View allAll Photos Tagged footpegs
Taken at the Wyoming Exotic Wheels and Wine car show held in the Wyoming suburb of Cincinnati, Ohio.
This is a closeup from a MV Agusta Tre Pistoni Motorcycle which is an exotic Italian brand you won't see many of in the USA.
How do you get a 3 cylinder, 4 stroke engine to balance correctly? Sounds like they figured it all out.
Their web site:
The cam has been fixed to the front left footpeg, the relaxing ones for the highway, by a pipe cable tie clamp combo. It does suffer a lot of vibration, most images are warped, the movie too. Pov is pretty close to tarmac, a fixation down under would hit the road in left curves...
Triumph T120 Bonneville (1971) Engine 649cc air cooled OHV vertical twin 49bhp
Registration Number HNP 847 J (Worcestershire)
TRIUMPH (Motorcycles) ALBUM
www.flickr.com/photos/45676495@N05/albums/72157668325344869
The 1971 Triumph Bonneville was a totally new bike. Only the engine carried over from 1970 and represented the Bonnevilles most radical change since unit construction in 1963. The bike had a new oil bearing frame, which reduced the oil capacity from a 5 to 6 pint oil tank down to just 4 pints in the lower section of the frame which could lead to a restriction in the oil supply. The new frame also meant that in this lower section of the frame, engine plates, swing arm, shocks, battery box, rear fender, air filters, tank, seat, footpegs, chainguard, everything was new for 1971. Standard colors for the 1971 Triumph T120 Bonneville were Tiger Gold & Black separated by White pinstripe
Diolch yn fawr am 68,023,385 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 68,023,385 amazing views, enjoy and stay safe
Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-257
Didn't listen to my guardian angel.
Camera bolted to right rear footpeg with cable release to left handlebar. Triumph Sprint 900 RS
Canon 5D eos 17-40
KTM 1290 Super Duke R 2014
Akrapovic EVO titanium exhaust, de-cat
Rottweiler intake kit + filter
Rottweiler velocity stacks
Power Commander V
WP Apex Pro rear shock
WP stock fork, shimmed
KTM powerparts:
- adjustable footpeg system
- WP adjustable steering damper
- Race dongle
- Front axle guards
- Seats, front & rear
- Front brake discs
- Billet triple clamps
Misc:
- Evotech guards
- Small mirrors
- Stiffer clutch springs
- Li battery
- Slimmer tail
- Slim indicators
- Race shift sequence
- Billet details here & there
. . . this is a real motorcycle - not a model
________________________________
Harley-Davidson, Inc. (H-D), or Harley, is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903.
As one of two major American motorcycle manufacturers to survive the Great Depression (along with Indian), the company has survived numerous ownership arrangements, subsidiary arrangements (e.g., Aermacchi 1974-1978 and Buell 1987-2009), periods of poor economic health and product quality, as well as intense global competition — to become one of the world's largest motorcycle manufacturers and an iconic brand widely known for its loyal following — with owner clubs and events worldwide as well as a company sponsored brand-focused museum.
Noted for a style of customization that gave rise to the chopper motorcycle style, Harley-Davidson traditionally marketed heavyweight, air-cooled cruiser motorcycles with engine displacements greater than 700 cm³ — and has broadened its offerings to include its more contemporary VRSC (2002) and middle-weight Street (2015) platforms.
Harley-Davidson manufactures its motorcycles at factories in York, Pennsylvania; Milwaukee, Wisconsin; Kansas City, Missouri; Manaus, Brazil; and Bawal, India — and markets its products worldwide.
Besides motorcycles, the company licenses and markets merchandise under the Harley-Davidson brand, among them being apparel, home decor and ornaments, accessories, toys, and scale figures of its motorcycles, and video games based on its motorcycle line and the community.
HISTORY
BEGINNING
In 1901, 20-year-old William S. Harley drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc³) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson worked on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon testing their power-cycle, Harley and the Davidson brothers found it unable to climb the hills around Milwaukee without pedal assistance. They quickly wrote off their first motor-bicycle as a valuable learning experiment.
Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc³) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized bicycle category and marked the path to future motorcycle designs. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.
The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee railshops where oldest brother William A. Davidson was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.
In January 1905, small advertisements were placed in the Automobile and Cycle Trade Journal offering bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the five built in the Davidson backyard shed. Years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins until it was accidentally destroyed by contractors cleaning the factory yard in the early 1970s.
In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue),[12] at the current location of Harley-Davidson's corporate headquarters. The first Juneau Avenue plant was a 40 ft × 60 ft (12 m × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.
In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.
In 1907 William A. Davidson, brother to Arthur and Walter Davidson, quit his job as tool foreman for the Milwaukee Road railroad and joined the Motor Company.
Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inch (440 cm³) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cm³) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.
By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.
In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cm³), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.
In 1912, Harley-Davidson introduced their patented "Ful-Floteing Seat", which was suspended by a coil spring inside the seat tube. The spring tension could be adjusted to suit the rider's weight. More than 3 inches (76 mm) of travel was available. Harley-Davidson would use seats of this type until 1958.
By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure had been built. Begun in 1910, the factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.
WORLD WAR I
In 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for military issue, first with the British Model H, produced by British Triumph Motorcycles Ltd in 1915. After the U.S. entry into the war, the U.S. military purchased over 20,000 motorcycles from Harley-Davidson.
BICYCLES
Harley-Davidson launched a line of bicycles in 1917 in hopes of recruiting customers for its motorcycles. Besides the traditional diamond frame men's bicycle, models included a step-through frame 3-18 "Ladies Standard" and a 5-17 "Boy Scout" for youth. The effort was discontinued in 1923 because of disappointing sales.
The bicycles were built for Harley-Davidson in Dayton, Ohio, by the Davis Machine Company from 1917 to 1921, when Davis stopped manufacturing bicycles.
1920s
By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world, with 28,189 machines produced, and dealers in 67 countries.
In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed greater than 100 mph (160 km/h).
During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,212.6 cm³) V-Twin, introduced in 1921, and the "teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.
In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cm³) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This was the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.
GREAT DEPRESSION
The Great Depression began a few months after the introduction of their 45 cubic inch (737 cm³) model. Harley-Davidson's sales fell from 21,000 in 1929 to 3,703 in 1933. Despite this, Harley-Davidson unveiled a new lineup for 1934, which included a flathead engine and Art Deco styling.
In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until 1973.
In the mid-1930s, Alfred Rich Child opened a production line in Japan with the 74-cubic-inch (1,210 cm³) VL. The Japanese license-holder, Sankyo Seiyaku Corporation, severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name.
An 80-cubic-inch (1,300 cm³) flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued.
In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines.
By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74-cubic-inch (1,210 cm³) V and VL models were renamed U and UL, the 80-cubic-inch (1,300 cc³) VH and VLH to be renamed UH and ULH, and the 45-cubic-inch (740 cc³) R to be renamed W.
In 1941, the 74-cubic-inch (1,210 cm³) "Knucklehead" was introduced as the F and the FL. The 80-cubic-inch (1,300 cc³) flathead UH and ULH models were discontinued after 1941, while the 74 inch (1880 mm) U & UL flathead models were produced up to 1948.
WORLD WAR II
One of only two American cycle manufacturers to survive the Great Depression. Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers.
Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45 cubic inches (740 cm³) WL line, called the WLA. The A in this case stood for "Army". Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. More than 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) were produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production.
Shipments to the Soviet Union under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War.
The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71. Harley largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942 Harley-Davidson XA. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran 56 °C cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA - already in production - was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made.
SMALL HARLEYS: HUMMERS AND AERMACCHIS
As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT 125, which they adapted, manufactured, and sold from 1948 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the United Kingdom took the same design as the foundation of their BSA Bantam.
In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of Aermacchi's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the Harley-Davidson Sprint. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued.
After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year.
Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirely two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974.
Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva.
OVERSEAS
Established in 1918, the oldest continuously operating Harley-Davidson dealership outside of the United States is in Australia.[4] Sales in Japan started in 1912 then in 1929, Harley-Davidsons were produced in Japan under license to the company Rikuo (Rikuo Internal Combustion Company) under the name of Harley-Davidson and using the company's tooling, and later under the name Rikuo. Production continued until 1958.
TARNISHED REPUTATION
In 1952, following their application to the U.S. Tariff Commission for a 40 percent tax on imported motorcycles, Harley-Davidson was charged with restrictive practices.
In 1969, American Machine and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and lower-quality bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales and quality declined, and the company almost went bankrupt. The "Harley-Davidson" name was mocked as "Hardly Ableson", "Hardly Driveable," and "Hogly Ferguson", and the nickname "Hog" became pejorative.
In 1977, following the successful manufacture of the Liberty Edition to commemorate America's bicentennial in 1976, Harley-Davidson produced what has become one of its most controversial models, the Harley-Davidson Confederate Edition. The bike was essentially a stock Harley with Confederate-specific paint and details.
RESTRUCTING AND REVIVAL
In 1981, AMF sold the company to a group of 13 investors led by Vaughn Beals and Willie G. Davidson for $80 million. Inventory was strictly controlled using the just-in-time system.
In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the US in such volume as to harm or threaten to harm domestic producers. After an investigation by the U.S. International Trade Commission, President Reagan imposed in 1983 a 45 percent tariff on imported bikes with engine capacities greater than 700 cc. Harley-Davidson subsequently rejected offers of assistance from Japanese motorcycle makers. However, the company did offer to drop the request for the tariff in exchange for loan guarantees from the Japanese.
Rather than trying to match the Japanese, the new management deliberately exploited the "retro" appeal of the machines, building motorcycles that deliberately adopted the look and feel of their earlier machines and the subsequent customizations of owners of that era. Many components such as brakes, forks, shocks, carburetors, electrics and wheels were outsourced from foreign manufacturers and quality increased, technical improvements were made, and buyers slowly returned.
Harley-Davidson bought the "Sub Shock" cantilever-swingarm rear suspension design from Missouri engineer Bill Davis and developed it into its Softail series of motorcycles, introduced in 1984 with the FXST Softail.
In response to possible motorcycle market loss due to the aging of baby-boomers, Harley-Davidson bought luxury motorhome manufacturer Holiday Rambler in 1986. In 1996, the company sold Holiday Rambler to the Monaco Coach Corporation.
The "Sturgis" model, boasting a dual belt-drive, was introduced initially in 1980 and was made for three years. This bike was then brought back as a commemorative model in 1991. By 1990, with the introduction of the "Fat Boy", Harley once again became the sales leader in the heavyweight (over 750 cm³) market. At the time of the Fat Boy model introduction, a story rapidly spread that its silver paint job and other features were inspired by the B-29; and Fat Boy was a combination of the names of the atomic bombs Fat Man and Little Boy. However, the Urban Legend Reference Pages lists this story as an urban legend.
1993 and 1994 saw the replacement of FXR models with the Dyna (FXD), which became the sole rubber mount FX Big Twin frame in 1994. The FXR was revived briefly from 1999 to 2000 for special limited editions (FXR2, FXR3 & FXR4).
Construction started on the $75 million, 130,000 square-foot (12,000 m2) Harley-Davidson Museum in the Menomonee Valley on June 1, 2006. It opened in 2008 and houses the company's vast collection of historic motorcycles and corporate archives, along with a restaurant, café and meeting space.
BUELL MOTORCYCLE COMPANY
Harley-Davidson's association with sportbike manufacturer Buell Motorcycle Company began in 1987 when they supplied Buell with fifty surplus XR1000 engines. Buell continued to buy engines from Harley-Davidson until 1993, when Harley-Davidson bought 49 percent of the Buell Motorcycle Company. Harley-Davidson increased its share in Buell to ninety-eight percent in 1998, and to complete ownership in 2003.
In an attempt to attract newcomers to motorcycling in general and to Harley-Davidson in particular, Buell developed a low-cost, low-maintenance motorcycle. The resulting single-cylinder Buell Blast was introduced in 2000, and was made through 2009, which, according to Buell, was to be the final year of production.
On October 15, 2009, Harley-Davidson Inc. issued an official statement that it would be discontinuing the Buell line and ceasing production immediately. The stated reason was to focus on the Harley-Davidson brand. The company refused to consider selling Buell. Founder Erik Buell subsequently established Erik Buell Racing and continued to manufacture and develop the company's 1125RR racing motorcycle.
First overseas factory in Brazil
In 1998 the first Harley-Davidson factory outside the US opened in Manaus, Brazil, taking advantage of the free economic zone there. The location was positioned to sell motorcycles in the southern hemisphere market.
CLAIMS OF STOCK PRICE MANIPULATION
During its period of peak demand, during the late 1990s and early first decade of the 21st century, Harley-Davidson embarked on a program of expanding the number of dealerships throughout the country. At the same time, its current dealers typically had waiting lists that extended up to a year for some of the most popular models. Harley-Davidson, like the auto manufacturers, records a sale not when a consumer buys their product, but rather when it is delivered to a dealer. Therefore, it is possible for the manufacturer to inflate sales numbers by requiring dealers to accept more inventory than desired in a practice called channel stuffing. When demand softened following the unique 2003 model year, this news led to a dramatic decline in the stock price. In April 2004 alone, the price of HOG shares dropped from more than $60 to less than $40. Immediately prior to this decline, retiring CEO Jeffrey Bleustein profited $42 million on the exercise of employee stock options.[80] Harley-Davidson was named as a defendant in numerous class action suits filed by investors who claimed they were intentionally defrauded by Harley-Davidson's management and directors. By January 2007, the price of Harley-Davidson shares reached $70.
PROBLEMS WITH TOURING MODELS
Starting around 2000, several police departments started reporting problems with high speed instability on the Harley-Davidson Touring motorcycles. A Raleigh, North Carolina police officer, Charles Paul, was killed when his 2002 police touring motorcycle crashed after reportedly experiencing a high speed wobble. The California Highway Patrol conducted testing of the Police Touring motorcycles in 2006. The CHP test riders reported experiencing wobble or weave instability while operating the motorcycles on the test track.
2007 STRIKE
On February 2, 2007, upon the expiration of their union contract, about 2,700 employees at Harley-Davidson Inc.'s largest manufacturing plant in York, Pennsylvania went on strike after failing to agree on wages and health benefits. During the pendency of the strike, the company refused to pay for any portion of the striking employees' health care.
The day before the strike, after the union voted against the proposed contract and to authorize the strike, the company shut down all production at the plant. The York facility employs more than 3,200 workers, both union and non-union.
Harley-Davidson announced on February 16, 2007, that it had reached a labor agreement with union workers at its largest manufacturing plant, a breakthrough in the two-week-old strike. The strike disrupted Harley-Davidson's national production and was felt in Wisconsin, where 440 employees were laid off, and many Harley suppliers also laid off workers because of the strike.
MV AGUSTA GROUP
On July 11, 2008 Harley-Davidson announced they had signed a definitive agreement to acquire the MV Agusta Group for $109M USD (€70M). MV Agusta Group contains two lines of motorcycles: the high-performance MV Agusta brand and the lightweight Cagiva brand. The acquisition was completed on August 8.
On October 15, 2009, Harley-Davidson announced that it would divest its interest in MV Agusta. Harley-Davidson Inc. sold Italian motorcycle maker MV Agusta to Claudio Castiglioni, ending the transaction in the first week of August 2010. Castiglioni is the company's former owner and had been MV Agusta's chairman since Harley-Davidson bought it in 2008.
OPERATIONS IN INDIA
In August 2009, Harley-Davidson announced plans to enter the market in India, and started selling motorcycles there in 2010. The company established a subsidiary, Harley-Davidson India, in Gurgaon, near Delhi, in 2011, and created an Indian dealer network.
FINANCIAL CRISIS
According to Interbrand, the value of the Harley-Davidson brand fell by 43 percent to $4.34 billion in 2009. The fall in value is believed to be connected to the 66 percent drop in the company profits in two quarters of the previous year. On April 29, 2010, Harley-Davidson stated that they must cut $54 million in manufacturing costs from its production facilities in Wisconsin, and that they would explore alternative U.S. sites to accomplish this. The announcement came in the wake of a massive company-wide restructuring, which began in early 2009 and involved the closing of two factories, one distribution center, and the planned elimination of nearly 25 percent of its total workforce (around 3,500 employees). The company announced on September 14, 2010 that it would remain in Wisconsin.
MOTORCYCLE ENGINES
The classic Harley-Davidson engines are V-twin engines, with a 45° angle between the cylinders. The crankshaft has a single pin, and both pistons are connected to this pin through their connecting rods.
This 45° angle is covered under several United States patents and is an engineering tradeoff that allows a large, high-torque engine in a relatively small space. It causes the cylinders to fire at uneven intervals and produces the choppy "potato-potato" sound so strongly linked to the Harley-Davidson brand.
To simplify the engine and reduce costs, the V-twin ignition was designed to operate with a single set of points and no distributor. This is known as a dual fire ignition system, causing both spark plugs to fire regardless of which cylinder was on its compression stroke, with the other spark plug firing on its cylinder's exhaust stroke, effectively "wasting a spark". The exhaust note is basically a throaty growling sound with some popping. The 45° design of the engine thus creates a plug firing sequencing as such: The first cylinder fires, the second (rear) cylinder fires 315° later, then there is a 405° gap until the first cylinder fires again, giving the engine its unique sound.
Harley-Davidson has used various ignition systems throughout its history – be it the early points and condenser system, (Big Twin up to 1978 and Sportsters up to 1978), magneto ignition system used on some 1958 to 1969 Sportsters, early electronic with centrifugal mechanical advance weights, (all models 1978 and a half to 1979), or the late electronic with transistorized ignition control module, more familiarly known as the black box or the brain, (all models 1980 to present).
Starting in 1995, the company introduced Electronic Fuel Injection (EFI) as an option for the 30th anniversary edition Electra Glide. EFI became standard on all Harley-Davidson motorcycles, including Sportsters, upon the introduction of the 2007 product line.
In 1991, Harley-Davidson began to participate in the Sound Quality Working Group, founded by Orfield Labs, Bruel and Kjaer, TEAC, Yamaha, Sennheiser, SMS and Cortex. This was the nation's first group to share research on psychological acoustics. Later that year, Harley-Davidson participated in a series of sound quality studies at Orfield Labs, based on recordings taken at the Talladega Superspeedway, with the objective to lower the sound level for EU standards while analytically capturing the "Harley Sound". This research resulted in the bikes that were introduced in compliance with EU standards for 1998.
On February 1, 1994, the company filed a sound trademark application for the distinctive sound of the Harley-Davidson motorcycle engine: "The mark consists of the exhaust sound of applicant's motorcycles, produced by V-twin, common crankpin motorcycle engines when the goods are in use". Nine of Harley-Davidson's competitors filed comments opposing the application, arguing that cruiser-style motorcycles of various brands use a single-crankpin V-twin engine which produce a similar sound. These objections were followed by litigation. In June 2000, the company dropped efforts to federally register its trademark.
BIG V-TWINS
F-head, also known as JD, pocket valve and IOE (intake over exhaust), 1914–1929 (1,000 cm³), and 1922–1929 (1,200 cm³)
Flathead, 1930–1949 (1,200 cm³) and 1935–1941 (1,300 cm³).
Knucklehead, 1936–1947 61 cubic inch (1,000 cm³), and 1941–1947 74 cubic inch (1,200 cm³)
Panhead, 1948–1952 61 cubic inch (1,000 cm³), and 1948–1965, 74 cubic inch (1,200 cm³)
Shovelhead, 1966–1984, 74 cubic inch (1,200 cm³) and 80 cubic inch (1,338 cm³) since late 1978
Evolution (a.k.a. "Evo" and "Blockhead"), 1984–1999, 80 cubic inch (1,340 cm³)
Twin Cam (a.k.a. "Fathead" as named by American Iron Magazine) 1999–present, in the following versions:
Twin Cam 88, 1999–2006, 88 cubic inch (1,450 cm³)
Twin Cam 88B, counterbalanced version of the Twin Cam 88, 2000–2006, 88 cubic inch (1,450 cm³)
Twin Cam 95, since 2000, 95 cubic inch (1,550 cm³) (engines for early C.V.O. models)
Twin Cam 96, since 2007. As of 2012, only the Street Bob and Super Glide Custom Models still use the 96.96 cubic inch (1,584 cm³)
Twin Cam 103, 2003–2006, 2009, 103 cubic inch (1,690 cm³) (engines for C.V.O. models), Standard on 2011 Touring models: Ultra Limited, Road King Classic and Road Glide Ultra and optional on the Road Glide Custom and Street Glide. Standard on most 2012 models excluding Sportsters and 2 Dynas (Street Bob and Super Glide Custom). Standard on all 2014 dyna models.
Twin Cam 110, since 2007, 110 cubic inch (1,800 cm³) (engines for C.V.O. models, 2016 Soft Tail Slim S; FatBoy S, Low Rider S, and Pro-Street Breakout)
Milwaukee-Eight
Twin-cooled 107 ci (1,750 cm³): Standard on touring and trike model year 2017+.
Twin-cooled 114 ci (1,870 cm³): Optional on touring and trike model year 2017+, standard on CVO models.
REVOLUTION ENGINE
The Revolution engine is based on the VR-1000 Superbike race program, co-developed by Harley-Davidson's Powertrain Engineering team and Porsche Engineering in Stuttgart, Germany. It is a liquid cooled, dual overhead cam, internally counterbalanced 60 degree V-twin engine with a displacement of 69 cubic inch (1,130 cm³), producing 115 hp (86 kW) at 8,250 rpm at the crank, with a redline of 9,000 rpm. It was introduced for the new V-Rod line in 2001 for the 2002 model year, starting with the single VRSCA (V-Twin Racing Street Custom) model. The Revolution marks Harley's first collaboration with Porsche since the V4 Nova project, which, like the V-Rod, was a radical departure from Harley's traditional lineup until it was cancelled by AMF in 1981 in favor of the Evolution engine.
A 1,250 cc Screamin' Eagle version of the Revolution engine was made available for 2005 and 2006, and was present thereafter in a single production model from 2005 to 2007. In 2008, the 1,250 cc Revolution Engine became standard for the entire VRSC line. Harley-Davidson claims 123 hp (92 kW) at the crank for the 2008 VRSCAW model. The VRXSE Destroyer is equipped with a stroker (75 mm crank) Screamin' Eagle 1,300 cm³ Revolution Engine, producing more than 165 hp (123 kW).
750 cc and 500 cc versions of the Revolution engine are used in Harley-Davidson's Street line of light cruisers. These motors, named the Revolution X, use a single overhead cam, screw and locknut valve adjustment, a single internal counterbalancer, and vertically split crankcases; all of these changes making it different from the original Revolution design.
DÜSSELDORF-TEST
An extreme endurance test of the Revolution engine was performed in a dynometer installation, simulating the German Autobahn (highways without general speed limit) between the Porsche research and development center in Weissach, near Stuttgart to Düsseldorf. Uncounted samples of engines crashed, until an engine successfully passed the 500 hour nonstop run. This was the benchmark for the engineers to approve the start of production for the Revolution engine, which was documented in the Discovery channel special Harley-Davidson: Birth of the V-Rod, October 14, 2001.
SINGLE-CYLINER ENGINES
IOE singlesThe first Harley-Davidson motorcycles were powered by single-cylinder IOE engines with the inlet valve operated by engine vacuum. Singles of this type continued to be made until 1913, when a pushrod and rocker system was used to operate the overhead inlet valve on the single, a similar system having been used on their V-twins since 1911. Single-cylinder motorcycle engines were discontinued in 1918.Flathead and OHV singlesSingle-cylinder engines were reintroduced in 1925 as 1926 models. These singles were available either as flathead engines or as overhead valve engines until 1930, after which they were only available as flatheads. The flathead single-cylinder motorcycles were designated Model A for engines with magneto systems only and Model B for engines with battery and coil systems, while overhead valve versions were designated Model AA and Model BA respectively, and a magneto-only racing version was designated Model S. This line of single-cylinder motorcycles ended production in 1934.
MODEL FAMILIES
Modern Harley-branded motorcycles fall into one of six model families: Touring, Softail, Dyna, Sportster, Vrod and Street. These model families are distinguished by the frame, engine, suspension, and other characteristics.
TOURING
Touring models use Big-Twin engines and large-diameter telescopic forks. All Touring designations begin with the letters FL, e.g., FLHR (Road King) and FLTR (Road Glide).
The touring family, also known as "dressers" or "baggers", includes Road King, Road Glide, Street Glide and Electra Glide models offered in various trims. The Road Kings have a "retro cruiser" appearance and are equipped with a large clear windshield. Road Kings are reminiscent of big-twin models from the 1940s and 1950s. Electra Glides can be identified by their full front fairings. Most Electra Glides sport a fork-mounted fairing referred to as the "Batwing" due to its unmistakable shape. The Road Glide and Road Glide Ultra Classic have a frame-mounted fairing, referred to as the "Sharknose". The Sharknose includes a unique, dual front headlight.
Touring models are distinguishable by their large saddlebags, rear coil-over air suspension and are the only models to offer full fairings with radios and CBs. All touring models use the same frame, first introduced with a Shovelhead motor in 1980, and carried forward with only modest upgrades until 2009, when it was extensively redesigned. The frame is distinguished by the location of the steering head in front of the forks and was the first H-D frame to rubber mount the drivetrain to isolate the rider from the vibration of the big V-twin.
The frame was modified for the 1994 model year when the oil tank went under the transmission and the battery was moved inboard from under the right saddlebag to under the seat. In 1997, the frame was again modified to allow for a larger battery under the seat and to lower seat height. In 2007, Harley-Davidson introduced the 96 cubic inches (1,570 cubic centimetres) Twin Cam 96 engine, as well the six-speed transmission to give the rider better speeds on the highway.
In 2006, Harley introduced the FLHX Street Glide, a bike designed by Willie G. Davidson to be his personal ride, to its touring line.
In 2008, Harley added anti-lock braking systems and cruise control as a factory installed option on all touring models (standard on CVO and Anniversary models). Also new for 2008 is the 6-US-gallon (23 l; 5.0 imp gal) fuel tank for all touring models. 2008 also brought throttle-by-wire to all touring models.
For the 2009 model year, Harley-Davidson redesigned the entire touring range with several changes, including a new frame, new swingarm, a completely revised engine-mounting system, 17-inch (430 mm) front wheels for all but the FLHRC Road King Classic, and a 2–1–2 exhaust. The changes result in greater load carrying capacity, better handling, a smoother engine, longer range and less exhaust heat transmitted to the rider and passenger. Also released for the 2009 model year is the FLHTCUTG Tri-Glide Ultra Classic, the first three-wheeled Harley since the Servi-Car was discontinued in 1973. The model features a unique frame and a 1,690 cm³ engine exclusive to the trike.
In 2014, Harley-Davidson released a redesign for specific touring bikes and called it "Project Rushmore".[125] Changes include a new 103CI High Output engine, one handed easy open saddlebags and compartments, a new Boom! Box Infotainment system with either 10 cm or 16.5 cm screens featuring touchscreen functionality 16.5 cm models only], Bluetooth (media and phone with approved compatible devices), available GPS and SiriusXM, Text-to-Speech functionality (with approved compatible devices) and USB connectivity with charging. Other features include ABS with Reflex linked brakes, improved styling, Halogen or LED lighting and upgraded passenger comfort.
SOFTAIL
These big-twin motorcycles capitalize on Harley's strong value on tradition. With the rear-wheel suspension hidden under the transmission, they are visually similar to the "hardtail" choppers popular in the 1960s and 1970s, as well as from their own earlier history. In keeping with that tradition, Harley offers Softail models with "Heritage" styling that incorporate design cues from throughout their history and used to offer "Springer" front ends on these Softail models from the factory.Designation
Softail models utilize the big-twin engine (F) and the Softail chassis (ST).
Softail models that use 21 inch (530 mm) Front Wheels have designations that begin with FX, e.g., FXSTB (Night Train), FXSTD (Deuce), and FXSTS (Springer).
Softail models that use 16 inch (410 mm) Front Wheels have designations beginning with FL, e.g., FLSTF (Fat Boy), FLSTC (Heritage Softail Classic), FLSTN (Softail Deluxe) and FLS (Softail Slim).
Softail models that use Springer forks with a 21-inch (530 mm) wheel have designations that begin with FXSTS, e.g., FXSTS (Springer Softail) and FXSTSB (Bad Boy).
Softail models that use Springer forks with a 16-inch (410 mm) wheel have designations that begin with FLSTS, e.g., FLSTSC (Springer Classic) and FLSTSB (Cross Bones).
DYNA
Dyna-frame motorcycles were developed in the 1980s and early 1990s and debuted in the 1991 model year with the FXDB Sturgis offered in limited edition quantities. In 1992 the line continued with the limited edition FXDB Daytona and a production model FXD Super Glide. The new DYNA frame featured big-twin engines and traditional styling. They can be distinguished from the Softail by the traditional coil-over suspension that connects the swingarm to the frame, and from the Sportster by their larger engines. On these models, the transmission also houses the engine's oil reservoir.
Prior to 2006, Dyna models typically featured a narrow, XL-style 39mm front fork and front wheel, as well as footpegs which the manufacturer included the letter "X" in the model designation to indicate. This lineup traditionally included the Super Glide (FXD), Super Glide Custom (FXDC), Street Bob (FXDB), and Low Rider (FXDL). One exception was the Wide Glide (FXDWG), which featured thicker 41mm forks and a narrow front wheel, but positioned the forks on wider triple-trees that give a beefier appearance. In 2008, the Dyna Fat Bob (FXDF) was introduced to the Dyna lineup, featuring aggressive styling like a new 2–1–2 exhaust, twin headlamps, a 180 mm rear tire, and, for the first time in the Dyna lineup, a 130 mm front tire. For the 2012 model year, the Dyna Switchback (FLD) became the first Dyna to break the tradition of having an FX model designation with floorboards, detachable painted hard saddlebags, touring windshield, headlight nacelle and a wide front tire with full fender. The new front end resembled the big-twin FL models from 1968-1971.
The Dyna family used the 1,440 cm³ twin cam from 1999 to 2006. In 2007, the displacement was increased to 1,570 cm³ as the factory increased the stroke to 111.1 mm. For the 2012 model year, the manufacturer began to offer Dyna models with the 103-cubic-inch (1,690 cm³) upgrade. All Dyna models use a rubber-mounted engine to isolate engine vibration.
DESIGNATION
Dyna models utilize the big-twin engine (F), footpegs noted as (X) with the exception of the 2012 FLD Switchback, a Dyna model which used floorboards as featured on the Touring (L) models, and the Dyna chassis (D). Therefore, except for the FLD from 2012 to 2016, all Dyna models have designations that begin with FXD, e.g., FXDWG (Dyna Wide Glide) and FXDL (Dyna Low Rider).
SPORTSTER
Introduced in 1957, the Sportster family were conceived as racing motorcycles, and were popular on dirt and flat-track race courses through the 1960s and 1970s. Smaller and lighter than the other Harley models, contemporary Sportsters make use of 883 cc or 1,200 cc Evolution engines and, though often modified, remain similar in appearance to their racing ancestors.
Up until the 2003 model year, the engine on the Sportster was rigidly mounted to the frame. The 2004 Sportster received a new frame accommodating a rubber-mounted engine. This made the bike heavier and reduced the available lean angle, while it reduced the amount of vibration transmitted to the frame and the rider, providing a smoother ride for rider and passenger.
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WIKIPEDIA
Harley-Davidson, Inc. (H-D), or Harley, is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903.
As one of two major American motorcycle manufacturers to survive the Great Depression (along with Indian), the company has survived numerous ownership arrangements, subsidiary arrangements (e.g., Aermacchi 1974-1978 and Buell 1987-2009), periods of poor economic health and product quality, as well as intense global competition — to become one of the world's largest motorcycle manufacturers and an iconic brand widely known for its loyal following — with owner clubs and events worldwide as well as a company sponsored brand-focused museum.
Noted for a style of customization that gave rise to the chopper motorcycle style, Harley-Davidson traditionally marketed heavyweight, air-cooled cruiser motorcycles with engine displacements greater than 700 cm³ — and has broadened its offerings to include its more contemporary VRSC (2002) and middle-weight Street (2015) platforms.
Harley-Davidson manufactures its motorcycles at factories in York, Pennsylvania; Milwaukee, Wisconsin; Kansas City, Missouri; Manaus, Brazil; and Bawal, India — and markets its products worldwide.
Besides motorcycles, the company licenses and markets merchandise under the Harley-Davidson brand, among them being apparel, home decor and ornaments, accessories, toys, and scale figures of its motorcycles, and video games based on its motorcycle line and the community.
HISTORY
BEGINNING
In 1901, 20-year-old William S. Harley drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc³) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson worked on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon testing their power-cycle, Harley and the Davidson brothers found it unable to climb the hills around Milwaukee without pedal assistance. They quickly wrote off their first motor-bicycle as a valuable learning experiment.
Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc³) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized bicycle category and marked the path to future motorcycle designs. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.
The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee railshops where oldest brother William A. Davidson was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.
In January 1905, small advertisements were placed in the Automobile and Cycle Trade Journal offering bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the five built in the Davidson backyard shed. Years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins until it was accidentally destroyed by contractors cleaning the factory yard in the early 1970s.
In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue),[12] at the current location of Harley-Davidson's corporate headquarters. The first Juneau Avenue plant was a 40 ft × 60 ft (12 m × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.
In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.
In 1907 William A. Davidson, brother to Arthur and Walter Davidson, quit his job as tool foreman for the Milwaukee Road railroad and joined the Motor Company.
Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inch (440 cm³) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cm³) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.
By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.
In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cm³), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.
In 1912, Harley-Davidson introduced their patented "Ful-Floteing Seat", which was suspended by a coil spring inside the seat tube. The spring tension could be adjusted to suit the rider's weight. More than 3 inches (76 mm) of travel was available. Harley-Davidson would use seats of this type until 1958.
By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure had been built. Begun in 1910, the factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.
WORLD WAR I
In 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for military issue, first with the British Model H, produced by British Triumph Motorcycles Ltd in 1915. After the U.S. entry into the war, the U.S. military purchased over 20,000 motorcycles from Harley-Davidson.
BICYCLES
Harley-Davidson launched a line of bicycles in 1917 in hopes of recruiting customers for its motorcycles. Besides the traditional diamond frame men's bicycle, models included a step-through frame 3-18 "Ladies Standard" and a 5-17 "Boy Scout" for youth. The effort was discontinued in 1923 because of disappointing sales.
The bicycles were built for Harley-Davidson in Dayton, Ohio, by the Davis Machine Company from 1917 to 1921, when Davis stopped manufacturing bicycles.
1920s
By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world, with 28,189 machines produced, and dealers in 67 countries.
In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed greater than 100 mph (160 km/h).
During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,212.6 cm³) V-Twin, introduced in 1921, and the "teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.
In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cm³) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This was the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.
GREAT DEPRESSION
The Great Depression began a few months after the introduction of their 45 cubic inch (737 cm³) model. Harley-Davidson's sales fell from 21,000 in 1929 to 3,703 in 1933. Despite this, Harley-Davidson unveiled a new lineup for 1934, which included a flathead engine and Art Deco styling.
In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until 1973.
In the mid-1930s, Alfred Rich Child opened a production line in Japan with the 74-cubic-inch (1,210 cm³) VL. The Japanese license-holder, Sankyo Seiyaku Corporation, severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name.
An 80-cubic-inch (1,300 cm³) flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued.
In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines.
By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74-cubic-inch (1,210 cm³) V and VL models were renamed U and UL, the 80-cubic-inch (1,300 cc³) VH and VLH to be renamed UH and ULH, and the 45-cubic-inch (740 cc³) R to be renamed W.
In 1941, the 74-cubic-inch (1,210 cm³) "Knucklehead" was introduced as the F and the FL. The 80-cubic-inch (1,300 cc³) flathead UH and ULH models were discontinued after 1941, while the 74 inch (1880 mm) U & UL flathead models were produced up to 1948.
WORLD WAR II
One of only two American cycle manufacturers to survive the Great Depression. Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers.
Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45 cubic inches (740 cm³) WL line, called the WLA. The A in this case stood for "Army". Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. More than 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) were produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production.
Shipments to the Soviet Union under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War.
The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71. Harley largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942 Harley-Davidson XA. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran 56 °C cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA - already in production - was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made.
SMALL HARLEYS: HUMMERS AND AERMACCHIS
As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT 125, which they adapted, manufactured, and sold from 1948 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the United Kingdom took the same design as the foundation of their BSA Bantam.
In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of Aermacchi's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the Harley-Davidson Sprint. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued.
After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year.
Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirely two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974.
Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva.
OVERSEAS
Established in 1918, the oldest continuously operating Harley-Davidson dealership outside of the United States is in Australia.[4] Sales in Japan started in 1912 then in 1929, Harley-Davidsons were produced in Japan under license to the company Rikuo (Rikuo Internal Combustion Company) under the name of Harley-Davidson and using the company's tooling, and later under the name Rikuo. Production continued until 1958.
TARNISHED REPUTATION
In 1952, following their application to the U.S. Tariff Commission for a 40 percent tax on imported motorcycles, Harley-Davidson was charged with restrictive practices.
In 1969, American Machine and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and lower-quality bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales and quality declined, and the company almost went bankrupt. The "Harley-Davidson" name was mocked as "Hardly Ableson", "Hardly Driveable," and "Hogly Ferguson", and the nickname "Hog" became pejorative.
In 1977, following the successful manufacture of the Liberty Edition to commemorate America's bicentennial in 1976, Harley-Davidson produced what has become one of its most controversial models, the Harley-Davidson Confederate Edition. The bike was essentially a stock Harley with Confederate-specific paint and details.
RESTRUCTING AND REVIVAL
In 1981, AMF sold the company to a group of 13 investors led by Vaughn Beals and Willie G. Davidson for $80 million. Inventory was strictly controlled using the just-in-time system.
In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the US in such volume as to harm or threaten to harm domestic producers. After an investigation by the U.S. International Trade Commission, President Reagan imposed in 1983 a 45 percent tariff on imported bikes with engine capacities greater than 700 cc. Harley-Davidson subsequently rejected offers of assistance from Japanese motorcycle makers. However, the company did offer to drop the request for the tariff in exchange for loan guarantees from the Japanese.
Rather than trying to match the Japanese, the new management deliberately exploited the "retro" appeal of the machines, building motorcycles that deliberately adopted the look and feel of their earlier machines and the subsequent customizations of owners of that era. Many components such as brakes, forks, shocks, carburetors, electrics and wheels were outsourced from foreign manufacturers and quality increased, technical improvements were made, and buyers slowly returned.
Harley-Davidson bought the "Sub Shock" cantilever-swingarm rear suspension design from Missouri engineer Bill Davis and developed it into its Softail series of motorcycles, introduced in 1984 with the FXST Softail.
In response to possible motorcycle market loss due to the aging of baby-boomers, Harley-Davidson bought luxury motorhome manufacturer Holiday Rambler in 1986. In 1996, the company sold Holiday Rambler to the Monaco Coach Corporation.
The "Sturgis" model, boasting a dual belt-drive, was introduced initially in 1980 and was made for three years. This bike was then brought back as a commemorative model in 1991. By 1990, with the introduction of the "Fat Boy", Harley once again became the sales leader in the heavyweight (over 750 cm³) market. At the time of the Fat Boy model introduction, a story rapidly spread that its silver paint job and other features were inspired by the B-29; and Fat Boy was a combination of the names of the atomic bombs Fat Man and Little Boy. However, the Urban Legend Reference Pages lists this story as an urban legend.
1993 and 1994 saw the replacement of FXR models with the Dyna (FXD), which became the sole rubber mount FX Big Twin frame in 1994. The FXR was revived briefly from 1999 to 2000 for special limited editions (FXR2, FXR3 & FXR4).
Construction started on the $75 million, 130,000 square-foot (12,000 m2) Harley-Davidson Museum in the Menomonee Valley on June 1, 2006. It opened in 2008 and houses the company's vast collection of historic motorcycles and corporate archives, along with a restaurant, café and meeting space.
BUELL MOTORCYCLE COMPANY
Harley-Davidson's association with sportbike manufacturer Buell Motorcycle Company began in 1987 when they supplied Buell with fifty surplus XR1000 engines. Buell continued to buy engines from Harley-Davidson until 1993, when Harley-Davidson bought 49 percent of the Buell Motorcycle Company. Harley-Davidson increased its share in Buell to ninety-eight percent in 1998, and to complete ownership in 2003.
In an attempt to attract newcomers to motorcycling in general and to Harley-Davidson in particular, Buell developed a low-cost, low-maintenance motorcycle. The resulting single-cylinder Buell Blast was introduced in 2000, and was made through 2009, which, according to Buell, was to be the final year of production.
On October 15, 2009, Harley-Davidson Inc. issued an official statement that it would be discontinuing the Buell line and ceasing production immediately. The stated reason was to focus on the Harley-Davidson brand. The company refused to consider selling Buell. Founder Erik Buell subsequently established Erik Buell Racing and continued to manufacture and develop the company's 1125RR racing motorcycle.
First overseas factory in Brazil
In 1998 the first Harley-Davidson factory outside the US opened in Manaus, Brazil, taking advantage of the free economic zone there. The location was positioned to sell motorcycles in the southern hemisphere market.
CLAIMS OF STOCK PRICE MANIPULATION
During its period of peak demand, during the late 1990s and early first decade of the 21st century, Harley-Davidson embarked on a program of expanding the number of dealerships throughout the country. At the same time, its current dealers typically had waiting lists that extended up to a year for some of the most popular models. Harley-Davidson, like the auto manufacturers, records a sale not when a consumer buys their product, but rather when it is delivered to a dealer. Therefore, it is possible for the manufacturer to inflate sales numbers by requiring dealers to accept more inventory than desired in a practice called channel stuffing. When demand softened following the unique 2003 model year, this news led to a dramatic decline in the stock price. In April 2004 alone, the price of HOG shares dropped from more than $60 to less than $40. Immediately prior to this decline, retiring CEO Jeffrey Bleustein profited $42 million on the exercise of employee stock options.[80] Harley-Davidson was named as a defendant in numerous class action suits filed by investors who claimed they were intentionally defrauded by Harley-Davidson's management and directors. By January 2007, the price of Harley-Davidson shares reached $70.
PROBLEMS WITH TOURING MODELS
Starting around 2000, several police departments started reporting problems with high speed instability on the Harley-Davidson Touring motorcycles. A Raleigh, North Carolina police officer, Charles Paul, was killed when his 2002 police touring motorcycle crashed after reportedly experiencing a high speed wobble. The California Highway Patrol conducted testing of the Police Touring motorcycles in 2006. The CHP test riders reported experiencing wobble or weave instability while operating the motorcycles on the test track.
2007 STRIKE
On February 2, 2007, upon the expiration of their union contract, about 2,700 employees at Harley-Davidson Inc.'s largest manufacturing plant in York, Pennsylvania went on strike after failing to agree on wages and health benefits. During the pendency of the strike, the company refused to pay for any portion of the striking employees' health care.
The day before the strike, after the union voted against the proposed contract and to authorize the strike, the company shut down all production at the plant. The York facility employs more than 3,200 workers, both union and non-union.
Harley-Davidson announced on February 16, 2007, that it had reached a labor agreement with union workers at its largest manufacturing plant, a breakthrough in the two-week-old strike. The strike disrupted Harley-Davidson's national production and was felt in Wisconsin, where 440 employees were laid off, and many Harley suppliers also laid off workers because of the strike.
MV AGUSTA GROUP
On July 11, 2008 Harley-Davidson announced they had signed a definitive agreement to acquire the MV Agusta Group for $109M USD (€70M). MV Agusta Group contains two lines of motorcycles: the high-performance MV Agusta brand and the lightweight Cagiva brand. The acquisition was completed on August 8.
On October 15, 2009, Harley-Davidson announced that it would divest its interest in MV Agusta. Harley-Davidson Inc. sold Italian motorcycle maker MV Agusta to Claudio Castiglioni, ending the transaction in the first week of August 2010. Castiglioni is the company's former owner and had been MV Agusta's chairman since Harley-Davidson bought it in 2008.
OPERATIONS IN INDIA
In August 2009, Harley-Davidson announced plans to enter the market in India, and started selling motorcycles there in 2010. The company established a subsidiary, Harley-Davidson India, in Gurgaon, near Delhi, in 2011, and created an Indian dealer network.
FINANCIAL CRISIS
According to Interbrand, the value of the Harley-Davidson brand fell by 43 percent to $4.34 billion in 2009. The fall in value is believed to be connected to the 66 percent drop in the company profits in two quarters of the previous year. On April 29, 2010, Harley-Davidson stated that they must cut $54 million in manufacturing costs from its production facilities in Wisconsin, and that they would explore alternative U.S. sites to accomplish this. The announcement came in the wake of a massive company-wide restructuring, which began in early 2009 and involved the closing of two factories, one distribution center, and the planned elimination of nearly 25 percent of its total workforce (around 3,500 employees). The company announced on September 14, 2010 that it would remain in Wisconsin.
MOTORCYCLE ENGINES
The classic Harley-Davidson engines are V-twin engines, with a 45° angle between the cylinders. The crankshaft has a single pin, and both pistons are connected to this pin through their connecting rods.
This 45° angle is covered under several United States patents and is an engineering tradeoff that allows a large, high-torque engine in a relatively small space. It causes the cylinders to fire at uneven intervals and produces the choppy "potato-potato" sound so strongly linked to the Harley-Davidson brand.
To simplify the engine and reduce costs, the V-twin ignition was designed to operate with a single set of points and no distributor. This is known as a dual fire ignition system, causing both spark plugs to fire regardless of which cylinder was on its compression stroke, with the other spark plug firing on its cylinder's exhaust stroke, effectively "wasting a spark". The exhaust note is basically a throaty growling sound with some popping. The 45° design of the engine thus creates a plug firing sequencing as such: The first cylinder fires, the second (rear) cylinder fires 315° later, then there is a 405° gap until the first cylinder fires again, giving the engine its unique sound.
Harley-Davidson has used various ignition systems throughout its history – be it the early points and condenser system, (Big Twin up to 1978 and Sportsters up to 1978), magneto ignition system used on some 1958 to 1969 Sportsters, early electronic with centrifugal mechanical advance weights, (all models 1978 and a half to 1979), or the late electronic with transistorized ignition control module, more familiarly known as the black box or the brain, (all models 1980 to present).
Starting in 1995, the company introduced Electronic Fuel Injection (EFI) as an option for the 30th anniversary edition Electra Glide. EFI became standard on all Harley-Davidson motorcycles, including Sportsters, upon the introduction of the 2007 product line.
In 1991, Harley-Davidson began to participate in the Sound Quality Working Group, founded by Orfield Labs, Bruel and Kjaer, TEAC, Yamaha, Sennheiser, SMS and Cortex. This was the nation's first group to share research on psychological acoustics. Later that year, Harley-Davidson participated in a series of sound quality studies at Orfield Labs, based on recordings taken at the Talladega Superspeedway, with the objective to lower the sound level for EU standards while analytically capturing the "Harley Sound". This research resulted in the bikes that were introduced in compliance with EU standards for 1998.
On February 1, 1994, the company filed a sound trademark application for the distinctive sound of the Harley-Davidson motorcycle engine: "The mark consists of the exhaust sound of applicant's motorcycles, produced by V-twin, common crankpin motorcycle engines when the goods are in use". Nine of Harley-Davidson's competitors filed comments opposing the application, arguing that cruiser-style motorcycles of various brands use a single-crankpin V-twin engine which produce a similar sound. These objections were followed by litigation. In June 2000, the company dropped efforts to federally register its trademark.
BIG V-TWINS
F-head, also known as JD, pocket valve and IOE (intake over exhaust), 1914–1929 (1,000 cm³), and 1922–1929 (1,200 cm³)
Flathead, 1930–1949 (1,200 cm³) and 1935–1941 (1,300 cm³).
Knucklehead, 1936–1947 61 cubic inch (1,000 cm³), and 1941–1947 74 cubic inch (1,200 cm³)
Panhead, 1948–1952 61 cubic inch (1,000 cm³), and 1948–1965, 74 cubic inch (1,200 cm³)
Shovelhead, 1966–1984, 74 cubic inch (1,200 cm³) and 80 cubic inch (1,338 cm³) since late 1978
Evolution (a.k.a. "Evo" and "Blockhead"), 1984–1999, 80 cubic inch (1,340 cm³)
Twin Cam (a.k.a. "Fathead" as named by American Iron Magazine) 1999–present, in the following versions:
Twin Cam 88, 1999–2006, 88 cubic inch (1,450 cm³)
Twin Cam 88B, counterbalanced version of the Twin Cam 88, 2000–2006, 88 cubic inch (1,450 cm³)
Twin Cam 95, since 2000, 95 cubic inch (1,550 cm³) (engines for early C.V.O. models)
Twin Cam 96, since 2007. As of 2012, only the Street Bob and Super Glide Custom Models still use the 96.96 cubic inch (1,584 cm³)
Twin Cam 103, 2003–2006, 2009, 103 cubic inch (1,690 cm³) (engines for C.V.O. models), Standard on 2011 Touring models: Ultra Limited, Road King Classic and Road Glide Ultra and optional on the Road Glide Custom and Street Glide. Standard on most 2012 models excluding Sportsters and 2 Dynas (Street Bob and Super Glide Custom). Standard on all 2014 dyna models.
Twin Cam 110, since 2007, 110 cubic inch (1,800 cm³) (engines for C.V.O. models, 2016 Soft Tail Slim S; FatBoy S, Low Rider S, and Pro-Street Breakout)
Milwaukee-Eight
Twin-cooled 107 ci (1,750 cm³): Standard on touring and trike model year 2017+.
Twin-cooled 114 ci (1,870 cm³): Optional on touring and trike model year 2017+, standard on CVO models.
REVOLUTION ENGINE
The Revolution engine is based on the VR-1000 Superbike race program, co-developed by Harley-Davidson's Powertrain Engineering team and Porsche Engineering in Stuttgart, Germany. It is a liquid cooled, dual overhead cam, internally counterbalanced 60 degree V-twin engine with a displacement of 69 cubic inch (1,130 cm³), producing 115 hp (86 kW) at 8,250 rpm at the crank, with a redline of 9,000 rpm. It was introduced for the new V-Rod line in 2001 for the 2002 model year, starting with the single VRSCA (V-Twin Racing Street Custom) model. The Revolution marks Harley's first collaboration with Porsche since the V4 Nova project, which, like the V-Rod, was a radical departure from Harley's traditional lineup until it was cancelled by AMF in 1981 in favor of the Evolution engine.
A 1,250 cc Screamin' Eagle version of the Revolution engine was made available for 2005 and 2006, and was present thereafter in a single production model from 2005 to 2007. In 2008, the 1,250 cc Revolution Engine became standard for the entire VRSC line. Harley-Davidson claims 123 hp (92 kW) at the crank for the 2008 VRSCAW model. The VRXSE Destroyer is equipped with a stroker (75 mm crank) Screamin' Eagle 1,300 cm³ Revolution Engine, producing more than 165 hp (123 kW).
750 cc and 500 cc versions of the Revolution engine are used in Harley-Davidson's Street line of light cruisers. These motors, named the Revolution X, use a single overhead cam, screw and locknut valve adjustment, a single internal counterbalancer, and vertically split crankcases; all of these changes making it different from the original Revolution design.
DÜSSELDORF-TEST
An extreme endurance test of the Revolution engine was performed in a dynometer installation, simulating the German Autobahn (highways without general speed limit) between the Porsche research and development center in Weissach, near Stuttgart to Düsseldorf. Uncounted samples of engines crashed, until an engine successfully passed the 500 hour nonstop run. This was the benchmark for the engineers to approve the start of production for the Revolution engine, which was documented in the Discovery channel special Harley-Davidson: Birth of the V-Rod, October 14, 2001.
SINGLE-CYLINER ENGINES
IOE singlesThe first Harley-Davidson motorcycles were powered by single-cylinder IOE engines with the inlet valve operated by engine vacuum. Singles of this type continued to be made until 1913, when a pushrod and rocker system was used to operate the overhead inlet valve on the single, a similar system having been used on their V-twins since 1911. Single-cylinder motorcycle engines were discontinued in 1918.Flathead and OHV singlesSingle-cylinder engines were reintroduced in 1925 as 1926 models. These singles were available either as flathead engines or as overhead valve engines until 1930, after which they were only available as flatheads. The flathead single-cylinder motorcycles were designated Model A for engines with magneto systems only and Model B for engines with battery and coil systems, while overhead valve versions were designated Model AA and Model BA respectively, and a magneto-only racing version was designated Model S. This line of single-cylinder motorcycles ended production in 1934.
MODEL FAMILIES
Modern Harley-branded motorcycles fall into one of six model families: Touring, Softail, Dyna, Sportster, Vrod and Street. These model families are distinguished by the frame, engine, suspension, and other characteristics.
TOURING
Touring models use Big-Twin engines and large-diameter telescopic forks. All Touring designations begin with the letters FL, e.g., FLHR (Road King) and FLTR (Road Glide).
The touring family, also known as "dressers" or "baggers", includes Road King, Road Glide, Street Glide and Electra Glide models offered in various trims. The Road Kings have a "retro cruiser" appearance and are equipped with a large clear windshield. Road Kings are reminiscent of big-twin models from the 1940s and 1950s. Electra Glides can be identified by their full front fairings. Most Electra Glides sport a fork-mounted fairing referred to as the "Batwing" due to its unmistakable shape. The Road Glide and Road Glide Ultra Classic have a frame-mounted fairing, referred to as the "Sharknose". The Sharknose includes a unique, dual front headlight.
Touring models are distinguishable by their large saddlebags, rear coil-over air suspension and are the only models to offer full fairings with radios and CBs. All touring models use the same frame, first introduced with a Shovelhead motor in 1980, and carried forward with only modest upgrades until 2009, when it was extensively redesigned. The frame is distinguished by the location of the steering head in front of the forks and was the first H-D frame to rubber mount the drivetrain to isolate the rider from the vibration of the big V-twin.
The frame was modified for the 1994 model year when the oil tank went under the transmission and the battery was moved inboard from under the right saddlebag to under the seat. In 1997, the frame was again modified to allow for a larger battery under the seat and to lower seat height. In 2007, Harley-Davidson introduced the 96 cubic inches (1,570 cubic centimetres) Twin Cam 96 engine, as well the six-speed transmission to give the rider better speeds on the highway.
In 2006, Harley introduced the FLHX Street Glide, a bike designed by Willie G. Davidson to be his personal ride, to its touring line.
In 2008, Harley added anti-lock braking systems and cruise control as a factory installed option on all touring models (standard on CVO and Anniversary models). Also new for 2008 is the 6-US-gallon (23 l; 5.0 imp gal) fuel tank for all touring models. 2008 also brought throttle-by-wire to all touring models.
For the 2009 model year, Harley-Davidson redesigned the entire touring range with several changes, including a new frame, new swingarm, a completely revised engine-mounting system, 17-inch (430 mm) front wheels for all but the FLHRC Road King Classic, and a 2–1–2 exhaust. The changes result in greater load carrying capacity, better handling, a smoother engine, longer range and less exhaust heat transmitted to the rider and passenger. Also released for the 2009 model year is the FLHTCUTG Tri-Glide Ultra Classic, the first three-wheeled Harley since the Servi-Car was discontinued in 1973. The model features a unique frame and a 1,690 cm³ engine exclusive to the trike.
In 2014, Harley-Davidson released a redesign for specific touring bikes and called it "Project Rushmore".[125] Changes include a new 103CI High Output engine, one handed easy open saddlebags and compartments, a new Boom! Box Infotainment system with either 10 cm or 16.5 cm screens featuring touchscreen functionality 16.5 cm models only], Bluetooth (media and phone with approved compatible devices), available GPS and SiriusXM, Text-to-Speech functionality (with approved compatible devices) and USB connectivity with charging. Other features include ABS with Reflex linked brakes, improved styling, Halogen or LED lighting and upgraded passenger comfort.
SOFTAIL
These big-twin motorcycles capitalize on Harley's strong value on tradition. With the rear-wheel suspension hidden under the transmission, they are visually similar to the "hardtail" choppers popular in the 1960s and 1970s, as well as from their own earlier history. In keeping with that tradition, Harley offers Softail models with "Heritage" styling that incorporate design cues from throughout their history and used to offer "Springer" front ends on these Softail models from the factory.Designation
Softail models utilize the big-twin engine (F) and the Softail chassis (ST).
Softail models that use 21 inch (530 mm) Front Wheels have designations that begin with FX, e.g., FXSTB (Night Train), FXSTD (Deuce), and FXSTS (Springer).
Softail models that use 16 inch (410 mm) Front Wheels have designations beginning with FL, e.g., FLSTF (Fat Boy), FLSTC (Heritage Softail Classic), FLSTN (Softail Deluxe) and FLS (Softail Slim).
Softail models that use Springer forks with a 21-inch (530 mm) wheel have designations that begin with FXSTS, e.g., FXSTS (Springer Softail) and FXSTSB (Bad Boy).
Softail models that use Springer forks with a 16-inch (410 mm) wheel have designations that begin with FLSTS, e.g., FLSTSC (Springer Classic) and FLSTSB (Cross Bones).
DYNA
Dyna-frame motorcycles were developed in the 1980s and early 1990s and debuted in the 1991 model year with the FXDB Sturgis offered in limited edition quantities. In 1992 the line continued with the limited edition FXDB Daytona and a production model FXD Super Glide. The new DYNA frame featured big-twin engines and traditional styling. They can be distinguished from the Softail by the traditional coil-over suspension that connects the swingarm to the frame, and from the Sportster by their larger engines. On these models, the transmission also houses the engine's oil reservoir.
Prior to 2006, Dyna models typically featured a narrow, XL-style 39mm front fork and front wheel, as well as footpegs which the manufacturer included the letter "X" in the model designation to indicate. This lineup traditionally included the Super Glide (FXD), Super Glide Custom (FXDC), Street Bob (FXDB), and Low Rider (FXDL). One exception was the Wide Glide (FXDWG), which featured thicker 41mm forks and a narrow front wheel, but positioned the forks on wider triple-trees that give a beefier appearance. In 2008, the Dyna Fat Bob (FXDF) was introduced to the Dyna lineup, featuring aggressive styling like a new 2–1–2 exhaust, twin headlamps, a 180 mm rear tire, and, for the first time in the Dyna lineup, a 130 mm front tire. For the 2012 model year, the Dyna Switchback (FLD) became the first Dyna to break the tradition of having an FX model designation with floorboards, detachable painted hard saddlebags, touring windshield, headlight nacelle and a wide front tire with full fender. The new front end resembled the big-twin FL models from 1968-1971.
The Dyna family used the 1,440 cm³ twin cam from 1999 to 2006. In 2007, the displacement was increased to 1,570 cm³ as the factory increased the stroke to 111.1 mm. For the 2012 model year, the manufacturer began to offer Dyna models with the 103-cubic-inch (1,690 cm³) upgrade. All Dyna models use a rubber-mounted engine to isolate engine vibration.
DESIGNATION
Dyna models utilize the big-twin engine (F), footpegs noted as (X) with the exception of the 2012 FLD Switchback, a Dyna model which used floorboards as featured on the Touring (L) models, and the Dyna chassis (D). Therefore, except for the FLD from 2012 to 2016, all Dyna models have designations that begin with FXD, e.g., FXDWG (Dyna Wide Glide) and FXDL (Dyna Low Rider).
SPORTSTER
Introduced in 1957, the Sportster family were conceived as racing motorcycles, and were popular on dirt and flat-track race courses through the 1960s and 1970s. Smaller and lighter than the other Harley models, contemporary Sportsters make use of 883 cc or 1,200 cc Evolution engines and, though often modified, remain similar in appearance to their racing ancestors.
Up until the 2003 model year, the engine on the Sportster was rigidly mounted to the frame. The 2004 Sportster received a new frame accommodating a rubber-mounted engine. This made the bike heavier and reduced the available lean angle, while it reduced the amount of vibration transmitted to the frame and the rider, providing a smoother ride for rider and passenger.
. . . for further reading go to:
WIKIPEDIA
This might be my new favorite figure of the year. The one12 Jason would be a very close second.
As soon as I opened the box I was impressed, it was a very similar feeling to when I opened Jason back in March.
The likeness is spot on, all 4 heads are excellent. The expressions are all solid choices, and I love how they managed to pull off the skull head having a removable face that gives us two heads in one. Back when I saw the figure announced I was skeptical that it would work. They all swap out easily and the paint for the most part is clean with very few mistakes.
The clothes are very well tailored, I love how the sweater turned out. The material is just right and it looks so good for the scale that it is. The weathering is also not too overdone and adds to the realism. I'm also very happy with the colors. The red and green are bright, but depending on the lighting you can get it to look pretty close to the movie. I like how vibrant it is compared to the Neca ultimate. As a precaution, I did add a light amount of fray check to the inside of his collar, as I was afraid that over time from swapping/articulating his heads that it might begin to split in a few places. Before that, I also used some water and then some heat to get the right side of his collar to stand up. For some reason a lot of these seem to have one side of it flattened down making it more susceptible to damage. The pants are also good. The prototype had pants that looked too brown. Thankfully they toned that down, on the final product they are a grey/brown that seems to shift depending on lighting and distance.
The articulation is superb. I was very pleased to find out he has double elbow joints, they make a huge difference when posing him. The shoulders are also very good, as are his wrists. Even with the glove, the wrist joint has a lot of range. The whole figure is very posable, with the only issue being his ankles. I know a few reviews noticed that for some reason his ankle joints have almost no pivot to them. This is a head scratcher since the other two one12 figures I have (Myers and Jason) have really good ankle joints with very fluid ankle movement and pivot. These bad ankles are really the only big problem the figure has. I will warn that when I first got him out of the box his joints were very stiff, especially the elbows. Now that he's warmed up and I've posed him a bit they move just fine.
He doesn't have a lot when it comes to accessories, but what you get is what you need. Besides the 4 different heads, you also have plenty of hands. Including an alternate pointing glove hand was a huge plus for me, it allows for even more options when posing him. Both gloves are great, the blades are just thin enough to look good. I imagine the blades could be very fragile if you are not careful with them. When swapping them out I would advise on being extra careful and pay attention to where you hold onto the hands when swapping them out. The gloves are painted well enough, I would have preferred the glove itself to have a more accurate color to it, but I'm happy enough with it not to change it. The wrist pegs are also very small, so be careful with those too. I did have to use a hair dryer when I first tried swapping all the hands around. Speaking of which, the extra left hands he comes with are great. Now, Mezco did take some artistic license with them, as his hand did not have burns in the first film. Mezco opted to give them burns, similar to those on his head. While I do prefer things to be movie accurate, I'm not too bothered by this. They even made his forearms under the sweater have matching fully sculpted and painted burns, which is such a great touch. I'm also very impressed with the hand with the sliced off fingers. The green slime is a separate glued on piece, and it is translucent!
The stand is solid, the poster art looks great on it, though they placed the footpeg in a different spot than the other two I have so instead of standing towards the back he's in the middle of the stand.
He also comes with the trashcan lid for some reason. I'm not complaining, I just find the inclusion of it weird.
Overall, he's a spectacular Freddy figure. Worth every penny. I know it's comparing apples to oranges, but he is superior to the Neca Ultimate version imo. Now don't get me wrong, I still love my Neca Ultimate part 1, he's still one of my absolute favorite Neca figures that I own. But, this Mezco version has so much more to offer. When I look at him I'm amazed that he's a mass produced piece. I can't wait to do some more serious pictures soon.
Vincent Motorcycles
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Vincent Engineers Ltd
Vincent Logo.PNG
New York Vincent-HRD Series C Black Shadow Motorcycle.jpg
Vincent Series C Black Shadow
Trading name
Vincent Engineers (Stevenage) Ltd.
Formerly called
Vincent HRD
Industry
Manufacturing and engineering
Fate
Bankrupt
Successor
Harper Engineering (Stevenage)[1][2][3]
Founded
1928
Founder
Philip Vincent
Defunct
1959
Headquarters
Stevenage, Hertfordshire, England
Key people
Phil Irving (Designer and development engineer)
Ted Davis (Chief tester)[4][5]
George Brown (Tester)[5][6]
Products
Motorcycles, three-wheelers, pumps, amphibious vehicles, drones
Vincent Motorcycles was a British manufacturer of motorcycles from 1928 to 1955. The business was established by Philip Vincent who bought an existing manufacturing name HRD, initially renaming it as Vincent HRD, producing his own motorcycles as previously with bought-in engines. From 1934, two new engines were developed in 500 cc and 1,000 cc capacities. Production grew from 1936, with the most-famous models being developed from the original designs after the War period in the late 1940s.[7]
The 1948 Vincent Black Shadow was at the time the world's fastest production motorcycle.[8] The name was changed to Vincent Engineers (Stevenage) Ltd. in 1952 after financial losses were experienced releasing capital to produce a Vincent-engined prototype Indian for the US market during 1949.[7] In 1955 the company discontinued motorcycle production after experiencing further heavy financial losses.
Contents [hide]
1 History 1.1 Phil Vincent
1.2 Phil Irving
2 World War II
3 Models 3.1 Meteor and Comet
3.2 1936 Series A Rapide 3.2.1 Specifications
3.3 1946 Series B Rapide
3.4 1948 Series C Vincents 3.4.1 Specifications
3.5 1954 "Series D" Vincents
3.6 Fireflys, three wheelers, and NSU
4 The Last Vincent Motorcycle
5 Post motorcycle manufacturing
6 Subsequent developments 6.1 Norvin
6.2 Fritz Egli
6.3 Vincent RTV Motorcycles
6.4 Vincent Motors
6.5 Irving Vincent
7 See also
8 Notes
9 References
10 External links
History[edit]
Vincent Motorcycles, "the makers of the world's fastest motorcycles", began with the purchase of HRD Motors Ltd less the factory premises, by Philip Vincent in May, 1928.
HRD was founded by the British Royal Flying Corps (RFC) pilot, Howard Raymond Davies, who was shot down and captured by the Germans in 1917. Legend has it that it was while a prisoner of war that he conceived the idea of building his own motorcycle, and contemplated how he might achieve that. It was not until 1924 that Davies entered into partnership with E J Massey, trading as HRD Motors. Various models were produced, generally powered by J.A.P. engines.
Unfortunately, although HRD motorcycles won races, the company ran at a loss. In January 1928 it went into voluntary liquidation. The company was initially bought by Ernest Humphries of OK-Supreme Motors for the factory space, and the HRD name, jigs, tools, patterns, and remaining components were subsequently offered for sale again.
Phil Vincent[edit]
Main article: Phil Vincent
Detail of Vincent cantilever suspension
Philip Vincent was advised to start production under an established name. He had built a motorcycle of his own in 1927 and in 1928 had registered a patent for a cantilever rear suspension of his own design. With the backing of his family wealth from cattle ranching in Argentina, Vincent acquired the trademark, goodwill and remaining components of HRD from Humphries for £450 in 1928.
HRD motorcycle badge.JPG
The company was promptly renamed Vincent HRD Co., Ltd and production moved to Stevenage. The new trademark had The Vincent in very small letters above the large "HRD". After World War 2 Britain had an export drive to repay its war debts, and the USA was the largest market for motorcycles, so from 1950 the HRD was dropped from the name to avoid any confusion with the "HD" of Harley Davidson,[9] and the motorcycle became The Vincent.
In 1928 the first Vincent-HRD motorcycle used a JAP single-cylinder engine in a Vincent-designed cantilever frame. The earliest known example extant exists in Canberra, Australia. Some early bikes used Rudge-Python engines. But after a disastrous 1934 Isle of Man TT, with engine problems and all three entries failing to finish, Phil Vincent and Phil Irving decided to build their own engines.
Phil Vincent also experimented with three-wheeled vehicles, amphibious vehicles, and automobiles. In 1932 the first 3-wheeler, "The Vincent Bantam" appeared, powered by a 293cc Villiers engine. It was a 2.5 cwt delivery van with a car seat and a steering wheel. The Bantam cost £57-10-0 and the windscreen and hood option cost £5-10-0. Production ceased in 1936.[10]
Phil Irving[edit]
Main article: Phil Irving
Vincent Comet from 1950 at the Deutsches Zweirad- und NSU-Museum
In late 1931 Phil Irving first joined Vincent as an engineer alongside fellow-engineer E.J. Massey from the original HRD company after initially working on metallurgy for Velocette,[11][12] leaving to return to his native Australia in 1949.[7] His first engine design was an OHV 500 cc single-cylinder engine in 1934 called the "Meteor".
World War II[edit]
In 1937 Phil Irving went to work for Velocette but returned to Vincent Motorcycles in 1943. Vincent primarily made munitions, but Vincent engines were trialled in boats and portable pumps during the war, and the end of hostilities saw Vincent ready to return to motorcycle production. Vincent developed a highly efficient opposed-piston two-stroke engine for use in air-dropped lifeboats, although development outlasted the war and it never went into service.
Vincent already looked to America for sales, and in 1944 Eugene Aucott opened the first USA dealership in the city of Philadelphia. Others followed.
Models[edit]
Meteor and Comet[edit]
Vincent HRD (4156704856).jpg
The standard motor was known as the Meteor and the sports motor was the Vincent Comet; it was distinguished from earlier Vincent models of that name by the “Series-A” prefix. There was a TT replica & the Comet Special (basically a TTR with lights, horn etc.), which used a bronze head.[13] The Meteor motor produced 26 bhp (19 kW) @ 5300 rpm,
An unusual feature of the valve design for these motors was the double valve guides, and the attachment of the forked rocker arm to a shoulder between the guides, to eliminate side forces on the valve stem and ensure maximum valve life under racing conditions.
The Series-A Comet could do 90 mph (140 km/h), but Phil Vincent and his racing customers wanted more.
1936 Series A Rapide[edit]
Main article: Vincent Rapide
Vincent Series 'A' Rapide
Legend has it that Irving accidentally put a side-view tracing of the Vincent 500 motor wrong way up on top of an equally sized drawing of the same view of the same motor, and saw, moving the tracing so the crankshafts and idler gears coincided, that the result looked like a possible design for a V-twin. This resulted in the 47.5° V twin which appeared in 1936. (The single leaned forward 23.75°.)[14][not in citation given]
The Vincent V-twin motorcycle incorporated a number of new and innovative ideas, some of which were more successful than others.
The Vincent HRD Series A Rapide was introduced in October 1936. Its frame was of brazed lug construction, based on the Comet design but extended to accommodate the longer V twin engine. It continued the use of "cantilever" rear suspension, which was used on all Vincents produced from 1928 until 1955. Other innovations included a side stand.
Innovative telescopic forks were not adopted by Vincent, with both Phils believing girder forks were superior at the time and beyond. The Series-A had external oil lines – known as "the plumber's nightmare" – and a separate gearbox.[15]
With 6.8:1 compression ratio, the 998 cc Series A Rapide Vincent produced 45 hp (34 kW), and was capable of 110 miles per hour (180 km/h). The high power meant that the Burman clutch and gearbox transmission did not cope well.[16][17]
Specifications[edit]
Engine: 998 cc, 47.5 degree v-twin ohv four-stroke
Bore and Stroke: 84 × 90 mm
Compression Ratio: 6.8:1
Power: 45 bhp (34 kW) @ 5500 rpm
Produced: 1936–1939
Wheelbase: 58.5 inch
Dry Weight: 430 lb (200 kg)
Carburettor: 1.0625 inch Amal
Gearbox: Burman 4 speed, triplex chain primary, wet multiplate clutch
Frame: Brazed lug duplex tubular cradle. Cantilever rear springing
Front forks: Brampton girder forks
Top Speed: 110 mph (180 km/h)
1946 Series B Rapide[edit]
The Series B Rapide designed during the war and released to the press before end of hostilities looked radically different from the A: now the oil pipes were internal, and the gearbox was part of the engine casting (Unit Construction). The angle between the cylinders was now 50° instead of the 47.5° of the Series A engine. This allowed the use of the engine as a stressed member of the frame, which consisted of an oil-tank spine with the engine hanging below, and the front and rear suspension attached at the ends. This was considered sensational at the time, and the arrangement was not seen again till the late seventies. The use of the engine-gearbox unit as a stressed member became more usual. Brakes were dual single-leading shoe (SLS), front and rear. The 55.5-inch (1,410 mm) wheelbase was three inches (76 mm) shorter than the Series A, and its dimensions were more like a 500 cc bike of the time.
A more modern hydraulic shock absorber and spring assembly later replaced the old twin springs and friction damper. The rear seat was supported by a sub-frame down to the rear frame pivot point, providing a semi-sprung seat with 6 inches (150 mm) of suspension. (Yamaha would rediscover this suspension system nearly 40 years later.)
The Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front.[18]
The Series "B" incorporated an inline felt oil filter instead of the metal gauze of the Series "A".
Vincent used quickly detachable wheels, making wheel and tyre changes easier. The rear wheel was reversible, and different size rear sprockets could be fitted for quick final-drive ratio changes. The brake & gear shift were adjustable for reach to suit individual feet. The rear mud guard was hinged to facilitate the removal of the rear wheel.
From today's perspective, it seems incongruous that Vincent could see the need for, and design, a cantilever rear suspension, as well as incorporate so many other new ideas, yet use Brampton girder forks with friction dampers up front. The two Phils felt that the telescopic forks of the time were prone to lateral flex, so they persisted with girder forks, and did use hydraulic damping in the Series C "Girdraulic" forks.
Starting in 1948, Indian Motorcycles distributed Vincents in the United States along with other British motorcycles including AJS, Royal Enfield, Matchless and Norton.[19] That same year an Indian Chief was sent to Stevenage to be fitted with a Vincent Rapide engine. The resulting hybrid Vindian did not go into production.
1948 Series C Vincents[edit]
Black Shadow and Black Lightning
Vincent Black Lightning from 1950 at the Zweirad-Museum Neckarsulm
The 1948 Series C Rapide differed from the Series B in having "Girdraulic" front forks – which were girder forks with hydraulic damping.[20] By 1950, the Series C featured a 998cc, 50-degree V-twin that put out between 45 and 55 horsepower, depending on the state of tune (Rapide or Black Shadow).[21]
The Black Shadow, capable of 125 mph (201 km/h), and easily recognised by the black coating on the engine and gearbox unit known as Pylumin,[22][23] and large 150 mph (240 km/h) speedometer, was introduced. The engine produced 54 bhp (40 kW) @ 5700 rpm in Black Shadow trim.
The Black Lightning was a racing version of the Black Shadow; every necessary steel part on it that could be was remade in aluminium, and anything not essential was removed altogether. These changes helped reduce the weight from 458 lb (208 kg) to 380 lb (170 kg). Every bit the racer, it had a single racing seat and rear-set footrests.
The 500 cc Meteor and Comet singles were introduced, along with a 500 cc racer, the Vincent Grey Flash. The Grey Flash racer used Albion gears, for the greater choice of ratios available.[24] The 500 cc bikes used a wet multiplate clutch, while the 998 cc V-twins used a dry, drum-type servo clutch.
Most Vincents were painted black. In 1949 a White Shadow (a machine to Black Shadow mechanical specification, with the Rapide colour scheme) was available, but only 15 were sold, and the option was dropped in 1952. In 1950 16 Red Comets were shipped to the United States. There were also 31 of the 1948 Grey Flash built.[25]
From 1950, HRD was dropped from the name, and the logo now simply read The Vincent.[9][26]
Specifications[edit]
Make: Vincent HRD
Model: 1948 Series C Black Shadow
Engine: 998 cc (84 × 90 mm bore and stroke) 50° OHV V Twin, 7.3:1 CR, polished conrods
Carburetor: 2 × 1.125-inch (28.6 mm) type 29 Amals
Ignition: Lucas magneto (1955 models: coil ignition)
Electrics: 6v 45w dynamo
Lubrication: Dry sump, 3 US quarts
Gearbox: Integral Vincent four speed, triplex chain primary, dry servo – drum clutch
Final Drive: 530 chain, 46/21 sprockets
Tyres: 3 × 20 in front, 3.50 × 19 in rear
Wheels: Front: 1.65 × 20 in. steel rim; Rear: 1.65 × 19 in. steel rim.
Frame: Spine frame with engine as stressed member
Rear Suspension: Cantilever rear springing
Front forks: Vincent Girdraulic forks, 3" travel
Brakes: Twin drums, 7 in diameter in front and rear, single leading shoe 7/8" wide.
Weight: 458 lb (208 kg) – 206 kg Wet – 500 lb (227 kg)
Wheelbase: 55.5 in. (1415 mm)
Seat height: 32.5 in. (826 mm)
Performance: 125 mph / 201 km/h – 55 bhp (41 kW) at 5500 rpm
Fuel Capacity 3.5 gallons / 16 litres
Manufacturer: The Vincent-HRD Co. Ltd., Great North Road, Stevenage, Herts
1954 "Series D" Vincents[edit]
Vincent power land speed record holder Rollie Free featured in one of the most iconic photographs in motorcycling history.
The term "Series D" was not used by the factory, but was taken as a natural progression by the motorcycling world, and indicates a change of the rear subframe with a new seat support, which freed the passenger footpegs from the swingarm-connected-seat struts of the Series B and C models. With sales falling, Vincent tried modernizing his existing line by enclosing the motorcycles in fiberglass bodywork; fairings, engine shrouds, and an enclosed tail section; these were named the Victor (an upgraded Comet), the Black Knight (an upgraded Rapide) and the Black Prince (an upgraded Shadow). They were poorly received by the public, and suffered delays in production, waiting for the new bodywork. A short-lived unfaired version of the Black Prince was then produced, and a Series D Comet.
Rolland "Rollie" Free (November 11, 1900 – October 11, 1984) was a motorcycle racer best known for breaking the American motorcycle land speed record in 1948 on the Bonneville Salt Flats, Utah. The picture of Free, prone and wearing a bathing suit, has been described as the most famous picture in motorcycling [27] and Russell Wright won another World Land Speed Record at Swannanoa with a Vincent HRD motorcycle in 1955 at 184.83 mph (297.46 km/h).
However, sales declined further after the post-war motorcycling boom owing to the availability of cheaper motor cars, so not many "Series D" models were made.
Fireflys, three wheelers, and NSU[edit]
The Firefly was a 45 cc "clip on" engined bicycle built from 1953 to 1955 under licence from Miller, who were suppliers of electrical components to Vincent. It was also known as the Vincent Power Cycle. The Vincent Owners Club was predictably surprised by this new, cheap, entry-level Vincent.[28]
By 1954, Vincent Motorcycles was in an increasingly difficult situation. In the quest for solvency, Vincent looked for ways to improve their position. The trike idea was revived. In 1932 "The Vincent Bantam" was first introduced: Vincent's first 3-wheeler, powered by a 293 cc SV JAP or 250 cc Villiers engine, was a 2.5 cwt delivery van which used a car seat and steering wheel rather than the standard motorcycle saddle and handlebars. The Bantam was priced at £57-10-0 with a windscreen and hood available for an additional £5-10-0. It ceased production in 1936 – the first year of the Series A motorcycle.
NSU-Vincent Fox
In 1954/1955, due to falling sales of motorcycles, the prototype 3-wheeler powered by a Vincent Rapide 998 cc engine was produced. (Some years later,the vehicle was named "Polyphemus" by its owner, Roy Harper.) To keep development and production costs low, it used a parts-bin approach, including pieces from Vincent motorcycles, as well as wheels which came from a Morris Minor. The body was made from 16-gauge aluminium. With the standard Rapide engine, "Polyphemus" could reach 90 mph (140 km/h). Before it was sold, in the hands of Ted Davis, it achieved 117 mph (188 km/h) with a Black Lightning engine. The “Vincent 3-wheeler” was eventually sold to a member of the public for £500 – a high price for any vehicle at the time (the BMC Mini launched four years later for £497[29]), especially for a vehicle with no reverse gear, self-starter or hood.[10]
Unfortunately Vincent motorcycles were hand-built and expensive – only a total of 11,000 machines were sold post–World War Two. A sales slump in 1954 forced the company to import and sell NSU mopeds. One hundred sixty two-stroke Foxes NSU-Vincent 123 cc were built. There were also 40 98cc OHV four-stroke NSU-Vincents, and Vincent also sold the "NSU Quickly" moped; too well it appears (selling about 20,000 in one year – a footnote to how the market had changed again), as NSU took control of its own sales after a year.
The Last Vincent Motorcycle[edit]
At a Vincent Owners' Club dinner in the summer of 1955, Phil Vincent announced that the company could no longer continue in the face of heavy losses and that production of motorcycles would cease almost immediately.[30][dead link]
In 1955, one week before Christmas, the last Vincent came off the production line and was promptly labelled "The Last".
Post motorcycle manufacturing[edit]
Vincent Amanda watercraft at the London Motorcycle Museum
The factory then turned to general engineering, the manufacture of industrial engines, and there was the Amanda water scooter.[31] A Vincent engineer lost his life testing it, drowning at sea.[32]
Vincent tried for a government contract supplying motors for the ML Aviation U120D target aircraft.[33] The motor had to be capable of passing prolonged full power operation tests. This was called the Picador project.[34] The Vincent motor was upgraded with a better crankshaft, Scintilla magneto, double speed oil pump and fuel injection. They did not get a contract. (Russel Wright's record breaking bike was fitted with a Picador crank and oil pump, by Vincent, while in England for Earls Court, shortly after the 1955 record attempt.)[35]
The company went into receivership in 1959. The name and motorcycle component manufacturing rights were taken over by a local business, Harper Engines Ltd., of Stevenage, Herts.,[1][2] and has since been bought and sold by other engineering firms.
Subsequent developments[edit]
Norvin[edit]
Norvin in traditional 1960s style showing Shadow engine finish in a Manx Norton frame, forks, swinging arm and wheels with rear hub reversed to suit the Vincent timing–side final drive
Vincent engines have been fitted to other frames. The most common was the Norvin, using a Norton Featherbed frame. Other names were used, including Vincent–Norton, Vinton and Vin–Nor.[36]
Somerton Viscount 998 cc Norvin with Manx Norton frame, swinging arm and wheels with Norton roadster 'Roadholder' front forks
Whereas most were one-off builds, an early attempt at production was announced by Staffordshire engineer Tom Somerton in late 1959, with an intended low-volume run from 1960.[37] It's not known how many were completed.
New Norvins were announced by Hailwood Motorcycle Restorations in 2008,[38] a brand associated with David Hailwood (Mike Hailwood's son) and bike restorer John Mossey. The business soon was dissolved.[39]
The Norvin is now available from John Mossey under a new brand, JMC Classics, together with the Egli-framed Vincent.
Fritz Egli[edit]
Egli Vincent
Main article: Fritz Egli
Fritz Egli, a specialist frame manufacturer based in Switzerland, produced an Egli-Vincent, and around 100[citation needed] were produced between 1967 and 1972.[clarification needed] Egli-Vincents were subsequently built under licence in France by Patrick Godet.[40] JMC Classics also produce new Egli framed Vincents in UK.
Vincent RTV Motorcycles[edit]
Vincent RTV1200
In 1996, a new motorcycle company was formed by three individuals, Rodney Brown (a metallurgical engineer), Terry Prince (a Vincent enthusiast and specialist) and Ron Slender.[41] Brown provided the financial start and along with Prince were the founding directors, with Slender specialising with business development post-production. The company was named RTV Motorcycles. Its ambition was to produce a modern day classic Vincent motorcycle that could be marketed, in reasonable volumes, worldwide. It used a redesigned and modernised version of the Vincent engine, engineered by Prince, with an increased capacity and in an Egli-style frame. The motorcycles were to be built individually by hand.
The range was to include both a touring and sports model in capacities of 1,000 cc (RTV1000) and 1,200 cc (RTV1200). Complete new engines would also be made available for separate purchase. Production was initially to begin for the larger capacity machine designated the RTV1200. These were to be fitted, as standard, with state of the art; Bosch electric start, Brembo brakes, adjustable Paioli upside down forks, Ohlins rear monoshock and V-2 multiplate clutch. The first factory prototype RTV was built in 1998, other RTV prototypes were in various stages before the company went into voluntary liquidation towards the end of that year.[42]
Vincent Motors[edit]
Vincent Motors USA founder and president, Bernard Li, acquired the Vincent trademark in 1994 and formally launched Vincent Motors USA in 1998, spending about $2 million building prototypes that resemble the original Vincent but utilised modern components like the Honda RC51 V-twin engine. Vincent Motors was based in San Diego.[43][dead link]
Beau 'Beato' Beaton on the Irving Vincent at Goodwood Festival of Speed in 2012
A resurrection of the Vincent name is now unlikely as the RC51 engine is out of production, and Li was killed in a motorcycle accident in Arizona in 2008.[44]
Irving Vincent[edit]
The Irving Vincent is produced in small numbers by HRD Engineering (Horner Race Development - Ken and Barry Horner) in Hallam, Victoria, Australia. It is a re-engineered version based on the original Phil Irving drawings, with engine capacities of 1000 cc, 1300 cc or 1600 cc.[45][46]
The marque gained worldwide recognition by winning the Daytona (Florida, US) ‘Battle of the Twins’ in its first attempt in 2008, ridden by Craig McMartin.[47][48]
See also[edit]
List of Vincent motorcycles
HRD Motorcycles
Vincent Black Shadow
Notes[edit]
1.^ Jump up to: a b Motorcycle Mechanics, August 1961, p69. Advert - Vincent Harper Engines Ltd., Stevenage, Herts. "Successors to Vincent Engineers (Stevenage) Ltd. The only manufacturers of genuine VINCENT spares. Works Service, Repairs, Spares Counter or prompt C.O.D.". Accessed and added 2014-09-18
2.^ Jump up to: a b Motorcycle Mechanics, September 1964, pp.34-35, 56 Black Shadow - Harper Engineering rebuild, road test by editor Bill Lawless. Accessed and added 2014-09-18
3.Jump up ^ Classic Bike, September 2002, The Vincent Story - Timeline, by Dave Minton. "Vincent Engineers is bought by the Harper Group and registered as Harper Engines Ltd.". p.31 Accessed and added 2014-09-26
4.Jump up ^ Motorcycle Sport, July 1979, p.360 P.C.Vincent - A tribute by R.R.H. (Robert 'Bob' Holliday, ex-editor of Motor Cycling) "Much of the efficiency is due to the development work of Ted Davis, then Vincent's Chief Tester". Accessed and added 26 September 2014
5.^ Jump up to: a b Motorcycle Sport, July 1979, p.349 P.C.Vincent - A tribute by R.R.H. (Robert 'Bob' Holliday, ex-editor of Motor Cycling) "While George Brown was breaking records with his solo Vincents, Ted was dusting up the opposition with his chair outfit using a Lightning engine.". Accessed and added 26 September 2014
6.Jump up ^ Classic Bike, September 2002, The Vincent Story - Timeline, by Dave Minton. "1947. George Brown, a Vincent tester and racer, builds Gunga Din, the father of all Vincent twin record breakers, and changes the world by forcing the Black Shadow and Black Lightning into life...". p.28 Accessed and added 2014-09-26
7.^ Jump up to: a b c Classic Bike, September 2002, The Vincent Story - Timeline, by Dave Minton, pp.27-31 Accessed and added 2014-09-17
8.Jump up ^ Ward, Ian. Great British Bikes. Macdonald & Co. ISBN 0-7481-0020-2.
9.^ Jump up to: a b Vincent Owners' Club The Marque's History Retrieved 2 June 2014
10.^ Jump up to: a b [1] 3Wheelers Vincent Three Wheelers (Retrieved 22 October 2006)
11.Jump up ^ Motorcycle Sport, July 1979, p.350 P. C. Vincent - A tribute by R. R. H. (Robert 'Bob' Holliday, ex-editor of Motor Cycling) Accessed and added 26 September 2014
12.Jump up ^ "Vincent Motors History". Vincent Motors. Vincent Motors, USA. 2004. Archived from the original on 2010-07-02. Retrieved 22 October 2006.
13.Jump up ^ [2] NTNOA Histories (Retrieved 22 October 2006)
14.Jump up ^ [3] Dropbears Histories (Retrieved 22 October 2006)[not in citation given]
15.Jump up ^ Wilson, Hugo. (1993) The Ultimate Motor-Cycle Book p.82 Vincent HRD "The pre-war bikes were nicknamed 'the plumber's nightmare' due to their confusion of external oil pipes." Dorling Kindersley ISBN 0751300438 Accessed and added 2014-07-17
16.Jump up ^ [4] Ian Chadwick Vincent (Retrieved 22 October 2006)
17.Jump up ^ Motorcycle Sport, July 1979, p.350 P.C.Vincent - A tribute by R.R.H. (Robert 'Bob' Holliday, ex-editor of Motor Cycling) Accessed and added 2014-06-23
18.Jump up ^ [5] TheVincent Models and Fittings (Retrieved 22 October 2006)
19.Jump up ^ Greg Williams (September–October 2009). "The Last Vincent Black Lightning?". Motorcycle Classics. Retrieved 2010-10-27.
20.Jump up ^ [6] Is-it-a-lemon Vincent review (Retrieved 22 October 2006)
21.Jump up ^ Clement Salvadori (March–April 2007). "Riding the Big Sur on a 1950 Vincent Series C Rapide". Motorcycle Classics. Retrieved 2010-10-27.
22.Jump up ^ Classic Bike, September 2002, p.73 Accessed and added 2014-09-16
23.Jump up ^ Vincent Owners Club Retrieved 2014-09-16
24.Jump up ^ [7] The Vincent Grey Flash Information (Retrieved 22 October 2006)
25.Jump up ^ Vincent production figures
26.Jump up ^ Classic Bike, September 2002, The Vincent Story - Timeline, by Dave Minton. "1949. Vincent drops the HRD logo in case Americans perceive a Harley-Davidson connection.". p.29 Accessed and added 2014-09-26
27.Jump up ^ "Rollie Free". AMA Motorcycle Hall of Fame Museum. Retrieved 2009-07-10.
28.Jump up ^ [8] Globalnet Vincent Firefly (Retrieved 22 October 2006)
29.Jump up ^ The History of Mini – MiniWorld
30.Jump up ^ [9] Vincent Motors History Page3. (Retrieved 22 October 2006)[dead link]
31.Jump up ^ [10] IanChadwick Vincent (Retrieved 22 October 2006)
32.Jump up ^ [11] MindSpring 1953 Works Visit (Retrieved 22 October 2006)
33.Jump up ^ www.flightglobal.com/pdfarchive/view/1953/1953%20-%201102...
34.Jump up ^ [12] Flight Global (1953) archive. Power for ultra-light aircraft. "The Vincent engine makes several departures from conventional vee-twin practice." and "This engine has been modified for use in radio-controlled target aircraft, in which form it is known as the Picador." Retrieved 28 November 2013
35.Jump up ^ [13] The Vincent Picador Drone (Retrieved 22 October 2006)
36.Jump up ^ Motorcycle Mechanics, December 1964, pp.34-35, Vin–Nor sprinter. "John Willers of Mitcham started building his Vincent/Norton special several years ago. He aimed to make it a dual–purpose machine that would see off anything else on the road and also acquit itself creditably on the sprint strips". Accessed 2013-12-02
37.Jump up ^ Motorcycle News, 30 December 1959, front page: British big twin comeback. "...the decision of Staffordshire engineer Tom Somerton to produce a limited number of hand-built 'Lightnings' with considerably modified 998 cc Vincent Black Lightning power units housed in Manx Norton frames..." and "On page six Peter Howdle describes the design in detail and reveals that one of the first production models will shortly be handed to MCN for test". Accessed 2013-12-08
38.Jump up ^ [14] The Telegraph, Motoring. Vincent replicas: quality and nostalgia. Riding impressions by the late Kevin Ash Retrieved 2013-12-02
39.Jump up ^ [15] Companies in the UK. Hailwood Motorcycle Restorations Ltd. Incorporated March 2008. First strike-off April 2010, Dissolved February 2011. Retrieved 2013-12-02
40.Jump up ^ [16] Godet Motorcycles Egli. (Retrieved 22 October 2006)
41.Jump up ^ Allen, Guy (1998-01-14). "Scoop RTV1200 ride". Australian Motorcycle Trader. pp. 6–7. Retrieved 29 July 2012.
42.Jump up ^ Brown, Rodney. "History of RTV Motorcycles". The A - Z of motorcycles. Retrieved 29 July 2012.
43.Jump up ^ [17] Vincent Motors San Diego (Retrieved 22 October 2006)[dead link]
44.Jump up ^ Cycle World Bernard Li, 1946–2008 (Retrieved 2 June 2014)
45.Jump up ^ Cycleworld September 2008 Retrieved 31 May 2014
46.Jump up ^ Motorcycle Sport and Leisure July 2011 (Mortons Media) Retrieved 31 May 2014
47.Jump up ^ Walnecks Classic Cycle Trader June 2008 Retrieved 31 May 2014
48.Jump up ^ Wheelsmag by Alan Cathcart, March 2012 Retrieved 31 May 2014
References[edit]
"Vincent HRD Gallery" by Roy Harper. Vincent Publishing Company 1974.
"The Vincent HRD Story" by Roy Harper. Vincent Publishing Company 1975.
"P.C.V. The Autobiography of Philip Vincent". Vincent Publishing Company 1976.
"Vincent: 50 Years of the Marque" by P.C.Vincent. Vincent Publishing Company 1977.
"Vincent Vee-Twins" by Roy Harper. Osprey Publishing. 1982.
H.R.D. Motor Cycles. Produced by a Rider Auth: Geoff Preece; Publisher: J. Bickerstaff 1992
Vincent Motorcycles: The Complete Story, David Wright Pub: Crowood Motoclassics, ISBN 1-86126-516-6, 2002.
Vincent and HRD Motorcycles – How They Were Promoted and Sold', David Wright, Limited edition of 998 copies 2006.
"The Snarling Beast" by P. C. Vincent. Vincent Publishing Company 2008. ISBN 978-0-905943-20-6
External links[edit]
Vincent HRD Owners Club
Vincent Motors USA
Vincent History
Hunter S Thompson article on the Vincent Black Shadow
Listen to Richard Thompson's song, Vincent Black Lightning 1952
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please be sure to check out my favourites on flickr..
316 stainless blade pegs, as fitted to 3 Finger Eddy, now available to order for your build ... #custompegs #316stainless #footpegs #bikesRbuiltnotbought #bikebuilder #custombike
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The Honda CBR models are a series of Honda sport bikes several of which (400RR, 600RR, 900RR, 929RR, 954RR and 1000RR) are marketed as race replicas, having the suffix RR after the engine size designation.
The Honda CBR900RR, also known as the Fireblade, is a large displacement sport bike introduced in 1992 by Honda. It was the first of the Honda Fireblade models and was designed by Tadao Baba.
In 2002, cylinder bore was increased from 74mm to 75mm, increasing capacity to 954 cc (58.2 cu in). Larger fuel injectors and radiator, re-mapped electronic fuel injection, and a more powerful ECU were also added. The bodywork and fairings were reworked for a sleeker, more aerodynamic feel. The frame was strengthened and a more rigid swingarm added and the footpegs were raised to allow for greater lean angles. Dry weight was reduced to 168 kg (370 lb).
The CBR900RR was replaced by an all new CBR1000RR in 2004.
Ring ding ding ... wwaaaaAAHH! (flat spot) wwwwaaaaaaAAAAAAHH!!!!
Seen in Strawberry Hill, a west London suburb. Looks to me like a JMC swingarm, chrome Microns and Micron rad guard, Teleflex fork brace. Original front end and calipers with yam drilled discs. Goodridge hoses. Custom indicators and Guilari saddle, recessed tail light and cut rear mudguard, polished custom clutch and waterpump covers, footpegs, bellypan.
"At the end of the day, an out and back ride on Carmel Valley Road (more suited to supermotos than superbikes) was enlightening. Heading out, I rode in a high gear, revs low, weight on the footpegs, and riding the torque curve from tight corner to tight corner. Point. Shoot. Repeat. Heading back, I rode in a lower gear, revs up, riding the horsepower curve, with engine revs setting corner entry speeds. The R1 handled both approaches with remarkable aplomb, but slightly more fluidly on the return trip due to less braking and pitching of the suspension.
That, ultimately, is the charm of the R1—that it is not just a single-focus, high-strung racer. It may have been born that way, but millimeter by millimeter, Yamaha’s engineers have meticulously honed a machine with a large broadband performance envelope into the 2007 R1, which is a stunning, everyday all-rounder too."
In November 2006 I was invited out to Monterey, California to sample Yamaha's 2007 R1 for RoadRUNNER Magazine (click here for an excerpt of my review). True to the magazine's focus, I rode and evaluated the bike with regards to its street use.
In a nutshell, the 2007 YZF-R1, like most modern superbikes, has a performance envelope well beyond the ability of most riders and capabilities well beyond the safe limits of the street. But in what is perhaps the biggest departure from top performance bikes from just 10 years ago, the R1 is perfectly civil and tractable at subsonic velocities. The motor that can push the bike well into the 170s is not hyper-strung, so it can be ridden casually, riding along the wellspring of torque from the one liter motor. The chassis, designed to handle knee-down triple digit apex strafing acquitted itself quite well on the smooth roads of Northern California. I can imagine the suspension not being as forgiving on the roads of the Northeast that I call home, but this, after all, is not a Gold Wing.
Lastly, the ergonomics, while not comfy, were fairly spacious and pretty upright - a position that a reasonably fit 30-something could maintain for a whole day or weekend strafe. Add to that the timeless looks - perhaps the only classic Japanese design of the last 10 years - and you have a very special motorcycle...
(I'm always writing something about motorcycles. Check out more of my latest assignments and stories here or look at my favorite two-wheeled Flickr photos here!)
Ducati 500 SD Sports Desmo (1976-78) Engine 497cc Four Stroke air cooled parellel twin SOHC 2 valve per cylinder
Frame No: 503131
Engine No: 504228
Registration Number VBF 21 S (Stoke on Trent
Ducatis mid-1970s attempt to phase out the single cylinder models and replace them with 350 and 500 parallel twins was based on the theory that if Japanese parellel twins were selling in Iyaly despite high importation taxes surely if they produced their own parellel twins without the taxation they would sell like hot cakes. The 350 made sense as the Government provided a huge tax break for machines under that size and to develope a 500 version would prove inexpensive as the donkey work would have already been done with the smaller bike. The first versions of the parallel twin were designated as GTLs—Gran Turismo Lusso, and the lack lustre engine and styling made for poor sales.
In order to salvage the situation, engineer Fabio Taglioni was asked to beef up the engine, while Leopoldo Tartarini crafted the chassis. Taglioni introduced his desmodromic valve actuation and redesigned the heads and a pair of 30mm Dell’Orto carburetors but never the less the nature of the the overly square engine, meant the power was found only in the last 2,000 rpm. The Tartini redesigned chassis for the Sport Desmo saw a racing styling, with an upturn where a passenger might sit. To add to the sporting image, the footpegs were set back and clip-ons replaced the previous flat handlebar and the tank became more streamlined. The frame was revised with twin downtubes going to the engine, out went the spoked wheels in favour of six spoke Borrani cast-alloy cast alloys and the suspension system was altered. The result a very capable but expensive bike
This bike had been a one owner machine for 40 years and one of a handful that was registered in the UK since new
This bike was offered for sale at the British Motorcycle Museums, HandH Auction 2nd March 2019 selling for £ 2,925
Diolch yn fawr am 69,533,906 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 69,533,906 amazing views, enjoy and stay safe
Shot 02.03.2019 at the National Motorcycle Museum, H and H Auction Ref 138-120
So far it seems to drive 1:15
Suzuki Reupholsters The World's Fastest, Best-Handling Sofa And Keeps It Cheap. Hey, Where's The Remote?
Narcissus T. Boomer writes in from his early retirement community just outside Sun City to: a) excoriate us media types for encouraging the development of lightweight rocketships like the CBR929RR and YZF-R1, and b) bemoan the demise of rolling couches like the old Suzuki GS1000S. In customary, have-it-all style, Boomer wants 130 or so horses in a 440-pound package with cutting-edge suspension and handling-and he wants it to be comfortable too, for him and the (second) wife. Naturally it's entirely our fault..."the media," that such a bike doesn't already exist.
There's no reasoning with Boomer, really, no matter how often we point out that bikes like what he wants have always been around in the slightly heavier form of the Honda CBR1100XX, et al. (An R1, you see, sort of needs more rider weight over its front wheel to keep it from flipping over backward every few miles; physics dictate its ergonomics.)
And though he says he's willing to pay a premium for his dream bike, what Boomer really means is he's willing to haggle until his dealer's ears bleed: $11K for Honda's XX puts too big a ding in the portfolio and might require that the gardener take a cut in pay.
Well, Boomer's real dream bike has been around in the form of the Bandit 1200 since 1997, and with this 2001 remake it's even closer. Let us just say this about the old Bandit: Three former motojournalists and one current automotive journalist we personally know own one, and owing to the rigors of the "profession" none of them own much else.
Ah yes, I thought as the Bandit's speedo slid past 140 on a long, desolate stretch of California 58 while I assumed the classic slipped-disc slouch behind the new half-fairing with my flaccid 40-year-old butt smooshed deep into its comfy seat, this is the one Mr. Boomer needs. Just like Suzuki's market research says, the typical Bandit 1200 buyer is between 35 and 44 years old, and 63 percent have 16 or more years riding experience. Lies, damn lies and statistics-what it all means is that when you grow up and get over it and realize you're not likely to be the next Nick Hayden or Ben Bostrom and that you are, in fact, older than their combined ages (and your life savings will never equal their year-end bonuses), well...you've got Bandit 1200 stamped across your wrinkly forehead.
On the other hand, old age and treachery will eclipse youth and talent (or however that saying goes) at least several times out of 10. And as our Bandit test bike carved through bands of colorful leathery youths on R1s and like implements on swervy Highway 58 on the way back from the U.S. round of the World Superbike Championship, that old saying made perfect sense. Does the new, better-suspended Bandit possess 80 percent of a 929RR Honda's handling? Seventy percent? I'd say 77.3 percent, but on the road-with its blind corners and hills and random cowchips-it barely matters a whit, since you can only use 72.47 percent of the CBR's performance anyway.
Sixty-four-point-five percent of riders with more than 16 years of experience (again according to my 40.5-year-old butt) should be able to access about 89.62 percent of the Bandit's goodies-its chassis, anyway, and 99.9 percent of riders will love its retuned motor, not that there was anything wrong with the last one.
It verges on racism, really. Jap bike, rice rocket, no character, no soul. People who spout that stuff, as they load their bevel-drive Ducatis on the trailer for the tow home, haven't ridden a 1200 Suzuki lately, if ever. Because if they had they'd know that Suzuki's old oil-cooled beast has more soul in one cooling fin than Ray Charles' upper denture-a distinct clicky, raspy-smooth whir no other four makes. And when it comes time to compare the big Suzuki's performance with your more "soulful" European brands, well, wait a minute, there are none to compare. In short, the thing makes hogsheads of power, it feels good doing it, it doesn't break and maintenance is really optional.
In fact the only thing we could find to complain about with the previous Bandit engine was that it was a bit stumbly down low and in the midrange, with a small dip in its torque curve following the 4000 rpm torque peak. The new bike does away with that. Suzuki stuck on a throttle-position sensor, gave the bike new ignition maps (different ones for cylinders one and four, two and three), outfitted it with new 36mm Mikuni BSR carbs with bat-wing-shaped slides, and slightly reduced exhaust valve duration and lift for less overlap.
The old four's still rasty, but those updates go a long way toward civilizing it: think Ray Charles with the Orange County Symphony. If it revs a bit less eagerly approaching redline, on this bike the fattened midrange more than makes up for it. This one whistles along just fine without the tach needle ever needing to extend itself past 6000 rpm. The torque peak is more a plateau-extending all the way from 4000 to 8000-with a nice, 100-horse hump at the top.
Not that you needed to go to the gearbox much on the old bike, but now you can throw it in fifth and leave it there most of the day if you so choose, using the throttle to smoothly modulate speed between 20- and 150-some mph as you overtake the occasional hunchbacked form of some frantically shifting youth on a GSX-R750. When you do need the clutch, it's even easier to operate, thanks to the miracle of the greater hydraulic leverage provided by a larger-diameter slave cylinder-in spite of new and considerably stiffer clutch springs.
That trusty old motor sits in the same type double-cradle round-tube steel frame as before. Although the tank rails have a different bend than before, Suzuki doesn't make any sort of "increased stiffness" claims. What is stiffer, though, is the bike's suspension. In fact, there are two new Bandits: the Bandit 1200S tested here gets the half-fairing and slightly softer springs than the naked Bandit 1200, which will be imported to the United States later in the year (Suzuki's rationale being that the $400-cheaper nonfaired bike is the one Gary Rothwell wannabes will buy, and the faired "S" is for us more mature, full-figured types).
Both new bikes, though, are stiffer than the old one. Both use progressive fork springs. The soft portion of the S's springs are 7 percent stiffer than before, with the sterner part of the spring 16 percent stiffer. Out back, the S's shock uses a spring that's a whopping 68 percent stiffer, working through a revised linkage. (The naked 1200 will use similar fork springs, but its rear spring will be 76 percent stiffer than the old Bandit's.)
All those numbers add up to a sharper-edged Bandit, though as far as we can tell, a no less comfortable one. Keeping the price low means you're not getting quite the bump-smotheringly sophisticated suspension of Honda's XX, for example, but for the money it's close enough. You feel sharper bumps more on the Bandit, but the seat's so nice they don't bother rider or bike enough to complain. The handlebar rides a bit lower than before while offering the same sit-up leverage, and the new no-bluster fairing directs air cleanly around most of your torso. Bugs on my face shield, none on my shoulders, see?
What you get instead of an XX's high-tech ride is the vaguely nostalgic feeling of riding a perfectly restored retro-bike-though no old GS ever worked as well as the Bandit. It's like the difference between a new Lexus and the older car of your dreams: The Lexus will get you there quicker, but maybe you enjoy spending more time in the old car. At least there's more to look at on the Bandit when you stop for a root beer, and for the money it's hard to see how Suzuki can give it such nice paint and fittings and make any money. (What do you mean their profit margins are huge?)
On fast, smooth pavement, watch out. The motor's happy to sit at 6000 rpm and 100 mph as long as the lay of the land allows, and those stiffer legs keep the bike on an even keel as you roll in and out of the power.
Firmer springs, 'natch, give back better road feel, and if the old Bandit felt a tad vague and wallowy at flanking speed, the new one feels much less so. Herding it along between the lines is now a far more precise exercise. In those rare occasions where you need the brakes on California 58, the Tokico six-piston jobbies are plenty strong, but it's the firmer suspension that really helps, as the bike shifts its weight forward much less unceremoniously when you chop the throttle.
Carving corners is therefore easier as well, with, again, the upright ergos and wide bar giving the distinct impression you could work your way out of whatever unexpected jam might pop up round the next blind bend. Steering is light and quick enough, and the bike feels perfectly solid heeled way over in 100-mph bends. Forgive us for being so juvenile, but it's fun to drag the occasional footpeg on the street. Reminds us of our youth, before everything had footpegs at armpit height. Gives you the impression you're working it. We didn't deck any hard parts.
You could downshift if you felt like it, but after the first hundred miles of curves it feels like a waste of energy, given that the bike seems to pull just about as hard at 5000 rpm in fifth gear as it does at 6000 in fourth. That sort of power encourages you to concentrate on the road and keep up cornering speed, and at that the Bandit is surprisingly adept. (So was the old one.)
When the road tightens, well, we're forever spoiled by bikes like the Honda CBR929 that weigh 100 pounds less than the Bandit and make a bunch more peak power, but the Suzuki will not be far behind. If you can only get the Bandit pointed in the right direction out of a tight corner, its off-the-bottom grunt will give anything on the street a run for its money.
Oh well, if you're old, er, experienced enough to be looking at a Bandit then you already know. It's not the meat but the motion that unwinds tangled back roads, and in general a good rider on a Bandit has even less holding him back than before when it comes to giving the crotch-rocket crowd its comeuppance.
But it's really a sport-tourer, isn't it, and in that role no R1 or GSX-R can hold even a cheap little birthday-cake candle to Bandito Grande. It truly is a flying couch, just less overstuffed than before. Some complained of excessive vibration in the previous model, and while you still feel a little buzz through the bars, you'd have to be truly thin-skinned to be annoyed at the new bike's vibes (all the new lightweight liter-bikes buzz worse). At a nice sedate 80 mph and 4800 rpm, our test unit is smooth as rayon, though its wide-set mirrors are slightly blurry. (Or maybe it's our vision?)
Now and then when cruising the superslab a sixth cog would be nice, but should one so desire, the solution to that's a simple sprocket swap away. The gas tank holds about a third of a gallon more than before, which gives right around 200 miles of range, and the seat and the rest of the bike are up for that if you are. In fact, on the Bandit that's nothing. Time to give the kids a lesson in longevity...
Speaking of gas, we've never truly trusted low-fuel lights. (How do you know the bulb isn't burned out?) The Bandit gives you a nice LCD gauge and a petcock. Also a clock. You'll need to carry some stuff on those overnight trips, and there are plenty of places to bungee it aboard. Mildred (OK, maybe Manfred) may want to come along. No problem, the seat's covered in some sort of new no-skid fabric (not so good for sliding around when riding solo), and there's a solid passenger grabrail as well.
So maybe we magazine people are responsible for the race-replica explosion that began with the original GSX-R750, but I don't think so. All we are, really, are a bunch of motorcycle nuts, and those bikes were the ones that got us-along with everybody else with a pulse-really enthused lo those many years ago. They still do. (And if we wield that much influence, how do you explain Harley-Davidson's market share?)
Nope, R1s and GSX-Rs and 996 Ducatis continue to sell because, apart from their performance, they gain their buyers entry into that colorful fantasy world populated by daring young men with interesting facial hair and sweet umbrella girls-the international moto jet-set. Hey, if I'm riding this thing, I must be daring and ruggedly good-looking too, right? A nonconformist, laughing at danger and convention. Hah!
Right, Marvin. And after, say, oh, 16 years of that, you'll be ready to appreciate this new Bandit 1200S. If motorcycles can be wise, this one is. It should cost more than $7399.
Fl. 18.699 for this 1200S version in 1997.
Out of ammunition and without backup, Iceberg, Cold Front and Frostbite are captured by Cobra and lead on a death march.
From GIJoe ARAH comic #168. The art is pretty good and keeps up with the scripted action from #167. Of course, Iceberg looks like a black Owen Wilson (SL Gallant must idolize that guy!). I'm not sure why I chose this panel to shoot; I think the over-the-shoulder perspective of the Snow Serpent riding on the WOLF. But with footpegs all over the thing, why'd they draw him sitting on top of the torpedoes?
*Do not use image without permission*
She's back, stronger and faster than ever. Waiting on getting the fenders and air filter covers back. Mikey at Standley Customs is doing a beautiful job. So much has been done since last rebuild. Let me just make a small list.
• Rebuilt Engine.
• New Cam Sprocket.
• Modern XS650 4ohm ignition coils (very fat spark w/ the e-ignition).
• New (restored) crankcases; top, left and right.
• Rebuilt and painted forks.
• Modified Dunstall exhaust.
• Reconditioned Speedo/Tach
• 28t aluminum rear sprocket machined.
• Gold 530 chain.
• Footpegs and controls moved to rear position.
• New extended shift linkage using Novelli parts from Guzzino.com
• Modern kush clutch machined.
• Cadmium plated hardware.
• And dozens and dozens of little things refined everywhere.
at its unveiling…
Since it's electric, it could drive up onto the stage indoors (just like Tesla did at their unveiling party).
Designed by Yves Behar. 150 mile range and 150 MPH top speed. Recharges in 2 hours.
1-12-13 Wyndham Street Races
TOP SPEED REVIEW:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
TRIUMPH SCRAMBLER
2006~2010 Triumph Scrambler stainless steel full system pipes that are manufactured with a stepped header design sporting megaphone mufflers and billet tips.
The pipes are available in polished or faux-ti (titanium-texture) finish. Comes complete with sidestand and right side passenger footpeg mount, and has O2 sensors for injected models and jet kit for 08 and earlier. Used in conjunction with Triumph download 20194 for fuel injected models.
533S-24M - Polished pipe, megaphone muffler
533S-25M - Faux-ti pipe, megaphone muffler
TRIUMPH BONNEVILLE & THRUXTON
Utilizes the same pipe and stepped header design without sidestand and right side passenger footpeg mount.
533-24M - Polished pipe, megaphone muffler
533-25M - Faux-ti pipe, megaphone muffler
GP500.Org Part # 71000 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
My awesome Honda Z50 Monkey Chopper which has now been named "MonkeySpider". Built by FunkyMonkey, now owned by me. Check out the following list of modifications:
Honda Nice 108cc 4-Stroke Unleaded 4-Speed Manual Clutch Engine
Chrome Tapered Air Filter (K&N Type)
Takegawa Oil Catch Tank Kit
Kitaco PC20mm Keihin Carburettor
Steel Braided Hoses
NSR Front Forks with Kitaco Wide Alloy Yokes
Wavey Front and Rear Disc Brakes
Custom Wide Chrome Chopper Handlebars
Kitaco Blue Anodised Fuel Cap
Showa Okumura Monoshock
Monoshock Extended Swing Arm
Custom one-off Exhaust
Custom Front and Rear Mudguards
Custom Number Plate Mount and Rear/Brake Light
Custom Low Ride Seat
Kitaco Alloy Footpegs
Honda NSR Wheels and Tyres
And Custom Paint with light changing effect and custom artwork which includes Spider/Cob Webs!
1-12-13 Wyndham Street Races
The Yamaha YZF-R1, or R1, is an open class sport bike, or superbike, motorcycle manufactured by Yamaha Motor Company since 1998.
REVIEW:
Motorcycle News Overall Vedict 5/5:
This is like no in-line-four cylinder sportsbike ever produced. It’s simply sensational. The Yamaha R1’s ultra-short-stroke engine has a cross-plane crankshaft, with its crank pins set at 90° and has irregular firing intervals, which is technology lifted directly from Valentino Rossi’s factory YZR-M1. At a standstill the motor spins up like a two-stroke and on the move the R1’s ability to accelerate, no matter where you are in the revs is astonishing. Thanks to the clever engine design it grunts off corners like a V-twin, while giving superb feel through the rear tyre, and howls along straights like the mad, bad in-line-four it really is. Best of all it sounds just like Rossi’s M1 at full chat.
Engine 5/5:
In addition to its new cross plane crankshaft, (all other in-line-fours have a 180° flat plane crank) the Yamaha R1’s engine now has the shortest stroke of any 1000 as well as the previous R1: 2007/8 R1: 77 x 53.6mm, 2009 R1: 78 x 52.2mm. That would normally make for a peaky power delivery, but new crank and firing order fill in the low and mid-range grunt. Peak power remains the same as before, but torque is up by 2ftlb. Power: 179bhp@12,500rpm. Torque: 85ftlb@10,000rpm. The most noticeable difference compared to previous R1s is how quickly it accelerates out of corners.
As before, the motor has forged aluminium pistons, fracture-split conrods, ceramic composite plated cylinders, titanium inlet valves and exhaust and a slipper clutch. The piggy back generator has been moved down to the end of crank to make room for the new, lower fuel tank.
The fuel injection system, featuring electronically controlled variable length inlet trumpets, now has shower injectors in upper airbox like the Yamaha R6. The fly-by-wire throttle system is modified to give better control of air intake volume.
Mounted on the right switchgear, the new D-mode system lets you chose, via the fly-by-wire throttle, three levels of throttle response: A, B and standard. The engine makes the same power in each mode (unlike the GSX-R’s which cuts power in its power modes). On A mode, the throttles open 30% faster between quarter and half throttle and 30% slower for B mode.
Ride & Handling 5/5:
Compared to the previous Yamaha R1, the ’09 model is sharper steering but still retains the familiar Yamaha neutral feel. The R1’s twin-spar deltabox frame and swingarm, made up of die-cast and pressed sheets of aluminium has the balance and dimensions similar to the factory M1. It’s now stronger and weaker in all the right areas, like more flex in steering head area for better front end feel and more rigidity in swingarm pivot for control.
The engine is mounted 9° steeper and 8.2mm further forward than before, putting more weight on the front end. Weight distribution is now 52.4%, 47.6% front to rear. The riding position is more compact (bars are 10mm closer to rider, the seat 7.6mm further forward and pegs 10mm forward). The wheelbase is down 5mm to 1415mm.
An R6-type magnesium subframe, shorter titanium end cans and a shorter, lower fuel tank improve mass-centralisation. Footrests are now two-way adjustable, 155mm up and 3mm back.
43mm upside down forks now have independent damping, compression in left, rebound in right leg. Yamaha says this improves the damping response. As the forks are connected by the yokes and wheel spindle it’s all one unit, so is still balanced out properly. The rear shock has a new bottom link set-up and a new hydraulic preload adjuster. The steering damper is now speed sensitive, controlled electronically
The ’09 Yamaha R1 carries the same six-piston caliper (but on different design carriers) and 310mm disc set-up as the previous model Discs are slightly lighter than before. The master cylinder lever ratio is improved and lightened by 25g and the lever shape itself is new. The rear tyre profile is up from 50 to 55-section for better side grip.
Equipment 5/5:
The Yamaha R1 has it all: projector headlights with electronically-controlled internal reflectors to change them from high to low beam, ride-by-wire throttles, variable-length inlet trumpets, fully adjustable suspension, slipper clutch, six-piston brake calipers, variable power maps, lots of titanium parts (like exhaust and inlet valves), adjustable footpegs, the list goes on.
Quality & Reliability 5/5:
Yamaha R1s tend to be bomb-proof, even when raced and there’s no reason to suspect this one will be any different; in fact, the crank design helps the engine to spin more smoothly at high rpm. Build quality is right up there with the best.
Value for money 5/5:
For the first time in its history the Yamaha R1 touches the ten-grand mark. It’s a lot of cash, but when you think that the original was £9199 in 1998, we’ve actually had it very good for a very long time. Also, when you think how close the Yamaha R1 is now to a MotoGP machine, you’ll realise it’s a lot of bike for the money.
Source: www.motorcyclenews.com/mcn/bikereviews/searchresults/bike...
GP500.Org Part # 71100 Triumph motorcycle windshield
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
GP500.Org Part # 71600 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
GP500.Org Part # 71310 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
GP500.Org Part # 71500 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
GP500.Org Part # 71000 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
GP500.Org Part # 71600 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
GP500.Org Part # 71300 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
FBI Stolen motorcycles
gp500.org/FBI_stolen_motorcycles.html
Motorcycles VIN Decoder
GP500.Org Part # 71500 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
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GP500.Org Part # 71100 Triumph motorcycle windshields
Triumph Motorcycle History
Triumph is a privately-owned British company with over 100 years of history. Triumph has always had its own distinctive character and a history of creating bikes that become design classics since they first came to market in the 1900s. Like the rest of the British motorcycle industry, Triumph went out of business by the 1980s. But the brand was resurrected in the 1990s by British industrialist John Bloor who has built a lineup of cutting-edge sportbikes to nostalgia-themed throwbacks. .1883
Siegfried Bettmann moves to Coventry, England from Nuremberg, Germany. 1884
Bettmann starts an import-export company. He imports German sewing machines and also sells bicycles badged with the name “Bettmann.” 1887
Bettmann changes the name of his company to New Triumph Co. Ltd. (Later it will be changed again to Triumph Cycle Co. Ltd.) His principal investor is John Dunlop, a Scottish veterinarian who, albeit briefly, holds the patent for the pneumatic tire. Nice idea, too bad he didn’t really have it first! (Another Scot, R. W. Thompson, was the real inventor.) In any case, Dunlop is the first to successfully commercialize the invention.
A German engineer, Mauritz Schulte, joins Triumph. He convinces Bettmann that Triumph should design and produce its own products.
1888
The company buys an old ribbon-making factory in Coventry and sets it up to make bicycles. 1895
Schulte imports one of the first “practical” motorcycles, made by Hildebrand and Wolfmuller, to study the machine. Triumph considers making it under license, but under English law, powered vehicles are subject to a 4-mph speed limit. A man must walk ahead of each vehicle waving a red flag. This is bound to limit commercial appeal, and Triumph chooses not to get into the motorcycle business. 1902
With the repeal of those onerous sections of the Locomotive Act at the end of the 19th century, Schulte sets out to design his own motorcycle. First Triumph is produced – known as No. 1. This is basically one of the company’s bicycles, fitted with a 2-hp Minerva engine made in Belgium. 1903
Triumph opens a subsidiary in Germany to build and sell motorcycles there. Better engines are sourced from JAP (the initials of James A. Prestwich.) 1905
Triumph produces its first motorcycle completely in-house. It’s powered by a 3-hp engine and has a top speed of 45 mph. 1907
Annual production reaches 1,000 units. A new 450cc motor makes 3.5 hp. 1908
A new model comes with a variable pulley to help with difficult inclines. To change gears, the rider comes to a complete stop, gets off the bike and moves the belt by hand. Jack Marshall wins the single-cylinder class at the TT (on the old Peel course) averaging about 45 mph. It’s not known if he stopped to change gears or just pedaled his ass off, too. 1910
Triumph makes a big advance with the ‘free engine’ device (basically, the first practical clutch), which allows the user to start the engine with the bike on its stand and ride away from a standing start. There are two models in the lineup, and sales hit 3,000 units! 1911
Most bikes are fitted with footpegs only, not pedals. 1913
Schulte builds a prototype 600cc vertical Twin. 1914
Despite its strong connection to Germany, Triumph is chosen by Col. Claude Holbrook to supply the Type H motorcycle for military Allied military service. Triumph will sell 30,000 motorcycles to the military over the course of WWI. 1919
Schulte leaves the company, with a (very!) generous severance package. He’s replaced by none other than Col. Holbrook. 1920
Triumph produces the 550cc Type SD, the company’s first bike to feature a chain-driven rear wheel. SD stands for Spring Drive – it’s an early version of a cush drive. 1921
Bicycle-style rim brakes are replaced by drum brakes. The new bikes need better brakes, as they now make a lot more power – especially the prototype 20-hp Model R, with four-valve head. It is known as the “Riccy” after one of its designers, Frank Ricardo. 1923
The 350cc Model LS is the first Triumph with an oil pump driven by the motor. (Until then, the rider had to pump oil by hand.) 1925
The 500cc Model P is affordable and a commercial success – at first. Triumph sells a heck of a lot of them, but owners are disappointed by poor build quality and the company’s reputation is harmed. Towards the end of the year, Triumph improves things. 1927
Production hits 30,000 units. 1929
Wall Street stock market crashes. Triumph sells its German subsidiary. 1930
Under pressure from creditors, Bettmann is deposed as head of the company. A small two-stroke, the Model X, is the first Triumph with unit construction. 1932
The noted engine designer Val Page joins the firm. Page quickly creates several new motors, including a 150cc two-stroke and 250, 350 and 500cc four-strokes. 1933
Page’s first attempt at a 650cc Twin is a commercial failure; the public seems to want V-Twins. 1935
A foot-change gearshift is available as an option on 650 Twins. 1936
Triumph’s car and motorcycle businesses are split. Jack Sangster, who had owned Ariel, buys the motorcycle business and immediately hires Edward Turner (who had previously created the Ariel Square Four) as chief designer. Sangster reinstitutes Bettmann as the company chairman. 1937
Turner unveils the 498cc Speed Twin (T100) that has a top speed of over 90 mph. It is the definitive British motorcycle and establishes a pattern for Triumph bikes that will last more than 40 years. 1938
Bill Johnson buys an interest in British and American Motors, a bike shop in Pasadena. (Johnson Motors will later distribute Triumph motorcycles across the American West.) 1940
All motorcycle production is geared towards the war effort. With a new bike in the works, the Triumph factory is demolished in the blitz of Coventry. 1942
A new plant opens in Meriden, England. 1945
Over the course of the war, Triumph has sold 50,000 motorcycles to the military. With the return of peace, the company focuses on three models, the Tiger 100, the Speed Twin and the smaller touring 349cc 3T. All models feature a telescopic front fork. 1946
Ernie Lyons wins the Manx Grand Prix on a redesigned Tiger 100, using a lightweight all-alloy motor that Triumph designed for use on aircraft during the war. (The motor powered a radio generator.) 1947
A rear “sprung hub” is optional. 1949
The off-road 500cc TR5 “Trophy” and big-bore 649cc Thunderbird are released. The Trophy is named in honor of the British team that uses the bike to win the ISDT. It’s powered by a version of the “aircraft” motor. 1950
Triumph sells more bikes in the U.S. than any other market, including Britain. 1951
Jack Sangster sells Triumph to BSA for £2.5 million. 1953
The 149cc OHV Terrier is released. 1954
The Tiger 110 is released, which is basically a tuned (40+hp) version of the Thunderbird, with a rear swingarm.
Marlon Brando rides a ’50 Thunderbird in the film “The Wild One.”
1955
Johnny Allen goes 193 mph on the Bonneville Salt Flats in a streamliner powered by a tuned 650cc T-bird motor.
The TR6 “Trophy” is the first Triumph built expressly for the U.S. market. It will prove popular with desert racers.
1957
The exquisitely styled 350cc “Twenty one” may be an aesthetic success, but it proves a commercial failure. 1958
Mike Hailwood teams with Dan Shorey to win the Thruxton 500, which is one of the most important races in the UK, from a commercial perspective. 1959
The very popular T120 Bonneville 650 is introduced. It’s an evolution of the Tiger, fitted with twin carbs – something American dealers have long been asking for. It will remain in production until 1983. 1961
Bert Hopwood moves from AMC to Triumph, where he conceives a three-cylinder motor. 1962
Triumph design staff is further strengthened with the arrival of Doug Hele, from Norton. He finalizes the design of the Triple motor (though it will not appear for several years). Hele also designs a stiffer, double-cradle frame for the Bonneville, but it was not adopted. 1963
All the 650 Twins now feature unit construction. With the encouragement of Johnson Motors, a stripped-for-racing version of the Bonneville is produced for the U.S. market only. The T120C “TT” will become one of the most sought-after Triumphs of the period. 1966
Buddy Elmore wins the Daytona 200 on a factory-prepped 500cc Tiger. The Gyronaut X-1, a streamliner powered by two Triumph 650cc motors, goes 245 mph on the Bonneville Salt Flats. 1967
Gary Nixon proves that last year’s Daytona 200 win was no fluke by repeating the feat. 1968
The 750cc Triple finally makes an appearance, powering both the Triumph Trident and the BSA Rocket 3. Although the motor is powerful by the standards of the day, it is too little, too late. Within weeks, the world will be buzzing with news of the Honda 750-Four, which has overhead cams, a front disc brake and electric start to boot. 1969
Malcolm Uphill wins the Production TT on a Bonneville. In the process he puts in the first-ever lap over 100 mph on a production motorcycle.
Rob North, an expatriate Englishman based in San Diego, designs a stiffer frame for the Triples, just in time for Daytona.
1970
Uphill wins the proddie TT on a Triple, which is nicknamed “Slippery Sam.” Not because of its well-designed fairing, but because it leaked oil all over Uphill’s boots. 1971
A new frame appears for the Bonneville. It is a Rob North design based on the Trackmaster dirt-track frame and it carries the oil in the large-diameter top tube. 1973
The BSA group, which includes Triumph, posts a huge financial loss. The decision is made to shut down BSA and focus resources and energy on Triumph. Craig Vetter’s freelance “American hotrod” design for the Triple, which was to be a BSA model, is produced as the Triumph X75 Hurricane.
Bert Hopwood designs a modular engine based on an overhead-cam, 200cc Single that can be produced as a 1,000cc across-the-frame Five. It will never see the light of day.
By the end of the year, the writing is on the wall for the British motorcycle industry. Triumph merges with Norton and is put under the control of financier Dennis Poore.
1975
This is the final year of production for the Trident. Bonneville production continues after the workers form a co-op to keep the Meriden factory going. 1977
NVT goes bankrupt. The Meriden Co-op introduces the Bonneville Jubilee Special in honor of the Queen’s 50th birthday. It’s 750cc and has cast wheels. 1980
Although the British government is willing to write off a substantial debt, the Meriden factory is still deep in the hole. There are a few interesting bikes on the drawing boards but no capital to develop them, nor is there any reason to think the work force could or would produce machines capable of rivaling the ascendant Japanese manufacturers, which are going from strength to strength. 1983
After some lean years, the Meriden factory closed its doors. English property developer John Bloor bought the remains later that year, saving the Triumph name. Bloor licensed the Triumph name to a small shop that continued to assemble a couple of Bonnevilles a day until 1985. 1985
Bloor, an unlikely savior, builds a subdivision on the site of the old Meridan factory, but he also acquires a new site, in nearby Hinckley. There, he outfits a new factory with new prototyping tools. 1987
The first “new Triumph” motor, a 1200cc Four, runs on the test bench. 1989
Bloor stakes at least $60 million of his own money on new mass-production tooling for the Hinckley plant. 1990
Triumph unveils six new models at the Cologne Show in September: The unfaired Trident 750 and 900 Triples, the touring Trophy 900 Triple and 1200 Four and the sports-oriented Daytona 750 Triple and 1000 Four. The machines are, by and large, better than most industry pundits expected. That said, they’re a step or two behind the best that Japan has to offer. 1994
The Speed Triple is introduced. It’s not trying to be a Japanese bike, and it’s the first of the new Triumphs to earn several unqualified positive reviews. The under-rated Tiger “adventure bike” also appears this year. Triumph Motorcycles of America is founded. 1995
Exports of new Triumphs to America begins. 1997
The 50,000th new Triumph is produced. 1998
The fine Sprint ST sports-touring bike is launched. 1999
Triumph serves notice that it will enter the ultra-competitive 600cc supersport market by creating the TT600. It will be good, but not quite good enough. 2002
A massive fire guts the main Hinckley assembly plant. The smoke clouds definitely have a silver lining, however. The company’s insurance claim funds a “do over.” The design and R&D shops are undamaged and continue new-bike development while the factory is rebuilt and refitted with state-of-the-art tooling. Triumph releases the four-cylinder Daytona 600 supersports bike. 2004
The Triumph Rocket III is released, which is the first production motorcycle to displace over 2000cc. It works better than most test riders expect it will. Still, it’s an answer to a question that few real motorcyclists are asking. 2005
Triumph bores out the Daytona 600 to 650cc. The change bars the bike from competition in the 600 Supersport class, but it was not having success there, anyway, despite a popular win at the Isle of Man in 2003.) The change makes the bike a great “real world middleweight,” especially for taller riders. 2006
The Daytona is re-released as an all-new 675cc triple. It’s class-legal in European supersport racing (and in Formula Xtreme here in the U.S.). With this bike, the new Triumph company has truly come of age. 2007
A “mini Speed Triple” is introduced in the Street Triple. Powered by the same 675cc three-cylinder in the Daytona 675, the Street Triple provides Speed Triple-type entertainment in a smaller package. Though the similarity in names leads to much confusion. 2008
The Bonneville lineup finally receives fuel injection — one year after Europe. 2010
In a bid to challenge the market normally dominated by a certain brand from Milwaukee, the Thunderbird cruiser is launched. Powered by a 1600cc parallel-Twin, it’s the largest production engine in this layout.
The Tiger 800, featuring a bored-out Daytona 675 engine, harkens back to the Tiger’s roots as a dual-purpose motorcycle.
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1-12-13 Wyndham Street Races
TOP SPEED REVIEW:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
1-12-13 Wyndham Street Races
TOP SPEED REVIEW:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
1-12-13 Wyndham Street Races
$140 on ebay for these types of petrol tank cover/bra
TOP SPEED REVIEW OF ZX-10R:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay
- See more at: loudbike.blogs.com/vintage_cycles_for_sale/#sthash.1wwAYs...
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay
- See more at: loudbike.blogs.com/vintage_cycles_for_sale/#sthash.1wwAYs...
Due to large tolerances in the footpeg hangers, it's highly likely the bushings on the bike will be mis-aligned from the factory.
This image shows part of a high-resolution scan of the underside of the bike.
Three comparable early 1980's Jeep-type vehicles from different 3 3/4" toylines:
-Hasbro G.I. Joe VAMP (1982)
-Customized Palitoy Action Force AF3 Special Patrol Vehicle (1981)
-Remco Sgt. Rock L.E.M. (1981) with U.S. Forces figures
The VAMP & LEM are pure two-man vehicles. The slightly larger AF3 can sit four figures and have two footpegs on the sides as well (of the smaller type that seems to work with modern G.I. Joe figures).
1-12-13 Wyndham Street Races
TOP SPEED REVIEW:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
1-12-13 Wyndham Street Races
TOP SPEED REVIEW:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
1-12-13 Wyndham Street Races
TOP SPEED REVIEW:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
1-12-13 Wyndham Street Races
This bike is just GORGEOUS!
The Yamaha YZF-R1, or R1, is an open class sport bike, or superbike, motorcycle manufactured by Yamaha Motor Company since 1998.
REVIEW:
Motorcycle News Overall Vedict 5/5:
This is like no in-line-four cylinder sportsbike ever produced. It’s simply sensational. The Yamaha R1’s ultra-short-stroke engine has a cross-plane crankshaft, with its crank pins set at 90° and has irregular firing intervals, which is technology lifted directly from Valentino Rossi’s factory YZR-M1. At a standstill the motor spins up like a two-stroke and on the move the R1’s ability to accelerate, no matter where you are in the revs is astonishing. Thanks to the clever engine design it grunts off corners like a V-twin, while giving superb feel through the rear tyre, and howls along straights like the mad, bad in-line-four it really is. Best of all it sounds just like Rossi’s M1 at full chat.
Engine 5/5:
In addition to its new cross plane crankshaft, (all other in-line-fours have a 180° flat plane crank) the Yamaha R1’s engine now has the shortest stroke of any 1000 as well as the previous R1: 2007/8 R1: 77 x 53.6mm, 2009 R1: 78 x 52.2mm. That would normally make for a peaky power delivery, but new crank and firing order fill in the low and mid-range grunt. Peak power remains the same as before, but torque is up by 2ftlb. Power: 179bhp@12,500rpm. Torque: 85ftlb@10,000rpm. The most noticeable difference compared to previous R1s is how quickly it accelerates out of corners.
As before, the motor has forged aluminium pistons, fracture-split conrods, ceramic composite plated cylinders, titanium inlet valves and exhaust and a slipper clutch. The piggy back generator has been moved down to the end of crank to make room for the new, lower fuel tank.
The fuel injection system, featuring electronically controlled variable length inlet trumpets, now has shower injectors in upper airbox like the Yamaha R6. The fly-by-wire throttle system is modified to give better control of air intake volume.
Mounted on the right switchgear, the new D-mode system lets you chose, via the fly-by-wire throttle, three levels of throttle response: A, B and standard. The engine makes the same power in each mode (unlike the GSX-R’s which cuts power in its power modes). On A mode, the throttles open 30% faster between quarter and half throttle and 30% slower for B mode.
Ride & Handling 5/5:
Compared to the previous Yamaha R1, the ’09 model is sharper steering but still retains the familiar Yamaha neutral feel. The R1’s twin-spar deltabox frame and swingarm, made up of die-cast and pressed sheets of aluminium has the balance and dimensions similar to the factory M1. It’s now stronger and weaker in all the right areas, like more flex in steering head area for better front end feel and more rigidity in swingarm pivot for control.
The engine is mounted 9° steeper and 8.2mm further forward than before, putting more weight on the front end. Weight distribution is now 52.4%, 47.6% front to rear. The riding position is more compact (bars are 10mm closer to rider, the seat 7.6mm further forward and pegs 10mm forward). The wheelbase is down 5mm to 1415mm.
An R6-type magnesium subframe, shorter titanium end cans and a shorter, lower fuel tank improve mass-centralisation. Footrests are now two-way adjustable, 155mm up and 3mm back.
43mm upside down forks now have independent damping, compression in left, rebound in right leg. Yamaha says this improves the damping response. As the forks are connected by the yokes and wheel spindle it’s all one unit, so is still balanced out properly. The rear shock has a new bottom link set-up and a new hydraulic preload adjuster. The steering damper is now speed sensitive, controlled electronically
The ’09 Yamaha R1 carries the same six-piston caliper (but on different design carriers) and 310mm disc set-up as the previous model Discs are slightly lighter than before. The master cylinder lever ratio is improved and lightened by 25g and the lever shape itself is new. The rear tyre profile is up from 50 to 55-section for better side grip.
Equipment 5/5:
The Yamaha R1 has it all: projector headlights with electronically-controlled internal reflectors to change them from high to low beam, ride-by-wire throttles, variable-length inlet trumpets, fully adjustable suspension, slipper clutch, six-piston brake calipers, variable power maps, lots of titanium parts (like exhaust and inlet valves), adjustable footpegs, the list goes on.
Quality & Reliability 5/5:
Yamaha R1s tend to be bomb-proof, even when raced and there’s no reason to suspect this one will be any different; in fact, the crank design helps the engine to spin more smoothly at high rpm. Build quality is right up there with the best.
Value for money 5/5:
For the first time in its history the Yamaha R1 touches the ten-grand mark. It’s a lot of cash, but when you think that the original was £9199 in 1998, we’ve actually had it very good for a very long time. Also, when you think how close the Yamaha R1 is now to a MotoGP machine, you’ll realise it’s a lot of bike for the money.
Source: www.motorcyclenews.com/mcn/bikereviews/searchresults/bike...