Harley-Davidson may be famous for heavyweight V-Twin cruisers, but they used to make small capacity bikes, too.
The small bikes were result of Harley buying over Aermacchi.
Who knows if the Motor Company will produce small capacity bikes again.
Think about Harley-Davidson motorcycles and your mind creates a slideshow of large-sized, heavyweight, iron horses that create micro earthquakes with their signature rumble.
But, did you know that Harley-Davidson actually produced small capacity bikes in their 100+ year old history? Yes, they did. Some worked, some were goofy, but all are gone.
However, there are rumors that the Motor Company will start producing smaller bikes again. The motorcycle buyer demographic has shifted over the years to smaller, cheaper and easier to ride bikes, so the mutterings may turn out to be true.
Let’s take a look at a few of them.
1948 Harley-Davidson S-125
Photo credit Dream Machines
Not everyone could afford and handle a Panhead, so the Motor Company decided to make a more accessible bike. The S-125 was a direct copy of the 1938 DKW RT125 two-stroke. Well, Harley didn’t “copy” the DKW illegally, instead the design was given to the USA a part of Germany’s war reparations.
As such, the same bike is seen as the BSA Bantam in Great Britain, Minsk in the USSR, Yamaha YA-1 in Japan. But it was also produced almost everywhere including Poland and Italy.
1958 Harley-Davidson Topper
Photo credit yesterdays.nl
The Topper was a rebadged DKW. It was powered by a 165cc, air-cooled two-stroke which needs to be started by pulling a cord, like you would a lawnmower. Sold until 1965, the first generation used the “Scootaway Drive” CVT. However, the belt fell prey to road grime and other contaminants, causing it to slip constantly. So, the updated 1961 model came with a sealed final drive.
1961 Harley-Davidson Sprint 250
Photo credit Pinterest
Harley bought an Italian company called Aeronautica Macchi, better known as Aermacchi. The result was a slew of lightweights. The bike was fun, according to classic motorcycle aficionados, but Harley fans didn’t like it.
1966 Harley-Davidson Bobcat
Photo credit Ride Apart
The Bobcat is the successor to the S-125. It had a novel feature of one-piece molded seat, tank and rear fender. Harley didn’t make many Bobcats but its styling influenced the “boattail” Low Rider, XLCR Sportster, Triumph X75 Hurricane and Spanish Bultacos and Ossas.
1971 Harley-Davidson Snowmobile
Photo credit oldmotodude.blogspot
Yes, it isn’t a motorcycle per se, but Harley is a motorcycle manufacturer. The American Machine and Foundry Corportation (AMF) owned both Harley and hence Aermacchi at the time. Besides the boom for mini bikes, the 70’s was also a boom time for snowmobiles. It started out with a 398cc two-stroke, before going up to 433cc. Nearly 10,000 were made by the time it went out of production in 1975.
1973 Harley-Davidson Shortster
Photo credit 2stroke.nl
That isn’t a typo, you read it right – Shortster. It was the Motor Company’s entry into the minibike craze during the time (read: Honda Monkey), besides introducing the brand to kids. Harley’s plan didn’t work, of course. Folks flocked the cheaper and more reliable Monkey.
1974 Harley-Davidson/Aermacchi RR250 Grand Prix Racer
Photo credit raresportbikesforsale.com
Four-time Grand Prix World Champion Walter Villa worked with Aermacchi to develop this 250cc two-cylinder two-stroke. He beat out Yamaha in the Italian GP at Monza in 1974 and 1975.
1975 Harley-Davidson SS350
The SS350 was a two-stroke single, the last from the Harley-Aermacchi venture. Harley’s involvement in the lightweight market was also coming to an end, having being beaten by the Japanese manufacturers.
Bikers Kental 2 premieres in all cinemas nationwide on 14thMarch 2019.
Zizan Razak, Dato’ Awie reprise their famous roles, with the addition of Datuk’ Afdlin Shauki.
The Aprilia RSV4 Factory APRC and Harley-Davidson make their return to the silver screen, along with the addition of an Aprilia Caponord 1200.
The long-awaited sequel Bikers Kental 2 will hit theaters nationwide from 14thMarch 2019.
The movie stars a returning cast from the prequel including Zizan Razak as Bidin Al-Zaifa, Dato’ Awie, Datuk Afdlin Shauki, Meau Julallangtip besides other actors and actresses making their first appearances in the series. Bikers Kental 2 was directed by Mohd Helmi Mohd Yusof.
As the title suggests (it means “Hardcore Bikers” in English), the film combines a view into the lifestyle and brotherhood of Malaysian bikers, and their love to tour including to neighbouring Thailand. The venue moved from Krabi to Phuket for this sequel. Indeed, the movies features snippets of fun activities in Phuket and the hospitality Thais are famous for.
On the motorcycle front, Zizan’s character continues with his trusty Aprilia RSV4 Factory APRC, while Datuk Afdlin rode the Aprilia Caponord 1200. Dato’ Awie rode none other than a Harley-Davidson.
The media were given a sneak preview of the movie yesterday. The film continues with its tried and true action comedy format. Bikers Kental 2 features much improved hand-to-hand combat choreography, vehicle chases scenes and lots of fun.
The new distributor ZONTES MALAYSIA is set to launch four new models on 27thFebruary 2019. The media launch event will be held in Subang, Selangor.
The four models are ZT310-T, ZT310-R, ZT310-X and ZT310-X GP. Details are unavailable at the moment, save for those on the Zontes website. But as almost all motorcycle manufacturers, all four models are built on a single platform.
The engine produces 35 bhp at 9,500 RPM and 30 Nm of torque at 7,500 RPM.
Fuel injection management is handled by Delphi, the same folks who supply to Harley-Davidson, among others.
The frame uses steel tubes.
Front suspension consists of upside-down forks, while there is a monoshock at the back.
The ABS system is supplied by Bosch.
All-around LED lighting.
Electrically-adjustable windscreen (for models with windscreen).
Let’s take a look at the variants:
Zontes ZT310-T
The ZT310-T appears to be an adventure-tourer, equipped with a high handlebar and large windscreen. It also appears to be readily fitted with crash protection bars around the front portion. There is also a large luggage rack at the rear.
Zontes ZT310-R
The ZT310-R is a naked sportbike. Although it looks like a rip-off of the Kawasaki Z900 and Suzuki GSX-S750/GSX-S1000 at first glance, it should appear with its own distinctive features. The most notable feature is the “clean” tailsection. The taillight and turn signals are flush in the tail.
Zontes ZT310-X
The ZT310-X is unmistakably a fully-faired sport-tourer. The handlebar is placed high on top of risers and there is an electrically-adjustable windscreen. It appears sportier with the “stepped” seat which the rider sits low and the passenger higher up.
Zontes ZT310-X GP
This model isn’t listed in the Zontes website. We could only guess that it’s the sportier variant of the X. We’ll find out during the launch.
Stay tuned as we bring you the launch of Zontes. The brand may well shake up the sub-350cc class.
Alvaro Bautista and Ducati once again dominated Day Two of the final WorldSBK 2019 pre-season testing.
He went faster on the final day, putting his best time way ahead of everyone else.
There were four different manufacturers in the Top Five.
Alvaro Bautista and Ducati again dominated the second day of the final WorldSBK 2019 pre-season test.
The Baustista-Ducati Panigale V4 R package had yielded the best time of 1m 30.743s on Day One, being the only rider to dip under the 1m 31s mark. The next fastest rider was Tom Sykes on the new BMW S 1000 RR, nearly 0.6 second behind with a time of 1m 31.300s.
But if the lap time from Day One was unassailable, Bautista put it even further out of reach on Day Two with a blistering best time of 1m 30.303s.
More importantly, that fastest lap wasn’t just one flying lap, proceeded by mediocre lap times. Bautista put in a total of 33 laps in the second session. Of that total, he ran 17 laps in the 1m 30s, 8 laps in the low 1m 31s bracket, while the rest were out laps (leaving the pit), slow down laps (to enter the pits) and in the pits. That is an amazing progression by any count. Bautista also recorded the highest top speed among the field with 314.9 km/h.
This domination is great news for Ducati, who were the King of Superbikes in the 90’s and early 2000’s.
The Top Five of the field actually improved on their fastest laps on Day Two, all dipping under the 1m 31s mark. Tom Sykes was second fastest on the BMW with a time of 1m 30.539s; new Kawasaki signing Leon Haslam finished third fastest with 1m 30.668s; four-time and 2018 champion Jonathan Rea in fourth on the Kawasaki with 1m 30.722s; and privateer Yamaha rider Marco Melandri recorded the fifth fastest time of 1m 1m 30.760s ahead of factory Yamaha rider Michael van Der Mark.
That’s four different manufacturers in the top five. Looks like we have an awesome WorldSBK 2019 season brewing.
Pictures of a Benelli TRK 520 in Royal Malaysian Police colours were making rounds on the internet.
The pictures led some to believe that PDRM are using the bike.
However, they denied that they have the model in service.
The Royal Malaysian Police (PDRM) has denied that they have drafted the Benelli TRK 502 into service.
Pictures of a Benelli TRK 502 resplendent in PDRM markings were making rounds on the internet. Additionally, it is equipped with police regalia such as sirens/loudspeakers and strobe lights. There appears to be no CB radio, however.
Director of the Strategic Human Resources and Technology at Bukit Aman, Datuk Sri Tajudin Md Isa said that PDRM has yet put any new bike into service. “I confirm that the motorcycle does not belong to the Royal Malaysian Police.”
Conversely, he added that, “The motorcycle may be used for testing.”
The PDRM currently has six types of motorcycles in service. They are the Honda CBX750P, Honda VFR800, Honda ST1300, Kawasaki Ninja 300, Kawasaki KLX250 and Kawasaki Z250.
The fleet is being used by the Department of Traffic Investigation and Enforcement (Jabatan Siasatan Trafik dan Penguatkuasaan), Motorcycle Patrol Unit (Unit Rondaan Bermotosikal) and Special Operations Command (Pasukan Gerak Khas).
We hope that the bike is legit i.e. being tested by the police. Otherwise, please refrain from dressing up your motorcycle to mimic that of the police.
Sections of the motorcycle lane along Federal Highway are open.
We decided to take a peek at the section from PPUM to Midvalley.
The motorcycle lane is still dangerous and poorly thought out.
Just uttering the words “motorcycle lane” is enough to set off fierce debates. We decided to share one of our videos when we rode along the Federal Highway’s motorcycle lane from PPUM to the Jalan Cheras intersection.
This writer usually takes the New Pantai Expressway from Section 13, Petaling Jaya to his home in Bukit Jalil. Although farther, there are a number of curves to play with on the expressway.
The section was closed for some time for remedial works but it has since reopened.
The entry to the bike lane was easy to find. From there, it’s straight towards Kuala Lumpur. The surface is now much smoother now relative to how it was. You can still feel the bumps, but it really isn’t like riding over a ribbon of tarred washboard as it used to be.
However, the lane is still narrow and “divided” in two by broken lines, meaning that one can overtake here. The curves remain. And so do the danger points.
1. KL – Pantai Baharu exit
The exit is directly beneath an overhead section of the NPE. As such, the expressway’s span throws an inky black shadow onto the section. Worse, the exit follows immediately after a right turn while the road to KL curves back to the left, like an S-corner. There’s a huge risk of bikes crashing together here.
2. Tunnel exit next to Plaza Pantai
As the rider’s eyes readjust to the brightness, the bike’s suspension suddenly unloads. That’ll surprise some riders or even cause them to lose control. There’s no space for mistake here because there are steel railings on both sides of the path.
3. KL – Cheras exit
This exit has existed for many decades. It’s super dangerous because the section inexplicably narrows and is at the bottom of a rise.
However, the authorities have closed this exit, but someone removed the concrete barricades. Since I’ve not ridden here for a very long time, I turned in only to find there’s no exit to Jalan Cheras. Now I understand why it’s closed because the exit is exactly where vehicles pick up speed from coming down the downhill corner.
A few blocks were moved to create holes. Smaller bikes can fit through. But I didn’t want to exit here because it’s just foolish and illegal.
3. Taman Desa
I made a U-turn and rode towards KL where there’s another exit to Jalan Kelang Lama, Cheras and Seremban. Emerging from the tunnels, the left lane of the road was closed, forcing us to share the incoming lane with other vehicles.
There was no exit to Jalan Cheras except by riding through parts of Taman Desa. That was when I came across a car driver who ran the red light in front of me.
I started to regret my decision by now. But there was still one last nuisance waiting. There was no way to head towards Cheras after getting off the bridge from Taman Desa. Instead, I had to join the KL-Seremban Highway in order to enter MEX Highway. That’s not an issue for me as I live in Bukit Jalil, but what about those who are residing in Cheras, Kajang, Semenyih and beyond?
CONCLUSION
We were really hopeful when the authorities announced the project to revamp Federal Highway’s motorcycle lane, but it causes more inconvenience to motorcyclists, never mind that many sections are still inexplicably closed. Let’s be clear here: We do not vouch for motorcyclists who flout the law, but what if they’re faced with inconveniences and dangers such as these?
We hope that they authorities will give more thought when rebuilding it as they were designed in the 50s for bicycles. The only way to assess is by riding a motorcycle themselves.
An Indonesian motorcyclist was thought a lesson about parking haphazardly.
Having obstructed a stall, the stall owner retorted by replacing the front wheel with a donut.
So, please let’s park our motorcycles with thoughts to others.
Pop quiz: What you do you call a tyre or wheel in Indonesia? Answer: “Ban” (pronounced “bun”). But a motorcyclist found his bun replaced with a donut.
We’ve always come across motorcycles being parked everywhere: in between cars, up on the sidewalks, on open areas, in front of shops where’s there’s “no parking.”
In fact, that’s what happened in Jakarta, Indonesia.
A stall owner found a motorcycle parked overnight right outside his premises. The vehicle’s owner had not asked for permission to park there, nor gave second thought to how he might impede the flow of customers.
But the stall owner got the last laugh by replacing the bike’s front wheel with a donut.
The sight of a motorcycle with a donut as the front wheel was tweeted by Hendri Febry K @ndanrii and it went viral. Of course, some amusing replies ensued, including this one from N. Firmansyah, “Astaga. Mau dosa takut ketawa (Oh my god. I want to laugh but I fear it’s sinful).”
Now the motorcycle owner can have a donut for breakfast while waiting for his wheel to be replaced.
Surely there are Malaysian drivers who thought of doing so. So, please let’s park our motorcycles in designated lots or at least that they don’t obstruct others.
Diduga Kesal karena Parkir Semalaman di Depan Warung, Pemilik warung Ganti Ban Motor Pakai Donat!!! WTF ??????pic.twitter.com/6OZVBQHsfs
Sepang International Circuit and National Sports Institute Sign Official Strategic Partnership.
The NSI will provide sports services to the PETRONAS Sepang Racing Team in MotoGP and also SIC’s talent development programs.
SIC hopes that these facilities will assist their riders in growing to be future MotoGP riders.
The National Sports Institute (NSI) announced the participation of Sepang International Circuit (SIC) as an official strategic partner.
This partnership between is the first ever joint venture held in the field of high-performance sports services for motor sports.This collaboration is also a positive step in promoting the country’s motor sports. The scope of the strategic cooperation covers:
NSI will provide high performance sports services by planning and implementing sports science and sports medical programs to PETRONAS Sepang Racing Team riders and riders, and also riders under the talent development program SIC, such as Dream to MotoGP (Impian Ke MotoGP). The Dream to MotoGP program consists of preparation in various tournaments such as the Spanish CEV Teen Championships (CEV), European Talent Cup, Idemitsu Asia Talent Cup and Asia Road Racing Championship (ARRC).
The NSI will provide comprehensive and systematic application of sports science based on best practices and research in specializations such as nutrition, psychology, gymnastics physiology, biomechanics and physical fitness for motorsport.
The NSI will provide sports medical services such as health screening, injury treatment, physiotherapy and rehabilitation, sports rehabilitation treatments and clinical trials.
Both parties expect more exchanges of experience and high-performance sports research for motorsports can be implemented through this collaboration. In fact, this collaboration is an important step for the exchange of information, experience, knowledge and the latest research into the development of the national motor sports industry.
Dato’ Razlan Razali, CEO of SIC said, “To ensure that SIC talents in 2- and 4- wheels (racing) are fully prepared, physically and mentally fit, we are pleased with the strategic partnership with NSI. NSI has the best place and facility to produce world class athletes and they are proven with a number of success stories. Hence, with a whole suite of services offered for our motorsport talents to utilise, we have a complete chain of ecosystem and structure to ensure that our motorsport athletes are prepared to compete in their respective championships. There are simply no excuses now for these athletes as we have provided nearly everything for them to ensure they are competitive and aspire to be champions.”
Former MotoGP rider Alvaro Bautista was quickest on the Ducati Panigale V4 R on Day One of the final WorldSBK 2019 pre-season test.
Bautista’s Ducati was one of four different manufacturers in the Top 5.
Testing continues tomorrow.
New factory Ducati signing Alvaro Bautista dominated the first day of the final pre-season testing at the Phillip Island Circuit, ahead of the opening round of WorldSBK 2019.
Riding the new Ducati Panigale V4 R, Bautista was the only rider to dip below the 1m 31s mark with 1m 30.743s. Bautista was only fifth fastest at Jerez test in November. The Spanish rider and Gigi Dall’Igna have both said previously that it’s still early days for the Panigale V4 R but this result is surely an encouraging sign in their quest to recapture the WSBK crown that Ducati once held.
That wasn’t the only big news from Day One. There were four different manufacturers in the Top Five. Alex Lowes took the new Yamaha YZF-R1 to second fastest with a time of 1m 31.146s.
Four-time WorldSBK champion Jonathan Rea captured third on the new Kawasaki Ninja ZX-10RR, just a whisker behind Lowes with a time of 1m 31.189s. He blew everyone away during the test at Jerez by being one second faster than the next nearest rival.
Rea’s ex-teammate and former world champion Tom Sykes rode the new BMW S 1000 RR to fourth fastest in 1m 31.300s.
Fifth fastest was Rea’s new teammate Leon Haslam who recorded his fastest time of 1m 31.999s.
Many fans and pundits of the series are hoping for a closer fight this year, after Rea’s domination in the past two seasons. They shall get their wish if it continues like today, and Rea will have his hands full in stemming the tide from three other manufacturers.
Honda returns to WorldSBK 2019 with the Honda CBR1000RR Fireblade SP2.
The new Moriwaki Althea Honda is a full factory effort.
Riders are Ryuichi Kiyonari and Leon Camier.
The Honda CBR1000RR Fireblade SP2 WorldSBK 2019 challenger was unveiled by the new Honda factory team Moriwaki Althea Honda.
Riders Leon Camier and Ryuichi Kiyonari pulled the covers off the new bikes at Phillip Island. The launch was just hours before the start of the final pre-season test at the track. It was also mere days prior to the start of the WorldSBK 2019 season.
The entry marks Honda’s return to WorldSBK as a factory team since 2002 when Colin Edwards won the WSBK title. The team, now known as Moriwaki Althea Honda, takes over from Ten Kate Honda who have campaigned for the Japanese manufacturer since 2004. The much-publicized move drove out Ten Kate who later applied for bankruptcy.
It seemed harsh for Honda to do so, but it was because Suzuka-based Moriwaki Engineering is no stranger to bringing in success for Honda. Moriwaki started campaigning in the All-Japan Superbike Championship on Pirelli tyres (like in WorldSBK) since 2016 in the hopes of taking that experience to the world stage.
Kiyonari signed on to the team in 2017. He was a former British Superbike champion and WorldSBK winner.
A Delhi traffic policeman holds up a mirror to traffic violators.
He does it to encourage violators to start wearing helmets while riding.
The measure has so far worked according to him.
A Delhi traffic policeman holds up a mirror to traffic violators to reflect upon themselves and their wrongdoings.
Prior to this, the cop Sandeep Shahi gave out free helmets to motorcyclists riding without them. Still, many are riding without helmets although the law mandates it, the risking being fined INR 1,000 and their lives. Motorcyclists are often seen zipping around traffic at high speeds without helmets, while carrying up to three pillions. The pillions themselves often shun head protection, too.
Shahi told AFP, “I was riding pillion with a helmet one day and say myself in a mirror. I felt ashamed. But at the same time, I thought it would be a great way of raising awareness. A mirror never lies.”
He says the measure is working so far. Offending riders apologized and promised to wear their headgear after that.
“I’ve also slides about road safety which I show to road users. But using the mirror is a much simpler way.”
A 2018 World Health Organization report showed 150,785 deaths due to road accidents in India, making it the highest in the world in terms of numbers. The number corresponds to a rate of 22.6 deaths per 100,000 people.
We visited the Triumph Factory Visitor Experience during our trip to London.
The visit included a factory tour in addition to the “gallery.”
The center featured significant models in Triumph’s history, highlights in R&D, new models, custom bikes, and much more.
Besides witnessing the launch of the 2019 Triumph Scrambler 1200, the other main highlight was visiting the Triumph Factory Visitor Experience, during the Triumph Motorcycles Malaysia London Adventure.
To recap, this writer had won the lucky draw’s Grand Prize during the launch of the 2018 Triumphs that included the two Tiger 800 variants, Bonneville Bobber Black and Bonneville Speedmaster.
The trip coincided with Triumph Motorcycles’ Global Dealer Conference (GDC) and launch of the 2019 Bonneville Scrambler 1200. Thus, the entourage included Dato’ Razak Al-Malique Hussein, the Chief Executive Officer of Fast Bikes Sdn. Bhd. (the official distributor of Triumph motorcycles in Malaysia); his son Rafique; the Tan family of Triumph Motorcycles Bukit Mertajam and Guan How Superbike; and Asep Ahmad Iskandar, the founder of the Art of Speed Malaysia.
The gang at The Bike Shed – credit Rafique Muzaffar
We assembled at the ExCel London at 5.30am before boarding the coaches to Hinckley in Leicestershire, the home of Triumph Motorcycles. It was good to get into the heated buses – the thermometer onboard showed 9oC outside.
The manufacturer’s HQ, factory and visitor centre complex is located 188 km from the exhibition centre but was a direct route via the oft-heard “M1” (Motorway 1). Traffic was heavy even during these early hours.
We were soon treated to the sights of the beautiful English countryside. Rolling hills and expansive pastureland were dotted with farmhouses in the yonder. Factories small and large sprung up intermittently.
We soon rolled up to the complex and an excited murmur went up in the bus. They were Triumph dealers from the world over. I heard Japanese, Korean, Spanish, American accented English.
We were shepherded to the 1902 Café and a staff member welcomed us. They also served light refreshments but more importantly, hot coffee. The café was named so for the year when the first Triumph appeared. Yes, Triumph was established earlier than Harley-Davidson.
At the back was the “wall of engines” which displayed Triumph’s engines through the ages.
Outside was the Avenue of Legends. Significant dates that represented milestones and names of Triumph riders were laid into the path leading up the main doors. I stood out here trying to believe that I was actually standing in front of THE Triumph Motorcycles Ltd. factory in England. The strong wind brought with it chilling temperatures but I didn’t care. I was too absorbed.
We shot a few photos with the Tan family along the Avenue of Legends after waiting for quite a while. He came back and complained that his children had disappeared into the gift shop as soon as they got off the bus. Who can blame them?
It was time to visit the facilities. The doors opened to a Street Triple RS and Bonneville Speedmaster in the foyer.
A new Speed Triple and classic Bonneville hung from the ceiling.
The Factory Tour
The exhibition area was choked up with the dealers, so I “‘scuse me, ‘scuse me” at a whole bunch of human torsos (that was all I saw at my height) and made my way into the factory. NOTE: No photography was allowed so there are a limited number of pictures from this area.
No, this wasn’t where random prank calls are handled. Crankshafts are made here. A case contained the Bonneville T120 crankshafts in different stages of machining.
There were many other areas along the way, of course, including engine assembly, motorcycle assembly and everything else in between. Unfortunately, the factory staff watched me intently as I shouldered a large DSLR. However, the Spanish-speaking dealers ahead were sneaking in shots with their smartphones. Merda!
We came up to a section where an elderly Englishman applied the striping to the wheels. The work was fast but the results were immaculate.
The inspection “booth” is where parts were picked up from the production line and inspected closely. Safe to say that inspection was carried out visually and with tools such as X-ray and ultrasound machines, among others.
At 2294cc, the Rocket III’s engine is the world’s largest production motorcycle engine. Here are three separated pieces of the cylinder head, showing the different stages of production. On the left is the raw casting; partly machined in the centre and; fully machined on the right.
Looks like an IKEA stock area, doesn’t it? It’s the same concept here except that the bikes are fully built, instead of needing self-assembly (although I wouldn’t mind doing that!).
Triumph Factory Visitor Experience
The Triumph Visitor Experience is a gallery adjoining the main building.
It’s divided into different segments, starting with ATTITUDE. It alludes the philosophy that Triumph was built on and what drives the brand. Etched into the wall are these words, “Built by riders, for riders, always chasing perfection, it’s what drives us, it’s what makes us.”
Although Triumph is proudly a British brand, it was started by Siegfried Bettman, who emigrated from Nuremberg, Germany. He sold bicycles originally and named his company Triumph Cycle Company in 1886, before registering it as New Triumph Co., Ltd the next year with funding from the Dunlop Pneumatic Tyre Company. He was joined by another Nuremberg native Moritz Schulte as a partner in the same year.
Schulte encouraged Bettman to turn the company into manufacturing. They moved to a site in Coventry in 1886 and produced the first Triumph bicycles in 1889. Now I know where my Grandad’s Triumph bicycle came from.
Anyhow, they expanded into motorcycle manufacturing and produced the first in 1902, powered by a Belgian Minerva engine. So voila, Triumph No. 1.
This beautiful 1937 Speed Twin had me staring at it for a good 20 minutes. Featuring a 500cc parallel-Twin, it was the first truly successful British twin and set the standards for those that followed.
Next was this X-75 Hurricane. BSA (owner of the Triumph brand back then) wanted a design that could sell in the US and employed Craig Vetter to redesign the BSA Rocket 3. But BSA went bust in 1972 so the bike was sold as a Triumph, thus the Vetter BSA Rocket 3 became the Triumph X-75. Production stopped in 1973 as the bike failed new American noise standards. I love the triple exhaust tips!
Before turning the corner, a Thruxton R sat in front of a large display case. The cubbies were filled with Triumph factory accessories. Yes, the manufacturer has more than 300 accessories to choose from.
Starting the PERFORMANCE area were two race bikes. A 1947 Tiger 100 Grand Prix Mark I Racer sits in front of a 1958 Thruxton 500. The Tiger 100 was also known as the T100, so it’s the Granddaddy of the present Bonneville T100. Ernie Lyons rode the race bike to victory at Manx Grand Prix. Triumph commemorate the win by selling the stripped-down Tiger 100 race replica in 1947, which became known as the “Grand Prix.” The victory at Manx was just one of the many that the Tiger 100 won.
1947 Triumph Tiger 100 Grand Prix poster
The name “Thruxton” actually belongs to a racetrack converted from an airfield near Andover, Hampshire. The track was well-known by 1951 and holds six-event motorcycle races as part of the Festival of Britain. Geoff Duke and John Surtees raced there. Thruxton started hosting endurance races soon after.
Mike Hailwood on a Triumph at the 1958 Thruxton 500 – Photo credit Pinterest.com
In 1958, the endurance race became a 500-mile (800-km) affair. Mike “The Bike” Hailwood a 650cc Triumph. This was the start of Triumph’s reputation as a fearsome competitor. Hailwood’s win was the first of eight Thruxton 500 victories for Triumph.
There weren’t exactly factory-built racing prototypes those early days. Instead, competitors buy their bikes from showrooms and modify them for racing. So, Triumph did the smart thing of producing racing parts (like modern-day race kits) and sold them to mechanics and dealers.
The first factory-built Thruxton racer was in 1964. 52 of these were made to homologate them for racing. The 1958 “Thruxton” may be the start but the supreme Thruxton was introduced in 1969. Based on the T120, it finished 1-2-3 at Thruxton, second in the Barcelona GP, and won the Isle of Man Production TT by a record average of 100 mph (160 km/h). That’s super fast for a 1969 bike!
This is why the current Thruxton model is the racer variant and alpha-bike of the Bonneville line-up. As with its descendant, it’s built on the Bonneville T120 and shares the same engine, albeit with the High Power tune.
Triumph Bonneville Thruxton R TFC (Triumph Factory Custom)
(OMG! We still have 4 more sections to go!)
Gene Romero rode this racing 750ccTrident Triple to second place at the 1971 Daytona 200 race. It was part of Triumph Meridien’s 5-rider team assault on the pre-eminent American race. Romera finished just 2 seconds behind the winner in the 320-kilometer race (200 miles). Just below the fuel tank is the trademark “letterbox” airbox. Intake air was routed through the front of the fairing into the airbox and past the oil-cooler, like the modern ram air system. Gene Romero was a multiple AMA Grand National Champion. His teammates were Gary Nixon, Don Castro, Paul Smart and Tim Rockwood.
This Daytona TT600 won the Isle of Man TT in 2003. The bike was built by the famed Valmoto team. This was the early Daytona 600 which uses an inline-Four engine, instead of the triple in the later Daytona 675. But it cemented the Triumph Daytona’s name in the supersport category.
Ah hah. The Triumph Streamliner. Johnny Allen rode (drove?) this machine to the fastest land speed record of 214.40 mph (345.0 km/h) on 1stSeptember 1956 at the Bonneville Salt Flats in Utah, USA. 345 km/h seems mild now, but this was 63 years ago.
Triumph Streamliner at the Bonneville Salt Flats – Picture credit ultimatemotorcycling.com
But what made the feat even more remarkable was the engine which powered the streamliner. It wasn’t supercharged, turbocharged; not a factory-built one-off special. Only one engine normally-aspirated engine was used, instead of the twin-engine powered sleds used for breaking records. Not only that, the donor engine was a 650cc parallel-Twin which powered the Triumph Thunderbird. It was fettled a little by having larger valves, larger Amal carbs and ran on an 80% methanol/20% nitromethane fuel. But the cylinders were stock!
Oh yes! We’ve come to the bike I really wanted to see! It’s the original TR6 Trophy which was dressed up to like a Nazi’s R75 in Steve McQueen’s movie, “The Great Escape.” This was the legendary bike on which McQueen’s character jumped the concentration camp’s wire fences on this bike, although the stunts were performed by his stunt double and racing buddy, Bud Ekins.
The pair didn’t only use the TR6 Trophy model for the movie. They actually raced the bike in rallies, including the punishing Baja Rally.
The TR6 Trophy is the predecessor of the current 900cc Bonneville Street Scrambler and the new Bonneville Scrambler 1200.
Next to the Great Escape bike is another segment which showcases how Triumph carries out R&D and building their bikes.
The first display showed a raw aluminium ingot before it is turned into an engine casing.
Next was the frame and chassis of a new Tiger 1200. This area showcases the R&D carried out particularly for traction control, ABS and electronic suspension.
Moving on is the section showing how Triumph designs their bikes, in particular the Bonneville Bobber. The exhibit described the stages of development from pre-concept to the clay mock up displayed here. The Bobber is Triumph’s best-selling model of all time.
Roadgoing prototypes were built for real-world testing. These are the stages we see usually see in spyshots. Although it already resembles the production bike, look closer and you’ll see a different instrument display, extra wire looms, a not-so-subtle exhaust O2 sensor, and the unmissable bracket for the GIVI box. Notice the fat wire looms that lead into it. The box carries data acquisition devices (recorders) for various performance parameters.
In the farthest corner was a wall which displayed the components of a Speed Triple like a Lego set. Visitors i.e. me, were free to inspect the intricacy and quality of each piece.
In the centre of both areas was a neon-lit island which highlighted customized Triumphs. A custom Street Twin was joined by a Bobber and were surrounded by beautifully custom-painted fuel tanks.
Opposite the island was the “Wall of Dealers.” Hundreds of displays presented Triumph’s worldwide dealer network. Triumph Motorcycles Ltd. has definitely grown by leaps and bounds since John Bloor acquired the brand in 1983.
Also, near this centre area was an engine placed in a transparent case. The inscription on a plaque said, “ENGINE 000001. THE FIRST EVER HINCKLEY PRODUCTION LINE ENGINE. 1200cc Four-Cylinder Trophy Engine. Built 1990.”
On the way out, I stopped by at a Thruxton R which wore a white and blue bodywork akin to Gene Romero’s Trident Triple racer. It was on closer inspection that I found out it was supercharged!
Just as fascinating was its background. The bike was built by British rider and four-time World Superbike Champion Carl Fogarty to race at the 2016 Glemseck 101 event. Supercharging pumped maximum power up to 148 PS and torque to a huge 157 Nm. Glemseck is the annual café racer event held in Leonburg, Germany, consisting of a bike show and 1/8-mile drag race. Fogarty owned everyone on this bike by winning all 12 drag races he entered and walked away with the overall win in the Essenza class.
On the left side of the isle is the riding gear section. Triumph is not only hard at work in developing new bikes but also technology and design of riding gear.
Further up the line were rows of the latest models, including the Tiger 1200, Tiger 800 XRT, Street Triple RS, Speed Triple, Bonneville Thruxton R, Bonneville Street Twin.
It was time to visit the gift shop upstairs.
It was packed to the gills! People were grabbing stuff off the racks, tables, benches… the cashier had beads of sweat on his forehead, while two lady staff members ran around looking for clothing items the dealers asked for. I only managed to grab a cash box which looks like an oil can, an aluminium lunchbox, a couple of teddy bear keychains and a leather card holder. The queue extended from the cashier to outside the door.
The American couple of me had loads of t-shirts and leather jackets under their arms, that the half-dumped on the cashier’s desk in a heap. It took a long time for the hapless clerk to scan through all the items and the Japanese man behind me started to sigh (you know it’s taking too long when a Japanese sighs). “That’ll be £560 pounds please.” The cheerful demeanor of the couple turned to almost-horror. Compared to theirs, my stash cost “only” £50.
Back downstairs, Asep was waiting for me outside while puffing away on a cigarette. Later, we re-boarded the bus to take us back to London.
CONCLUSION
It’s only apt that Triumph calls the centre an “experience.” While there weren’t as many bikes in the gallery as we expected, those there were of great significance motorcycling history and culture, besides to the brand. I for one still could not believe that I actually saw The Great Escape’s TR6 Trophy in front of my very eyes.
The factory visit was just as awesome. It’s almost a spiritual experience to actually step foot inside the very facility which produced my favourite bikes. At the same time, the sense of amazement never ceased as I traced the progression of a piece of aluminium ingot into a complete engine assembly, which in turn became part of a Triumph motorcycle.
Again, we would like to thank Fast Bikes Sdn. Bhd. and Dato’ Razak Al-Malique Hussein for the opportunity of a lifetime.
