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The Interstate
1972 "Combat" Interstate 750, probably
"EXP 01"
The Interstate started life
with the infamous 1972 "Combat" engine, so was only a true
"Interstate" in the US, where the proud owner was not allowed to
go faster than 70mph. On Germanys unrestricted Autobahn the Interstates-
and all other 1972 models- became grenades; the German Importer, Gerd
Koerner, rebuilt 400 engines under warranty in one year! In 1973, with the
re-introduction of a crankcase that worked, the bikes became what the name
suggested. In my mis-spent youth I actually sold the first Interstate,
engine # EXP01, to a German customer who still has it. It was the
testbike of all motorcycle mags, and I wish now I had kept it.
Early examples had the "swanneck" exhaust pipes and level
silencers (Part # 06-3130, internally identical to the "Roadster one,
Part# 06-1978), to leave room for the panniers that, unfortunately, never
happened. Later Interstates had the same exhaust systems as the
"Roadster" models. In the case of the Mk3, the silencer mounting
plate was different to the one on the Roadster, allowing to turn the
"beancan" silencers at bit more down, thereby making them more level
than on the "Roadster".
Early 850 Interstate, still with
"swanneck" pipes, but with balance pipe
Generally speaking, the Interstates had on average 25 litres of juice
onboard, which allowed for long distances between stops, or, today, in the
times of disappearing service stations, a weekend in rural areas without
worries! As the rider is seated well back, and the petrol tank is wide
and, in filled-up form, makes the bike top-heavy, the impression of the
same machine, equipped with Interstate components against Roadster ones,
is unwieldy and cumbersome. Compared to other motorcycles of the era it is
still a very nimble motorcycle, though. Early fuel tanks were in glass
fibre, later ones in steel. The steel ones vary in capacity, I have seen
examples taking 27 litres of fuel.
The seat is spacey and allows two real grownups to sit in comfort- the
pillion probably even more so than the rider. My wife used to fall asleep
on the back in our youth, that is how comfortable it is!
An interesting picture from the
Negus files, showing the luggage equipment that
was to be offered with the
Interstate, but for some reason never happened.
The Interstate became part of the Commando model range from then on
through the bitter end. Below is reputedly the best Interstate of all
times.
1974 Interstate Mk2A for
noise-restricted markets
The most "Norton"-like Commando, from a visual point of view,
was the Mk3 Interstate in Norton silver with red and black stripes- as it should be! The
advantages of a hydraulic primary chain tensioner,
thicker crankcases and gearbox housing, and electric start, were offset by
the disadvantages- higher weight, an electric start that only worked for a
while when new, rear brake as useless in the wet now as the front one,
gearchange on the wrong side....... by far the slowest Commando of all
times, but the most reliable and solid one.
1975-77 Interstate 850Mk3
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