my hubby bike
Friday, October 23, 2009
Triumph Rocket III Touring
STILL the biggest-engined mass-produced motorcycle on the market, the Rocket 111 now comes in three guises. Joining the standard and Classic versions is this one, the Touring. Modified, as its name suggests, to cover ground with some comfort and practicality, the Triumph is one almighty bike with an ability to turn the heads of both bikers and those who’ve never ridden.
My first journey on it underlined what the Rocket is suited to best of all. The hundred mile unchartered trip I made on it, discovering some new routes in the counties of Gloucestershire and Wiltshire was an extremely pleasurable and relaxing experience. Made all the more enjoyable by dry roads and a 25°C ambient temperature, the stroll through the countryside along deserted back routes was a scenario the Triumph felt right at home in. And thanks to its hugely torquey engine and unexpectedly good handling it’s nowhere near as challenging to ride as you’d think.
Considerations always need to be made to the cruiser’s size and weight and you constantly need to assess situations before you fully commit to them. But as time goes by, you’ll be surprised more and more by what can be achieved.
Something very easily summoned by the massive 2.3litre three-cylinder engine is extra speed. Tuned for slightly less power, but more torque on this version of the Rocket, as you’d expect from such a potent powerplant there’s always some impressive acceleration available. But it’s the relaxed and very friendly way that the mph gains are produced that’s all the more remarkable. Choosing the right gear or rpm level somehow seems to be an irrelevant requirement to going faster. As long as the throttle can be twisted then the job can be done.
The five gears it has are widely spaced with a high overall ratio. With the truck-like torque the motor has, pulling such tall gears is never a challenge with just small gains in rpm producing larger increases in mph. It’s hard to believe that there are things like pistons and con-rods moving up and down cylinders. All that sort of stuff would appear to be far too mechanically vulgar such is the easy, unhurried way the engine performance is produced. At times it feels more like some sort of nuclear reactor than internal combustion engine. Whenever a situation arises where more pace is instantly required the Triumph is fantastically obedient, and knowing that stuff like overtaking is going to be executed in a swift and safe manner gives the bike an even more laid-back character. Guaranteed achievement is always a nice thing to depend on.
A bit less straightforward is the way the Rocket’s chassis deals with life on the road. Of course it very much depends on the sort of environment you’re faced with as to how well it copes. On my summer evening’s run away from the traffic and urban hazards the most challenges were met easily. I think it helps that I’ve been riding motorcycles for a long time now, and being especially familiar with the standard version of the bike has assisted too. So as long as you are forward thinking enough, and know how to read things before they become too difficult to manage, you won’t have problems. It’s a bike that needs to flow with some consistency and not one that can react quickly enough to sudden demands of either speed or direction changes.
Suspension and braking performance is easily good enough to cope with the Triumph’s performance generally. But when a riding situation is more unpredictable and not all the changes are easy to predict, then you’ve got to ride with a bit more in hand. Allowing for the fact that stopping or steering round hazards (even with its much skinnier 180-section rear tyre, compared to the standard bike’s 240) takes time is an essential thing to realise on this bike. It’s a highly capable bit of kit, especially when you bear in mind just what sort of machine it is. But you can’t ask it to do the impossible, so riding through congested towns and cities needs plenty of care and attention.
Attention is something the big chromed cruiser is never short of. Quite apart from its ability to dwarf the majority of other bikes, the tall craggy black-finished engine offset by lots of Harley-aping chrome, extra lights and crash bars, catches the eye of plenty. And so it should. The British bike had lots of sheer presence, enough to either make people silent or slack jawed at the immensity of it all. More often, it encourages plenty to interrogate you and make petrol station fill ups last at least double the amount of time they should.
Thanks to the healthy tank size of just under five gallons, the digital ‘miles to fill’ reading on the tank-mounted instruments will register between 175-250miles depending on how hard you push the Rocket. If you intend to stay in the seat for a while there’s good news in that it’s sumptuous enough to allow the fuel stop to be the next time you’ll need to refresh yourself in any way. And with the quickly detachable screen giving total wind protection the risk of tiring is virtually non existent. With enough luggage capacity to cater for time away from home, as a tourer the bike ticks enough boxes, even if the hard and lockable panniers are too slim to hold a helmet. The only other thing to be critical of regarding mile-eating is the height and width of the bars, which in my case at least, put my arms at a slightly unnatural position. And though it never actually caused me any problems, I wonder if they would if I spent all day on a motorway essentially locked in the same position.
I’m not sure if that would be a wise thing to do on any bike mind you. And if the rich pleasure I got from my evening ride in the countryside was anything to go by, then long straight and monotonous routes like that should be avoided. Experiencing the best the Triumph has to offer isn’t something that should be missed.
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SPECIFICATIONS
TRIUMPH ROCKET III TOURING
ENGINE
Type: 2294cc, liquid-cooled, twelve-valve, flat triple
Maximum power: 106bhp @ 5400rpm
Maximum torque: 154lb/ft @ 2000rpm
Transmission: 5-speed
Final Drive: shaft
CHASSIS/COMPONENTS
Frame: tubular steel double cradle
Suspension: Front: 43mm telescopic forks, no adjustment
Rear: twin shocks, adjustable preload
Brakes: Front: twin 320mm discs with four-piston calipers
Rear: single 316mm disc with twin-piston caliper
Wheels/Tyres: Front: 150/80-16
Rear: 180/70-16
DIMESNISONS/CAPACITY
Seat height: 730mm
Wheelbase: 1705mm
Dry weight: 358kg
Vintage Triumph Motorcyles Are A Real Piece Of Motorcycle History!
Where were you in 1967? Still in high school, Nam, or straddling a Triumph Motorcycle? Even before that point in time, Triumph Motorcycles was synonymous with distinguishing characteristic, power, looks with motorcycle production whose designs were second to none.
Today they haven't lost that touch and if you desire they are still producing a rocket between your legs. The inspiration and manufacturing fascination that gave birth to the iconic Triumph Bonneville, the motorcycle to end all motorcycles of the wild 60’s has designed the eye-catching Rocket III and the instantly recognizable, unmistakable Speed Triple.
From day one, the soul of Triumph's beliefs has always been a solid pledge to designing and producing truly only one of its kind motorcycles that combine stunning, distinguishing looks, but also blow your socks off performance. Triumph motorcycles has always provided that special experience by engineering motorcycles that combine a immense riding experience blended by a well-balanced, straightforward perfect handling chassis mounted with a strong muscular, supple get behind me engines. With this winning combination, it results in an inspirational line of motorcycles combining intelligent design with unbelievable performance.
When occasionally my mind works, I can remember from the 60's the status of Triumph as being a hold on to your britches bike. I can still see vividly in my eye's mind, this scrawny dude with this mammoth Triumph having to scramble up on his seat and then jump down on the kick start because he didn't have sufficient strength to transport the engine to life. I was amused at this funny site but when that Triumph fired up, the hilarity turned toward envy because he owned a Triumph and I did not.
The Triumph Bonneville was announced as the end of all end motorcycles when it was introduced. To own a Bonneville meant you were predestined to never owning another motorcycle again. The reputation was very well earned. A few years later out Triumph introduce the Norton and guess what, you needed it, and no you had to have it. So much for being predestined!
Triumph motorcycles are rich in history. They supported the war effort during the big WWI and WWII. Their bikes were made famous during the war times. Remember all the war movies that had a soldier riding a motorcycle? Chances are, it was probably a Triumph. Once the war was over, the former field soldiers in England and America wanted to own one of these impressive machines.
Today, the rebirth of Triumph has been completed. Without a doubt, it has remained true to it roots. The production of the exhilarating Triumph Cruiser such as the Rocket III gets the adrenaline pumping just taking the time to see one in person. As soon as you see it, that little voice is calling "I gotta have one of these". The Triumph Bonneville has not been retired and still is strikingly cool. Once your eyes see the Triumph Speed Triple, there remains no doubt that Triumph is back. Just sitting still, this design marvel is telling you "I am a rocket, proceed with caution". Aren't you glad that some old things can change and still revolve into something better?
Monday, October 5, 2009
MY TRIUMPH MOTORCYCLE LIVE ON
However, after a solid start, the business saw a downturn and faced extinction, only to be saved by R.T.Shelley & Company who created Norton Motors. James Norton became a director of the company, but sadly died at the young age of 56 in 1925, but not before he saw his motorbikes win the Isle of Man TT Senior and Sidecar categories in 1924. Walter Moore designed the CS1 engine in 1927, but left the company for NSU in 1930, leaving Arthur Carroll to come up with a completely new OHC engine which was to become the bedrock of future OHC and DOHC singles. Norton had been buying Sturmey Archer gearboxes and clutches, but when the company discontinued production in 1934, Norton purchased the design rights and asked Burman, a gearbox manufacturing company, to pick up the reins.
After the Second World War, Norton needed to pick up production, so began introducing more models, with the Norton Dominator 500 appearing in 1949. However, the marque's mastery in racing was being challenged by AJS (who won the first World Championship) and multi-cylinder Italian models. In that premier World Championship year, Norton only managed fifth place. In 1950, the McCandless brothers of Belfast developed the 'Featherbed' frame, which shot Norton back to the top again. The Dominator took on the 'Featherbed' frame in 1951 and success on the race track transferred to the public sector, but despite this, Norton found itself in financial difficulties and in 1953 was purchased by Associated Motorcycles, who also owned AJS and Matchless. Sadly the factory in Birmingham closed in 1962 when production was moved to Woolwich in London. A silver lining to this development manifested itself in the shape of a new, better version of the Norton gearbox which was used on all of the larger models under the AMC banner and in 1955, the Dominator 99, powered by a 600cc engine, was added to the catalogue.
By 1960, a new version of the 'Featherbed' had arrived on the scene which accommodated shorter riders. The altered upper frame rails made the bike slimmer and reduced the width between the rider's knees. This frame was to become known as the 'Slimline' and the original, the 'Wideline'. In 1961, a 650cc Manxman was offered to the American market and a year later the Norton 650SS and Atlas 750 were introduced in Britain.
The Japanese invasion in the 1960's hit Norton, hard, along with the rest of the British motorcycle industry, leading to the failure of AMC in 1966. The fledgling company of 'Norton-Villiers grew from the ashes, and the famous Commando resulted in 1969, which proved to be the most powerful and best handling British motorcycle of the day. A choice of dual or single carburettors was offered along with the style of choice, including Scrambler, Street Model or a Tourer which was badged as the 'Interstate'. Electric start became available in 1974, but despite these improvements, the company once again fell into decline and went into liquidation in 1975. In 1972 BSA was also struggling, and in order to secure government help, was forced to merge with Norton-Villiers to form the Norton-Villiers-Triumph company. The 'Triumph' name came from BSA's Triumph subsidiary. Moving of production to BSA's Smallheath site caused industrial unrest at Triumph's Coventry factory. The workers at Triumph finally created a co-operative and went on alone. 1974 saw the release of the 828 Roadster, but the company was in dire straits and by 1975 was only producing two models.
The 80's and 90's was an unsettled time for the company, with ownership changing hands several times, both in the USA and Britain, but was purchased in 2008 after 15 years of US ownership, by British businessman Stuart Garner, so the marque that carried Che Guevara on his South American adventure lives on.
The History of Matchless Motorcycles
In the 1920s, they also built cars. At the start of the 1930s, the company had a range of singles much as any other manufacturer, plus a big V-twin for sidecar work.
For 1930, they also had the new Silver Arrow, which was kept under wraps until the last minute. It was another attempt to provide the touring rider with the fully equipped sophisticated machine.
The Silver Arrow was a side valve v-twin with 54 x 86mm dimensions and 394cc. Its two cylinders were set at 26 degrees within a single casting under a single head. The result looked odd, rather like a single that was too long, and with the exhaust emerging from the manifold at its right corner and the carburettor in the middle of the block on the left.
The gear driven camshaft lay along the machine and was extended to the rear, to drive the mag-dyno. It suggested a shaft drive, but this was an illusion, because chains conveyed the power to the three speed gearbox, and then onto the rear wheel.
Lubrication was dry sump with the oil tank bolted to the front of the crankcase, so there were no external oil pipes. The frame was tubular, with pivoted rear suspension controlled by coil springs and friction dampers mounted under the saddle.
The front had girder forks and both wheels had drum brakes interconnected to a foot pedal on the right, while the front brake could also be operated independently by the handlebar lever.
It was topped off by an instrument panel mounted above the bars, carrying both dials and switches. This was to provide the finishing touch to a machine sold to the discerning as quiet, smooth running and as comfortable as a car.
The problem was that enthusiasts would clamour for advanced developments and sophistication but would never purchase it. Fortunately, Matchless continued with their line of straight forward machines which sold well and kept them solvent.
The singles all had a vertical cylinder with the magneto tucked in behind it and the smallest was a 245cc and comprised the side valve R/4 and OHV R/6. Next came the twin port T/S2 with 348cc, while in the largest class there were three models with the 497cc T/5 having side valves and the 491cc V3 overhead.
There were two versions of the latter, one with twin ports and the other, called the Special had one. The Special was guaranteed to be capable of 85 mph. Finally, there was the 583cc side valve V/6 to complete the singles.
There were two versions of the big v-twin and both used the same 982cc engine with side valves. The basic model was the X/2 and the other X/R2, which had chrome plated rims and nickel plated cylinders.
All models had dry sump lubrication using the rotating and reciprocating plunger set in the crankcase. This system was to last for decades.
The Silver Arrow had been a focus of interest when it was first shown, but it was too small and placid to excite people. Within 12 months, this changed when the company unveiled a machine with a four cylinder overhead camshaft engine at Olympia. It was called the Silver Hawk.
Equally new, and just a few aisles away at the show was the Ariel Square Four, either model would have been a show stopper, but for two machines, with dissimilar engines to appear during a depression was quite remarkable. The Hawk was in essence, two Silver Arrows placed side by side. The dimensions were 50.8 x 73 mm and it had a 592cc capacity but the 26 degree angle remained.
The Hawk had a duplex primary chain with weller spring tensioner, so the four speed, hand change gearbox could run at a fixed centre. Like the twin, it failed to achieve much success for it was expensive at a time when the world was hard up. It also paralleled the Ariel in running into head joint problems if pressed too hard, while the bevels whined or rattled, which was ok on a near racer but not on a deluxe sports model.
In May 1931, a light 500 was added to the range as the D/5, and took its name from its low weight, which just came under the tax barrier. This was an achievement, for the machine was equipped with electric lighting powered by a Maglita unit. The engine was an inclined cylinder, side valve 497cc. Dry sump lubrication was employed and a three speed hand change gearbox was fitted.
1932 saw the introduction of a single port D/6 and twin port D/3, each fitted with a 348cc OHV engine, the 348cc model D, 583cc SV model C, 491cc OHV model C/S and 245cc models R/7 and D/S.
All models had a new fabric oil filter fitted in the oil tank that year and a face cam engine shock absorber. From 1933, the company began its practice of prefixing each model designation with the last two digits of the year, so the D/6 became the 33/D6.
The 1934 range was slimmed down a little, and among the casualties was the Silver Arrow, D, D/5, D/6, D6 and D7. The mudguard beading was changed to a gold line in 1935 and a change to chrome plated wheel rims reflected the move away from the economies of the depression years.
In April 1935, an important new model was announced which was to set the style and format for the range from then on.
The new G3 was known as the Clubman. It had a vertical cylinder and used the trusted 69 x 93 mm dimensions to obtain 348cc. It had an OHV, a magneto tucked behind the engine and a dynamo beneath that, where it was chain driven from the crankshaft.
During the 1930s, Matchless supplied engines to Brough Superior, Calthorpe, Coventry Eagle, OEC and OK Supreme.
1936 saw a radical shake up in the list with only the side valve F7, D5 and X4 remaining. During 1937, Matchless decided to stop supplying machines to the technical press for road tests and this continued for many years. The company also purchased the rights to the Sunbeam motorcycle company, which led to the formation of the AMC group, although the Sunbeam name was sold to BSA in 1943.
AMC continued making motorcycles and racing. However in 1954, they withdrew from racing following the death of Ike Hatch and the fierce competition from other European bikes.
With sales declining during the 1960s, AMC decided to concentrate on the Norton's twins and the Matchless/AJS singles but they were not successful and the factory ceased production and AMC became part of the Norton-Villiers company in 1966.
Dawn Martin has been interested in motor vehicles since an early age. She has recently commenced a blog on the history of classic vehicles and is currently researching trucks, motorcycles and cars.
She hopes that you will take the time to visit her sites
Classic Motor History Blog
Classic Motor History
where you will find downloadable publications.
