with team mate Phil Borley only missing second place by one point.
The Norton NRV, yesterday. Nice curtains.
Financial difficulties halted production of road machines at Shenstone, making it impossible for Norton to meet Superbike racing homologation rules. (Many people believe that the ACU banned rotaries, but this has been denied. It was a complex situation, but in short the globally adopted Superbike rules were tightened up so entrants had to homologate by showing sizeable production figures. Norton were not producing enough bikes to qualify. A similar situation continues today, with the bigger manufacturers pushing for higher homologation requirements to squeeze the smaller companies.).
The Norton race team folded just as Crighton was pushing on with plans for a new-generation rotary equipped with advanced technology. But he held onto the dream%u2026
In 2004, he was taken on by the National Motorcycle Museum to tend its collection of ex-factory Norton Rotary racers and undertake general motorcycle restoration. When museum owner Roy Richards learned of the frustrated racer project, he offered to fund its completion.
After many months of intensive work, the high-tech machine was completed in time to be displayed at Birmingham bike show in the autumn of 2006, where it was much admired by racing insiders as well as the general public. A representative of the TT organisers offered an entry for the 2007 Senior TT on the spot.
Variable length inlet tracts, fixed length shiny gubbins.
The NRV has fuel injection with 'fly by wire' throttle operation and variable-length inlet tracts to maintain optimum torque throughout the upper rpm range. There are Bowden cables from the twistgrip which connect to a potentiometer. It tells the ECU what the rider wants and that tells the electric motor to turn the shaft with the two throttle butterflies on. A fail safe means that manually shutting-off will over-ride the system in an emergency. The re-programmable Omex on-board computer (ECU) which controls such multifarious functions is inside the fairing nose along with a 2D data-logging device, and the rider has an LED dash read-out.
At the rear end of the twin spar aluminium Spondon frame, a braced rear swinging arm is controlled by a single suspension unit. Front suspension is by an upside down telescopic fork, which carries radially-mounted calipers for the disc brakes. The entire braking system is by AP Racing and Dunlop supported the project by supplying tyres. Designed by Crighton with help from Formula One car experts, the fairing was made in carbon fibre by Harris Performance. The exhaust took some time to get right - rotary engines run too hot for titanium, so Inconel was used.
'Now we start on static and track testing,' Brian Crighton says. 'We aim to enter selected races and will show what could have been achieved if the Norton team had kept going in 1995, with technology that was then well ahead of the game.' The NRV can race in the Open 1300cc events and the Senior TT. Rumour has it that Brian is confident that the NRV won't disgrace him - the rotary is still very nimble and should be competitive even against modern kit boasting 190-plus bhp.
Steve Spray, winner of the 1989 British Formula 1 and 750cc Supercup championships on Rotaries, has agreed to ride the NRV588. Steve is a familiar sight at classic parades and is known for not hanging about%u2026 wonder how he'll cope with the younger generation of riders?
Museum owner Roy Richards, who already owns all the factory Rotary racers bar one (there are around 16 of them on show in the Museum at Birmingham), is justifiably pleased with the new machine. 'It is a fantastic piece of work' he enthused. 'I have been a Norton enthusiast all my life and I consider this to be the absolute pinnacle.'
OH..WAIT, the NEW 2010 NORTON COMMANDO
On 19th March 2010 Norton Motorcycles (UK) Ltd shipped the first new Norton Commando for over 30 years. As of mid April 2010 the Company was shipping 5 - 10 new machines per week.
The ownership of the Norton brand passed into the hands of UK businessman and owner of Norton Racing Ltd. Stuart Garner who has formed Norton Motorcycles (UK) Ltd.. The Company has three models in the new range, a limited edition (200 unit) Commando 961 SE which has sold out, a Cafe Racer and a Sport model, all of which commenced shipping during April 2010. The new Norton has appeared in road tests in the British Motor Cycle News with favorable comments.
First Ride Commando 961
Norton Links
- Norton Motorcycles the Company UK
- Corporate site for the New Norton Commando 961
- Vintage Norton Motorcycle Photos
- Vintage Motorcycles Sport & Racing Motorcycles,Custom Motorcycles
Classic Vintage Motorcycles: Norton History-TheWorld OfMotorcycles .com The Norton Manufacturing Comp. - Old Britts, Norton Motorcycle Parts, Books & Accessories
- Old Britts, Norton Motorcycle Parts, Books & Accessories
- Norton Commando Custom Built Motorcycles & Norton Motorcycle Parts - Colorado Norton Works
- Colorado Norton Works - re-building classic Norton Motorcycles from the ground up to create the finest re-built Commandos on the planet. CNW also offers Norton motorcycle parts and classic motorcycle repairs.
- International Norton Owners Association - Home
- International Norton Owners Association
- Holland Norton Works - bedrijf
- Holland Norton Works. Builders of the Perfect Commando Holland Norton Works is gespecialiseerd in de Nor
All Things Norton
Paul Dunstall Tuning
I have some great information on this legendary tuner, Classic information about Tuning your big twin Norton.
Look for this Tuning guide on a separate lens because of its size.
Please go to: Paul Dunstall Tuning in your Squidoo search window
Other Great Places to see
My affair with a Norton
I fell in love with the Norton in 1998, while working as a bartender at a local pub, a patron of mine came in and said he had rode in on his Commando.
Up until that point I had never even seen a real Norton in person. I walked outside and WOW what a sight. a silver 750 Commando with all the right parts, it was in my opinion, the most handsome looking machine I had ever seen. I couldn't stop thinking about that Norton, I went home that evening and began my search for one I could call my own. I looked and looked, then finally about a year later I found one I could possibly afford to purchase.
Myself and a buddy of mine with a pickup truck, drove out of town 1 hour to meet her, a 1973 Commando 850 Roadster with 22,000 mile on her Smiths gauge. It was Fire Flake blue and in fairly good original condition The owner had to teach me the starting procedure, Turn key to start position, turn fuel petcock to on, push down on these little plungers on the top of the carburetor, Hmm..??
" A carb tickler", the man said, what a funny little think, LOVED IT, Pushed down until gas came spewing out the top of it, swung the kick starter out and jumped down on it while twisting the throttle slightly. These 850 twins are no joke to kick start, wow... and later would use a side saddle technique that seemed to be easier for me since I had a lingering back problem. I kicked, kicked and kicked again...hmmm, me friend that I brought even gave it a try. The owner jumped on and gave it a try, then..ROAR!!! she came to life, that sound would forever make my pulse quicken. I jumped on and looked down, having ridden Japanese bike before, the gear shift was on the other side, British bikes are so cool...
The pattern for the 4 speed gearbox with even reversed, 1 up and 3 down. I blipped the throttle and eased out the clutch lever, grabbed and stalled, well it did need a new clutch too. I didn't care, I jumped down on the kicker and she fired to life, I waited a few seconds...these old girls need to be warmed, more twist this time and away I went around the neighborhood. She desperately needed some love and care, she really barely ran that day. I ended up pushing her back to the owners garage, to find out the Amal carbs were sadly in need of a rebuild.
I most have stood there and looking her completely over and over for over an hour. I negotiated a price of $2,500.00, gave the owner a certified bank check that I just happened to be prepared with and proceeded to load my new girl onto the truck. And so began my affair...yes it was love at first sight.
TO BE CONTINUED-
She never let me down although temperamental a few times she never once left me stranded and those little Amal carb. ticklers, only some of you know what I mean. I loved it all. Where is she now, really don't know, Like so many of us before I did have to sell her to survive, but now I sit here thinking to myself can I survive without her? I NEED TO GET ANOTHER NORTON
Cafe blog
Norton Power!
The Best Norton
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