Ridden: Triumph speedmaster 2010

It doesn’t take long for anyone to notice that I am probably the worlds biggest bike fan. My house is littered with motorcycle accessories and replica toys. There are boots and old gloves hidden away in every cupboard and the garage often has anywhere between one to five motorcycles sleeping under the fluorescent light.

However if there is ever one type of motorbike I have never associated with, it’s the Harley, or old school cruiser. They are a marketing achievement over engineering and usually feature a heavy frame, narrow tyres, an air cooled twin and an unorthodox riding position.

However after spending some time with the Speedmaster, I can now say I fully understand why Harleys and other old school cruisers have such a unique appeal. Just like Harley Davidson, Triumph also has an illustrious career history having created their own enthusiast network who understand their bikes backwards.

The Speedmaster, like the Harley 883 custom, features an air cooled twin, but unlike the Harley which is a V-Twin the Speedmaster’s is a parallel twin. The power output is 60HP @ 6800 rpm and 63 ft-lb’s of torque @ 3,300 rpm.  The DOHC air cooled parallel twin is definitely suited to a rider who optimizes torque more than power. As you ride along it is possible to slip up gears at low RPM and indulge in what this bike was designed to do, look cool with a dash of bad ass attitude.

Obviously because the Harley and Speedmaster are so similar, I’m sure both marketing divisions have listed each others bikes as threats in their SWOT analysis. However for Triumph to outdo Harley in this market segment would take a great deal of effort.

When you purchase a Harley you receive H.O.G member ship and are immediately accepted in to a family of Harley Riders. However, with Triumph, you don’t and as a result I believe the Speedmaster is for true Triumph enthusiasts.

What makes the Speedmaster exciting though are all the modern engineering bits that Triumph designers have managed to hide behind the old school exterior. At first glance you would be forgiven to think that the Speedmaster features carburetors but in fact it is fuel injected, giving it many benefits. One of them being a more efficient engine. Although power might not have increased dramatically, the engine is now Euro3 compliant. You also receive dual front brake discs (310mm) and a rear brake disc (285mm) allowing for improved stopping power. Don’t be fooled though this is not Casey Stoners’ 2011 Honda Motogp bike, the frame is still made out of steel and thus the wet weight of the speedmaster comes in at 250Kg’s. Because of this I would advise you to practice your low speed maneuvering especially around tricky car parks as the Speedmaster isn’t the easiest bike to balance on.

Once on the open road, the bad ass riding layout makes for a very relaxed riding position. The handle bars have a wide grip and are very ergonomically pleasing. Long journeys are comfortable and the teardrop tank holds close to 20 litres of fuel making regular petrol stops a thing of the past. It is very easy to cover vast distances on board the Speedmaster thanks to a very comfortable, relaxed riding style. Obviously the looks of this old school cruiser are fantastic. I personally prefer superbikes however over the past weekend the Speedmaster has turned more heads than if I were riding a bright orange CBR spitting fire. Most importantly I had lots of girls looking at me at the traffic lights which was exciting. It seems this bike really emits a bad boy attitude. This is established by the generous use of chrome, accentuated by two large exhaust pipes either side of the bike a sweeping tail fender and teardrop tank.

So although I’ve been trying to impress girls by blasting past them on some Jap track weapon, it seems I was doing it all wrong. I need to be on a Speedmaster cruising around at 80km/h with that traditional thump echoing from the twin pipes. That’s what the old school cruiser offers, an image, a lifestyle a fashion piece, a piece of history and enjoyment in bundles. It will surely impress the Triumph faithful and those who glance at the magnificent design.

Here are some important figures:

Make Model	Triumph Speedmaster
Year	2011
Engine	Air cooled, four stroke, parallel twin, DOHC, 4 valves per cylinder
Capacity	865
Bore x Stroke	90 x 68 mm
Compression Ratio	9.2:1
Induction	Multipoint sequential electronic fuel injection with SAI
Ignition  /  Starting	Digital  inductive type  /  electric
Max Power	61 hp 45 kW @ 6800 rpm
Max Torque	72 Nm @ 3300 rpm
Transmission  /  Drive	5 Speed  /  chain
Clutch	Wet, multi-plate
Frame	Tubular steel cradle Swingarm Twin-sided, tubular steel
Front Suspension	Kayaba 41mm forks with polished lowers,  120mm wheel travel.
Rear Suspension	Kayaba chromed spring twin shocks with adjustable preload, 96mm rear wheel travel
Front Brakes	2x 310mm discs 2 piston calipers
Rear Brakes	Single 285mm disc 2 piston caliper
Front Tyre	110/80 R18
Rear Tyre	170/80 B15
Seat Height	700 mm  /  27.5 in
Wet-Weight	250 kg  /  550 lb
Fuel Capacity	19.3 Litres  /  5.1 gal

Pros:

Design

Attitude

Modern interpretation of a classic

Reliability increased

Cons:

Heavy

Stiff competition

Aimed at the enthusiast

Ridden: Triumph Thruxton SE

Classic biking can be likened to classic motoring, the world of carburetors and drum brakes. Usually this is a world that requires a full 48 hours of your weekend, with a box of spanners an old rag or two and a case of lager. It is also a world that is full of heartbreak, anger, frustration and after a couple years or so, a few minuets of bliss.

Yes the motorbike has come a long way, similarly has its 4 wheeled counterpart, and as a result, classic motorcycling is usually the reserve of those who were around 40 years ago, which is a while. In all honesty, we admire classic motorcycling as this is where all our modern day superbikes come from. It’s where legends and icons were born, and when we see a classic chrome detailed, air cooled twin thumping down the highway, we can’t help but stare and gasp.

The Triumph Thruxton 900, although may appear to have come from the sixties but in fact originates in the 21st century. The classic styled Triumph was built to honor the famous café racers of the 60’s, bringing back memories of the ‘ton up boys’. And if you know what that means, I hope you have good kids and enjoyed spending Christmas dressed up as a fat man with a beard.

With regard to the visual appeal, the Thruxton has to be one of the most beautiful bikes on the road. The classic front and rear fairings are styled on the typical 1960’s café racer. The air cooled parallel twin is on display for everyone to see and the crank case as well as the gearbox is finished in black with chrome detailing. The aftermarket Arrow full system goes 2 into 1 and exits along the right hand side of the bike. This full exhaust system is also designed to resemble the original. The sound of the air cooled twin is unmistakably Triumph. In fact the Thruxton emits a sound only comparable to a spitfire at full speed.

At full tilt on an open road with that Arrow pipe on the Thruxton may be one of the most moving experiences one may ever have. Only when I was thundering through the countryside, there was lightning in the distance which made the experience even more thrilling. This took me back to a day I am too young to have experienced. The Thruxton enabled me to experience what it was like to be a famous movie star on a café racer back in the 60’s risking life and limb in pursuit of the next thrill. In fact you may attain a thrill on a modern classic similar to climbing past 250km/h on a blade. Something I originally thought was impossible.

From the gorgeous exterior you may be forgiven to think that this old carburetor powered classic remake will provide endless hours of tragedy with mechanical malfunctions, however you would be mistaken. The Thruxton features disc brakes front and rear, fuel injection, despite the carburetor look-a-like and adjustable suspension. Mounted to a red powder coated frame with read headers and a red stripe on the gas tank and rear seat cowling, this bike certainly attracts a lot of attention. It takes an avid enthusiast to notice that in fact this is a 2008 design, AD. The riding position is also classic café racer, with swept back rear sets, and narrow handlebars placed far forward. Although this is a sporty road riding position, taller riders may cramp after long journeys.

However you sense that Triumph has invested a lot of time and effort into the Thruxton to make it a machine that feels well made and reliable. The switch gear and quality of finishes is of a high standard.

Acceleration on the Thruxton is very linear, with an abundance of torque. Power delivery is super smooth and so is the gearbox and clutch which adds to the relaxed aura of the Thruxton. Triumph has created a bike that provides for all of the classic aspects of the café racer from the 1960’s however they have not provided for the dodgy reliability and unbalanced handling. Speaking of which, the Thruxton performs better than expected in the corners. Even though this is a heavy bike on a relatively narrow tyre profile, this Triumph can corner. As mentioned above, the front suspension is adjustable for preload. I wouldn’t go so far to say it’s anywhere near a superbike, but expectations were exceeded.

Here are the specs you need to know:

Engine: Air-cooled, DOHC, parallel-twin, 360 degree firing interval, 865cc

Power: 51 Kw’s @ 7800 RPM

Acceleration 0-100km/h: -

Price: R92 000

Weight: 230 Kg’s (dry)

From the beginning I have never taken a liking to classic bikes. I was a firm believe that with modern engineering and design, the classic bike was only for those who were around when the café racer was new. However after spending some time on the Thruxton, a modern reincarnation of a legend, I am hugely impressed. Performance is not on par with any modern 900 but you don’t buy the Thruxton to race. Triumph have created a fashion accessory, or a modern piece of history that possesses all the positives without any of the drawbacks. For that low price you receive a lot of bike for your money.

Pros:

Classic heritage

Beauty

Quality

Cons:

Air cooled

Niche market

Ridden: Triumph Daytona 675

At first appearances the Triumph Daytona 675 may seem like most sport bikes around the 600cc mark, but appearances can be deceiving; very deceiving indeed.

Starting with the appearance, this sport bike has the classic fully faired look. However, the beauty is in the subtle detail. When stopped at lights, you’ll notice people in cars starting, when at the petrol station, the attendants will stare, and your friends will comment on how stunning the design is. Yes they are comparing it to other sport bikes, and yes I experienced all these whilst were we testing.

Simply put, there is a barely tangible allure to this bike that makes everyone around gawk at it’s beauty, but without the words to describe it. In terms of aesthetic appeal, it certainly has the X-Factor that we search high and low for.

With regards to the riding position, it’s the typical sport bike set up, and typically, your forearms will get tired if you don’t ride it often enough to get used to it. There are the usual adjustable settings and this will help an individual rider find the best set up.

The acceleration and power delivery are controllable but by no means boring. The liquid-cooled in-line 3 cylinder motor produces 94kW (126hp) at 12,60rpm, and is surprisingly capable of revving to 14,000rpm; quite a feat considering the larger cylinders than competing models from other manufacturers. This is also sufficient to see yourself flying through the gears, shifting at 14,000rpm on to a top speed of 250km/h and a quarter mile time of only 11.1 seconds. This power is decidedly easy to control, predictable and smooth in it’s delivery. Even novice riders will be able to ride fast without scaring themselves off the bike.

In fact, the only people you will be scaring will be your fairly annoyed and angry fellow road users, even if you’re idling. This is due to the factory optional Arrow aftermarket pipe. This eardrum popping exhaust produces a beautiful note all the way through the rev range, and is fantastic both on the power and the run down. The only real advice I can give is that you buy a better set of ear plugs. Too bad for the other motorists though, they’ll just have to settle for hating you once they’re done staring at the Daytona’s beauty.

Then there comes one of this stunning machine’s party pieces, the handling. It’s no wonder the Daytona has enjoy moderate successes on the racing track, often winning regional titles and quite a few races since it’s introduction in 2006. In one instance, it was pitted against a Suzuki GSX-R750 for a 24 hour period. Although the Daytona failed to finish due to mechanical problems, it was outpacing the more powerful Suzuki by 0.7 seconds a lap. This bodes well as a testament to the Triumph’s handling.

In world super sports and super stock 600’s the Honda CBR600, Yamaha R6 and the Daytona are battling it out on the track in this fiercely contested segment. Due to the fact that the Triumph is a 3 cylinder, getting the bike to enter a corner is said to be easier thanks to a more nimble chassis. However once exiting the corner, be sure to be high up in the RPM range to ensure maximum performance. Anything below 6000 RPM can be said to be under performing, and this is not a problem only inherent on the Daytona, but instead on all 600 machines.

This well sorted chassis however means that you’ll find yourself mid corner, looking out at the exit, only to glance down at the digital speedometer and realise that this is the fastest you’ve gone round that corner all day.

Thankfully, on the road, the Daytona has plenty of torque (73Nm), ensuring that acceleration in those conditions is never a problem.

The seat height is sufficient that you can easily flatfoot unless you’re a circus midget; and speaking of the seat, it is made of fantastic material. Your arse is going to be sitting on a velvet sofa as you blow out eardrums on a morning commute or Sunday ride.

The only real criticism I can think of with the Daytona is the electronic speedometer. Whilst there’s nothing wrong with using a digital speedometer, it doesn’t refresh nearly fast enough, meaning that you are sometimes left guessing when accelerating; quite unnerving if you’re riding down a road with traffic cameras. To be entirely fair, this is a common problem with many sport bikes, and would simply be resolved my manufacturers redesigning the instruments to use faster processing units so that they could refresh more times per second.

Ultimately, there’s two kinds of bikes; Bikes we ride and enjoy while we do, and bikes that we dream of for weeks after we’re done, the ones that make you want to just get up and go out for a ride, doesn’t matter where to. The Daytona is definitely in the latter category, it’s a shining example of a bike having true character, and thus making your day better simply but pressing that start button.

&

Make Model	Triumph Daytona 675
Year	2006
Engine	Liquid-cooled, four stroke,  in-line 3-cylinder, DOHC,
Capacity	675
Bore x Stroke	74 x 52.3 mm
Compression Ratio	12.65:1
Induction	Multipoint sequential electronic fuel injection with forced air induction
Ignition  /  Starting	Digital – inductive type  /  ELECTRIC
Max Power	126 hp @ 12500 rpm+
Max Torque	73Nm 53ft.lbf @ 11750 rpm
Transmission  /  Drive	6 Speed  /  chain
Frame	Aluminium beam twin spar, Swing arm Braced twin sided, aluminium alloy with adjustable pivot position
Front Suspension	41mm USD forks with adjustable preload, rebound and compression damping
Rear Suspension	Mono-shock with piggy back reservoir adjustable for preload, rebound and compression damping
Front Brakes	2x 308mm discs 4 piston callipers
Rear Brakes	Single 220mm disc 1 piston calliper
Front Tyre	120/70 ZR 17
Rear Tyre	180/55 ZR 17
Dry-Weight	165 kg
Fuel Capacity	17.5 Litres
Standing ¼ Mile	11.1 sec
Top Speed	249.4 km/h

2014 Triumph Speed Triple R

For 2014, the Speed Triple R see's a few color alterations to inject some youth from an aesthetic point of view. 

Changes include color matching belly pan and screen, red radiator cover and red pin-stripped wheels. 

Color options include a Matt crystal white and a phantom black, two gorgeous colors that certainly will attract a lot of attention on the road.   

Included as standard is ABS as well as Brembo Brakes and Öhlins suspension. 

The Speed triple R is an extremely exciting naked bike to ride and competition includes the MV Brutale, Kawasaki Z1000, KTM Duke Super Duke and The Ducati Monster 1100. 

The build quality of Triumphs is really exceptional of late and I have thoroughly enjoyed every Triumph I have ridden, they are charismatic and very entertaining, especially the Speed and Street triple.