Skip to main content

Norton V4SV (2022) - Review

BikeSocial Web Editor. Content man - reviewer, road tester, video presenter, interviewer, commissioner, organiser. First ride was a 1979 Honda ST70 in the back garden aged 6. Not too shabby on track, loves a sportsbike, worries about helmet hair, occasionally plays golf and squash but enjoys being a father to a 6-year old the most.



2022 Norton V4SV Review Price Spec_08
2022 Norton V4SV Review Price Spec_17
2022 Norton V4SV Review Price Spec_02


Review – In Brief

Norton’s heavily revised V4 superbike is the first ‘new’ model in the TVS era. A reengineered version of the previous incarnation was always on the cards since the SS and RR from the firm’s previous owner were found to be riddled with ‘safety critical’ parts. Not to worry because the since TVS has been in charge (April 2020) the company has been through its own overhaul.  A new, first-class production facility has emerged in the West Midlands and the first machine off the conveyor belt is this – the Norton V4 SV. And BikeSocial’s Michael Mann was among the first on board at a ‘Riding Preview’ held at… wait for it… Mallory Park. Eh?

A new-Norton-deigned 1200cc V4 is its heartbeat with the bottom half of the unit from the existing SS, though every element has been addressed, modified, improved. And boy does it sound fruity. Hopping on board, and the luxury weeps from every crevice. A plush and hand-stitched seat is coupled with an immaculate finish throughout, from gleaming paintwork adorning the carbon fibre bodywork to a polished billet top yoke and foot pegs. These machines ought to be hung on a wall, not handed over to three greasy oiks.

Norton’s crew explained that this opportunity was merely a riding preview to understand how it operated in an environment with no potholes or oncoming traffic. And a one-hour, open pit-lane format was all that was needed to get a taste of the bike’s set-up, agility and performance, sort of. For those who aren’t familiar with Mallory Park, it’s short and home to the tightest hairpin and chicane combination of any full-sized circuit that I’ve ridden. Not really conducive to a premium level £44k bike launch. It’d be like Prince William doing his shopping at Asda.

Three riding modes and a quick shifter are about all you’ve got from a rider aids perspective. There’s little else to test or confuse – no electronically adjustable suspension, wheelie control, engine braking, slide control, even tractions control. Just three riding modes, each with its own power and TC settings.

The glorious, deep, raucous, and raspy bellow from the V4’s road-trim exhaust with baffle is divine. I’m glad Mallory is so short because I got to hear it blasting by pitlane at full chat every 50-seconds or so. The engine’s torque is strong yet linear, more so in Sport mode than Road, there’s no lag when you crack the throttle open in Sport. The big Brembo brakes were just about coping with the overall weight of bike, fuel, and rider on track, which was also affecting the side-to-side transitions at speed. The Öhlins rear needed a little tweak to calm the rebound down but what an ostentatious piece of kit the V4 SV is – it really has a sense of grandeur and I certainly had that in the back of my mind when cranked over around the long and fast first corner. I did not fancy binning this one.


  • Prestige

  • You won’t pull up to another at the lights

  • Exquisite engineering

  • Phenomenal noise, even with the baffle in

  • Rear-facing camera is novel…

  • … but why is it needed?

  • Is the brand is still tainted?

  • Lack of electronically adjustable rider aids compared to high-end rivals

  • Heavy on track particularly with lateral movement

Norton V4SV (2022): RIDDEN!

Defined by the ‘new’ version of Norton as a road-going sportsbike, the V4SV has been ridden around Mallory Park by Michael Mann who has also spoken to one of Norton’s chief engineers


Price & PCP
Engine & Performance
Handling & Suspension (inc. weight & brakes)
Comfort & Economy


Norton V4SV (2022) Price & PCP

How much is the 2022 Norton V4SV? It starts at £44,000 though once you’ve picked your jaw off the floor, that’s not the end of it. Norton is of course honouring those who’d paid out for the ill-fated SS and RR models of the brand’s previous incarnation, as well as those who had their deposits down. So even if you fancied a new V4SV for your garage, it might be a little while before you get your hands on it. In fact, as I type, Norton isn’t even accepting deposits. “Soon,” they said. Each is hand-made and pieced together in the clinically clean new HQ in Solihull which we visited last November.

Two colourway options are on offer: Carbon and Manx Silver. Other than the finish, the only other difference are the wheels – Carbon fibre BST on the Carbon bike while the Manx Silver version comes on Oz forged aluminium wheels. One can register their interest in the V4SV at this website.



Norton V4SV (2022) Engine & Performance

Norton says it’s revised 1200cc V4 is good for 185bhp, which is 15hp down on the ‘200hp’ claims made for the previous iteration. The original version never underwent full production type-approval, meaning each machine sold underwent single-vehicle approval – a much laxer process aimed at special builders rather than mass manufacturers.

Judging from its drive out of the slower corners, I’d concur with the power claims of 185bhp @ 12,000rpm and a torque figure of 125Nm @ 9,000rpm (even though James says “10,000rpm” in the video) – the strength of torque matches the throttle inputs with such precision, the V4SV is a thrill to do battle with. While the drive is grunty and unashamedly fast, that application of a big handful is also smooth so you’re not fighting the traction control or tyre grip.

This is a Norton designed engine, the base of the engine is the existing one from the SS but it’s been re-engineered to meet sign-off tests and durability assessment including 70k track and road mileage. The gearbox has been modified, the cooling system had been changed and the lubrication circuit has been improved. It’s neatly packaged, narrow too with a classy visual appeal despite being mostly covered by the fairing. In terms of specs, there aren’t any big changes to the V4 engine. It’s still the same 72-degree unit, with an unchanged 13.6:1 compression ratio and chain-driven cams. As before, the inlet valves are titanium and there’s a slipper clutch, as well as two fuel injectors per cylinder.

Firing this new Norton into life is a momentous occasion. And after warming it up, a few short, stabby twists of the throttle gets the audience’s attention… even with the baffle in to calm the commotion. A 6-speed gearbox is equipped with a perfect quickshifter and autoblipper whose operational lever is positioned ideally for my size 10s, though a race shift option on the day would have been gratefully received to for the short-shifting between the Bus-Stop and through Devil’s Elbow. It’s a downhill left-hander with a camber change in the middle that can catch you out but it propels you onto the start/finish straight and, in this case, allows the Norton to clamber up the revs quickly to bellow over the line in 5th. Downshift anywhere other than low in the rev range and the instant ‘pop’ is joined by a shot of air; ‘fah’, it says.



Norton V4SV (2022) Handling & Suspension

The dry weight is quoted at 193kg which is 14kg more than the old V4RR – not that we should trust much of what came out of that factory, though the new one still a scale-tipper compared to many modern-day superbikes who’ll be around that mark with a full tank. Add the weight of 15 litres of fuel plus my 90kg bulk and the bike’s on-track persona feels the bulk. Highlighted at Mallory’s two low-speed flip-flop chicanes, the effort required to heave from one side to another is noticeable the following day when hair brushing and teeth cleaning are attempted. The initial turn-in is neat and precise but the riding position for such a large capacity motorcycle has you sitting further back. I’m a 6ft & 14 stone chap who, in some of the photos, appears to dwarf the Norton yet because of the size of the motor, the engineers moved the fuel tank underneath the seat meaning the rider isn’t able to get fully ‘over’ the front in the faster corners.

The lightweight wheels (carbon fibre BST on the Carbon version, OZ racing forged aluminium on the Manx Silver bike) are hugged by a set of Dunlop SportSmart TT tyres which are far more suited to the road than holding on to 185bhp at a tight and twisty track. That said, an admirable job they still managed though as we were told on more than one occasion, this was very much a riding preview, and we’ll aim to have the V4SV available for a road test soon. I speak with certainty that not one single owner will take this machine on track, but when I spoke to CEO Dr. Robert Hentschel about the possibility of seeing a factory team back at the Isle of Man TT , he replied, “I would like to win the Isle of Man TT, no question about that but it has to be aligned with the processes of the company because the shareholders will expect a return on investment. So in the situation of balancing out, it is something that will help the brand to grow.”

The V4SV is equipped with Öhlins front and rear to suspend it. The Swedish company’s NIX30 front fork system can be manually adjusted while the same goes for the TTXGP rear shock, designed especially for the Norton. The standard set-up was ideal for the track with limited dive or rebound when using the brakes, though the bumps on the uphill approach to the very tight hairpin were a concern – down to first gear and a combination of slipper clutch, harder suspension and traction control caused a skipping effect. I wasn’t pushing particularly hard because a) it’s not a track bike, and b) each one is £44,000. Out of the final chicane and downhill around Devil’s Elbow is a left-handed section requiring hard acceleration while still cautious about the change of camber while at lean – only once did the Norton’s rear slide so I dialled down the rebound which improved stability a little.

A twin set of 330mm discs are paired with Brembo calipers and master cylinder at the front while a single 245mm effort patrols the rear, and they possess plenty of stopping power for the road and a damn good amount on the track given the weight. Span adjustable levers help with rider comfort while the big V4’s engine braking assists with the slowing part.



Norton V4SV (2022) Comfort & Economy

I’ve talked already about the riding position, which is perfectly comfortable for a superbike, the ‘bars are the widest part of the motorcycle and are angled ideally for a natural arm and hand droop. I wouldn’t want to be banging in three tanks’ worth of mileage in one day on a V4SV but I’ve certainly ridden less comfortable machines. The Mallory day wasn’t especially warm so I’d have noticed any errant heaty from the V4, that was all coming from the puffing and panting of the rider.

The 830mm seat height matches that of the Ducati Panigale V4R and the new Honda Fireblade, so is in good company, while the 1200cc V4 sits very compactly in the gorgeous polished frame. So snug that my legs weren’t flailing around and my arms were neatly tucked in. It didn’t feel as compact as the photos would suggest, and the seat is lovely to perch on. A happy place situated between hard and soft, and it looks plush too with that hand stitched and almost regal appearance.

A 15-litre fuel tank is good for a claimed 40mpg so says the manufacturer which would have you all out at 130-miles.


Above: the road parallel to the rev counter is for Road mode (you guessed it), while the rear-view camera is mounted above the brake light


Norton V4SV (2022) Equipment

For a £44k machine, I was expecting all sorts of options, trinkets, buttons and gadgets… and it might appeal to many prospective owners that there are very few. Just a remote control ignition (that you have to be patient with), three riders modes, a rear view camera, LED lights and a 6” colour display.

For the Norton V4SV is all about that motor and its chassis, the brand clearly didn’t wish to bamboozle riders with too many options. So, decide on Wet, Road or Sport with their alternative throttle maps, and if you want to change mid-ride then do so by closing the throttle. Full power is only available in 6th gear when in Wet mode, from 3rd gear in Road mode, and in all gears in Sport mode. ABS cannot be switched off, while the likes of Wheelie Control, Engine Braking and Traction Control have the same settings across all three. Although one engineer told me there’s one TC mode for Wet and another for Road and Sport.

The 6” colour screen is fancy, wide, easy to read when riding but a challenge to navigate when attempting to fiddle with settings or find the rear-view camera on/off toggle. It’s not exactly HD either – the font or the camera. I’m not entirely sure of its purpose because it doesn’t replace the rear-view mirrors and by turning around, you’d be saving time.

A remote-control ignition is handy and means no clattering of keys against the nicely polished top yoke or carbon fibre bodywork. The steering lock is electronic but the fuel filler cap remains manual.

As yet there’s no news of any official aftermarket accessories such as the slash-cut exhaust we’ve seen on the press material and even up close on our factory visit last November. I don’t expect it to be a road legal option.



Norton V4SV (2022) Rivals

The world of exotic superbikes is becoming more populated. Norton aren’t the only ones playing in the extreme engineering field, and while some manufacturers are thrilling us with their level of electronic expertise, others focus on decadence with limited availability, so while we lean away from the Desmosedici’s and race reps, these are our three choices:


2022 Ducati Panigale V4 SP2 | Price: £34,295

Power/Torque: 212.5bhp/91.2lb-ft | Weight: 194kg (wet)

Read our review


2021 Aprilia RSV4 1100 Factory | Price: £23,000

Power/Torque: 217bhp/92lb-ft | Weight: 202kg (wet)

Read what two BikeSocial members who own previous generations of the RSV4 thought


2021 BMW M 1000 RR | Price: £30,640

Power/Torque: 212bhp/83.3lb-ft | Weight: 192kg (wet)

Read our review



Norton V4SV (2022) Verdict

Let’s remind ourselves that the V4SV is the first ‘new’ bike under TVS ownership and by taking an existing model and re-engineering it is a huge risk. The brand and this particular model was heavily tainted, so by doing what they’ve done demonstrates quite a gamble. However, to strip the existing bike, clear out the unrequired suppliers, revise every nut, bolt and screw, and to do so in just 6 months from moving into the sparkly new Solihull home demonstrates the kind of risk taking needed when you have a brand starting in negative equity.

What we have is a sublime and unique display of precise engineering, refined in every corner and from every angle. It’s not as powerful as some premium-level rivals, nor is it as lithe on the track but its owners won’t mind because while its shape might lead you to believe it’s a track-ready aggressor, it’s very much the road-goer instead. Norton’s craftsmen and craftswomen have pulled out all the stops with a sumptuous, opulent treat with polished parts, hand-stitched elements, fine lines, and a sexy soundtrack to boot.

Only time will tell how many will be produced and whether the reliability and road-going prowess matches its apparent quality, and whether existing Norton customer will forgive the name, and allow the new TVS-led revolution to succeed.

Is it a mid-life crisis machine for the well-heeled? So what if it is.



Norton V4SV (2022) Technical Specification

New price

From £44,000



Bore x Stroke

82 x 56.8mm

Engine layout


Engine details

72-degree, Liquid-cooled


185bhp (Kw) @ 12,000rpm


lb-ft (125Nm) @ 9,000rpm


6 speed, quick shift and auto blipper

Average fuel consumption

40mpg (claimed)

Tank size

15 litres (under seat, carbon fibre)

Max range to empty

130 miles

Rider aids

3 x engine modes (Sport, Road, Wet), 6 axis IMU


Aluminium tubular chassis, hand-TIG welded

Front suspension

Öhlins NIX30 system

Front suspension adjustment

Fully manually adjustable

Rear suspension

Öhlins TTXGP Norton bespoke rear shock

Rear suspension adjustment

Fully manually adjustable

Front brake

2 x 330mm floating discs. Radially mounted Brembo monobloc calipers, and master cylinder

Rear brake

Brembo 245mm rear disc


Carbon mode: Carbon fibre BST

Manx Silver model: Oz racing forged aluminium


Dunlop SportSmart TT


2114mm x 720mm 1600mm (LxWxH)



Seat height


Weight (dry)



2 years


1st service at 500 miles, then 6,000 miles or annually (whichever comes first)

MCIA Secured Rating

Not yet rated



Looking for motorcycle insurance? Get a quote for this motorbike with Bennetts bike insurance



What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars, based on the following being fitted to a new bike as standard:

  • A steering lock that meets the UNECE 62 standard

  • An ignition immobiliser system

  • A vehicle marking system

  • An alarm system

  • A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has, and compare it to other machines on your shortlist.