Triumph Classic Motorcycles

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Founded in 1887 as a bicycle manufacturing company, The Triumph Cycle Company went on to become today's Triumph Motorcycles Limited. The company has produced some of the finest motorcycles, from the original Bonneville in 1959 to today’s model. The Triumph factory has produced thousands of classics since commencing motorcycle production in 1902.

Triumph Classic Motorcycles Long renowned for their sporting nature, the company can trace its racing success back to 1908, when Jack Marshall won the Isle of Man race and set the fastest lap. Due in part to their racing success, the company mass-produced more than three thousand units the following year. But it was the First World War (WW1) that brought Triumph to the forefront of motorcycle production when they supplied the allied forces with more than 30,000 machines.

Going Global:

Between the first and second World Wars, Triumph added car manufacturing to their range (1923) but the introduction of the 500cc Speed Twin, and its subsequent sales in the United States, really put the company on the global map.

New Factory at Meriden:

Triumph Classic Motorcycles During the Second World War, the original factory was destroyed and a new one built at Meriden, a site that became synonymous with Triumph's motorcycle production. The factory at Meriden, in the British midlands, produced motorcycles from 1940 to 1983.

Triumph Sold to BSA:

In 1951, Triumph was sold to rival British manufacturer The BSA Group for £2,500,000 (UK pounds), equivalent to $7,000,000 at the time. The two companies produced motorcycles independently at first before joining design teams and labeling each model differently.

The Bonneville:

One of the all time classic Triumphs, the Bonneville, was introduced in 1956. The street version, the T120, followed on from the company's success on the Bonneville Salt Flats where they set a new world land speed record of 214.5 mph.

NVT is Born:

Triumph Classic Motorcycles A number of different management teams tried to fix the company, but after a reported loss of £3,300,000 in 1972 a new (government sponsored) company was formed known as Norton-Villiers-Triumph (NVT). However, as a result of the NVT management wanting to relocate the Triumph production facility to Small Heath in Birmingham, the union organized a sit-in that lasted nearly two years.

Workers Co-Operative:

A deal was eventually agreed to allow a workers cop-op to produce some Triumph models - namely the 750cc Bonneville for the American market. The company operated until 1983 when rising debts, and a virtual take over of the market by the Japanese motorcycle industry, forced them into liquidation.

New Owner, New Era:

Triumph Classic Motorcycles Eventually, the intellectual property rights were purchased by John Bloor (a property developer who was interested in the Meriden factory site) in 1983. Bloor kept up production of the Bonneville by licensing motorcycle frame maker Les Harris to produce them. Between 1983 and 1987, Bloor assembled a team of designers to produce a new line-up of Triumph motorcycles.

Triumph Motorcycles In 1990, the first of the new designs was formerly introduced at the Cologne (Germany) motorcycle show; they were an immediate success resulting in sales of 12,000 units per year by 1995. Sales continued to rise, and within a decade Triumph was selling more than 41,000 units a year. And that was during a period when the entire factory was destroyed by fire!

It was 2002 when the Triumph factory, now based at Hinckley in Leicestershire, was burned to the ground. But by September of the same year, production had restarted.

Today the Triumph factory produces 16 different models supplying enthusiasts on every continent. Employing over a thousand staff members, the company has sales of more than $200 million per year.
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Japanese Motorcycles

Welcome to Japanese Motorcycles appeared in 1909 but...
Did you know the first motorcycle was invented by American Howard Roper (1823-1896) in 1867? It was a rudimentary steam-engine powered bicycle called The Roper. Eighteen years later, the Germans came into scene. Gottlieb Daimler (1834-1900) developed the first gas-engined motorcycle in 1885, which marked the official beginning of the motorcycling industry, sport and PASSION.

Japanese Motorcycles Since then and till the beginning of the second half of the 20th Century, European motorcycles ruled in Europe as American bikes did in America. But it was in 1959 when…


Held since 1907 in a tiny little island in the middle of the Irish Sea, this race has long been considered the wildest and one of the most important motorcycling events around the World. Even now, The Isle of Man motorcycle race has a lot of prestige and every year new stories are written in this twisty circuit.

But back to the late 50’s…

Japanese Motorcycles To give you an idea of the importance that race had: winning in that single event could be compared to winning the Tour de France for cycling, the World Cup for soccer or the Superbowl for football. It was a place where motorcycles, pilots and mechanics tested their equipment and skills to the limit.

Whoever won this race was awarded with the respect and recognition of the public and competitors which were usually followed by growth and economical success for the victorious firm.

Japanese Motorcycles Before 1959 Europeans and Americans ruled the game, but they didn’t count on…

Soichiro Honda and his team of 5 riders,
a well organized group of mechanics, and
the motorcycles he had been developing
exclusively for this race since 1954.

After an exciting race, the team obtained the 6th, 7th, 8th and 11th places with four of their five riders. This gave to the “rookies” their first team victory and marked the entrance of Japanese Motorcycles to the global and competitive scene.

Japanese Motorcycles Many stories have been written and many events have been won since then; the truth is that nowadays Japanese Motorcycles:

Offer a wide variety of models and makes. From Scooters to Sport Bikes, from ATV’s to large Cruisers, you will always find one that fits your needs or your wants.

Puts in the hands of the pilot tried and true performance, which translates into a nice, smooth and safe ride. Not to doubt why many Japanese Motorcycles have taken their riders to the top of the podium.

Japanese Motorcycles Have a lot of experience in all kind of riding styles. From simple commuting to sport riding, from cross-country day rides to transcontinental trips, every ride becomes an exciting experience.

Are cost efficient. You can get a very nice bike without having to ask for a second mortgage on your house.

Have wide availability. You can find a huge variety of spare and aftermarket parts, accessories and additions for your bike.

Want to learn more? Need some proof?

Here are some facts about Japanese Motorcycles:

In the Moto GP (the most important sport motorcycling circuit) the current top pilots in the rankings ride on Japanese motorcycles.

Many editions of the Isle of Man have been won by pilots on Japanese made bikes.

American and European motocross championships are very frequenlty won by riders on Japanese Motorcycles.


Just take a look in the Internet and see how many races where KTM’s, BMW’s, Ducati’s, Augusta’s, Harley’s used to rule, are now being won by riders on Honda's, Suzuki's, Kawasaki's, and Yamaha's.
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Old Classic Motorcycles

Old Classic Motorcycles Men on motor vehicles was not merely just, but also for style. Do not believe ya .. Well look yuk tongkrongan classic motorcycle enthusiasts who are worthy of this coverage.

As with past production of goods, antique motor also has its own fans. It could be seen for example in a number of classic car shows in Jakarta some time ago, which also presents a number of classic motorcycles.

Old Classic Motorcycles. In Indonesia, antique motor outstanding to date, there is produced from the 1930's to the retro era of the 1980s. Well .. general motors antique lovers come together to form the club! One community is large enough Brotherwood, based in Bandung, West Java.

Brotherwood community specializing in American-made motorcycles and Europe, before 1960's. In addition to rare alias is no longer manufactured, each motor must have a history of their classic - each. As BSA motor, for example, the entry into Indonesia in 1945's, when allied military operations start here.
Old Classic Motorcycles. The BSA stands for Birmingham Small Arms, the factory produced a variety of special purpose equipment to make a small army. Country of origin England, factory two-wheeled vehicle with large systems have been burned in 1972 and no longer made.

Old Classic MotorcyclesBecause many of which are no longer manufactured, it is not easy to get spare parts motors that are already considered classics. Well ... fortunately this is to join the club or motorcycle community! Between them can exchange information and tips on maintenance and spare parts. From hobby creates the fabric of the brotherhood of all owners of antique motorcycles. Usually they then drove along. As recognized Henry, who had the 1948 BSA motorcycle and Harley Davidson owners Chris Harson 1957, there is a pride ride the old bike.

Categories Old Classic Motorcycles.

Classic AJS Motorcycles ARIEL 
Classic Ariel Motorcycles BIMOTA 
Classic Bimota Motorcycles

Classic Brough Superior Motorcycles BSA
Classic BSA Motorcycles

Classic CZ Motorcycles DOUGLAS
Classic Douglas Motorcycles DUCATI
Classic Ducati Motorcycles

Classic Excelsior Motorcycles FRANCIS BARNETT
Classic Francis Barnett Motorcycles GILERA
Classic Gilera Motorcycles

Classic Greeves Motorcycles HARLEY
Classic Harley Motorcycles HONDA
Classic Honda Motorcycles

Classic IndianMotorcycles JAMES
Classic James Motorcycles KAWASAKI 
 Classic Kawasaki Motorcycles

Classic Lambretta Motorcycles LAVERDA
Classic Laverda Motorcycles MATCHLESS
Classic Matchless Motorcycles

Classic Mobylette Motorcycles MOTO GUZZI 
Classic Moto Guzzi Motorcycles MOTO MORINI
Classic Moto Morini Motorcycles

Classic MV-Augusta Motorcycles MZ
Classic MZ Motorcycles NORTON
Classic Norton Motorcycles

Classic Motorcycles PUCH
Classic Puch Motorcycles RALEIGH
Classic Raleigh Motorcycles

Classic Royal Enfield Motorcycles SALVAGE 
Classic Motorcycle salvage for sale SASH
Classic Sash Motorcycles

Classic Scott Motorcycles SIDE CARS
Classic Side Car Motorcycles SPARES
Classic Motorcycles Spares

Classic Sunbeam Motorcycles SUZUKI
Classic Suzuki Motorcycles TRITON
Classic Suzuki Motorcycles

Classic Triumph Motorcycles VELOCETTE
Classic Velocette Motorcycles VINCENT 
Classic Vincent Motorcycles

Classic Yamaha Motorcycles Zündapp
Classic Zündapp Motorcycles

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BSA Classic Motorcycles

BSA Classic Motorcycles BSA's first flirtation with the bicycle industry began in 1881, with the invention of the "Dicycle" which had two large, identically-sized (side-by-side) wheels that were placed on either side of the rider. The Dicycle was also known as the "Otto dicycle," named after its creator E.C.F. Otto. Bicycle and dicycle manufacturing by BSA was short-lived, and by the late 1880s the company discontinued their bicycle production alltogether.

1921 BSA Model H
BSA Classic Motorcycles Motorcycle production at BSA began around 1906, at their factory on Armoury Road in Small Heath, Birmingham UK. Early BSA models used engines manufactured by outside suppliers. The first BSA motorcycle built entirely in-house came in 1910, using a 498cc 3 1/2 horsepower single. It was around this time that BSA began its signature forest-green livery with gold pinstriping.

1932 BSA W32-7 Blue Star

BSA Classic Motorcycles The company also produced automobiles beginning in 1907, and in 1910 BSA purchased the British Daimler Company to build its car engines. BSA Motorcycles Ltd. was established as a subsidiary in 1919. BSA began building v-twin engines for their motorcycles in 1921, starting with the 770cc BSA Model A.

BSA Classic Motorcycles The BSA M24 'Gold Star' began production in 1938, based on the previous M23 Empire Star, and was one of BSA's longest lasting model lines, being built until 1963. The Gold Star had a hand-built 4-stroke 350 cc to 500 cc motor which became popular for their high performance. By the 1950s, the Gold Star had a reputation for being one of the fastest production bikes on the market.
The 495cc model A7 began in 1946, designed by Val Page (1892-1978) who also designed engines for J.A. Prestwich (used in the Brough Superior SS100) and the Ariel Red Hunter. The BSA A7 was upgraded to 497cc in 1950, and continued in production until 1961.

The 'Gold Star' was named in honor of Walter Leslie (Wal) Handley (1902-1941) and his legendary 'ton-up' lap times at the Brooklands concrete bowl. At the time, the British Motor Cycle Racing Club would award a lapel pin with six-pointed 'gold star' to any rider who could negotiate a 100 mph lap.

BSA Star Twin, Golden Flash & Shooting Star
By 1949, BSA introduced the 'Star Twin' and the 650cc twin-cylinder A10 'Golden Flash' designed by Bert Hopwood, also from Ariel. The Star Twin was a response to the popularity of the Triumph Tiger 100. In 1954, the Star Twin was redesignated, and repackaged as the "Shooting Star," which ended production in 1961.
By the early 1940s, British industrialist Sir Bernard D.F. Docker (1896-1978) became chairman of BSA. Docker was also chairman Daimler Motor Company during roughly the same period. Under Docker's leadership, BSA acquired Triumph Motorcycles in 1951, making them the largest producer of motorcycles in the world. He also acquired the motorcycle interests of British manufacturers' Ariel, New Hudson and Sunbeam.

1960 BSA Gold Star DBD34 Clubmans

Docker's tenure at BSA ended in 1956, when ex-Triumph chairman John (Jack) Young Sangster (1896-1977) took the helm. Sangster retired in 1961.
In 1959, BSA Introduced the 'BSA Sunbeam,' also sold as the Triumph Tigress, was 175 cc two-stroke single-cylinder scooter designed by Edward Turner (1901-1973), famous for his design of the Triumph Speed Twin, Thunderbird, and Ariel (now owned by Sangster) Square Four.

1968 BSA Shooting Star 441

By the end of the 1960s, as much as 60% of BSA and Triumph sales were to America and other counties, but the rising sun of Japan loomed over the British and American motorcycle industries like a dark cloud.

In response to the large-displacement inline fours that were soon to hit the all-important American market, BSA introduced the inline three-cylinder "A75 Rocket 3," which was produced from 1968 to 1972. The Rocket3 was also sold as the Triumph Trident T150, based on the early P1 and P2 prototypes that were design by Bert Hopwood and Doug Hele. Both engines were produced at BSA's factory in Small Heath.

1970 BSA Rocket 3 Roadracer

BSA Classic Motorcycles The A75 Rocket 3's OHV engine produced around 58 horsepower at 7,500 rpm, and had a 4-speed gearbox. The Rocket III and Trident were immediately proclaimed as the best road bikes in the world by the British press - a title which was quickly lost to the Honda CB750 which had far more technological advancements then their British "superbike" counterparts.

The Final Chapter for BSA
In 1973, the British government stepped in to rescue the merged BSA-Triumph group, and Norton-Villiers-Triumph (NVT) was created out of the three faltering companies: Villiers Engineering Ltd., Norton Motorcycles, and Triumph Engineering Ltd./BSA Group.
Coventry-based Manganese Bronze Holdings PLC swapped its Norton Villiers motorcycle parts division with the non-motorcycle aspects of the BSA Group, including the Coventry-based coachbuilder, Carbodies, who was under contract with the Austin Motor Company. Source 
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Indian Classic Motorcycles

The Indian Four began in 1927 when Indian purchased the Ace company. In fact for the first year or so the bike was called the "Indian Ace". (The Ace itself had been developed by the same engineer, one Will Henderson, who had designed the Henderson four. W

hen Henderson was bought out by the Schwinn Excelsior company he left it and in 1919 started the Ace company, building a very similar inline four cylinder engine bike which was bought out by Indian in 1927. The Henderson Four died in 1931 and the Indian Four in 1942. The only engine difference between the early Indian and Ace Fours was that the Indian had five instead of three main bearings. Over the years the sheet metal on the Indian grew more massive. A note on internal combustion engine terminology: 

Indian Classic Motorcycles Flatheads are also known as L heads or side-valve. (Overhead valves or OHV is actually a misnomer, best term is "valve-in-head".) Prior to 1936 the Four had an F head design (also used in Jeeps a few years later I believe). The exhaust valves were below the head and off to the side as in any old flathead design but the inlet valves were in the head as in later OHV designs. Unique in autmotive history, in 1936 and 1937 only, the F head was reversed. This "upside down" engine is considered a mistake. Everone knows that valve-in-head is much better than the sidevalve design, albeit more expensive to manufacture. 

The inlet port and valve is much more crucial than the exhaust for breathing and power. The only rationale I can think of is they must have been aiming for cooler exhaust valves as flathead engines, even liquid cooled car ones, are known to overheat especially in the exhaust area, and Indian Chiefs get 10 mph slower top speed as they get hot. 

Indian Classic Motorcycles Other than the heat issue, for power if you can't have both vales in the head, the F head is the next best choice, and this was reverted to in 1938. At least the Sport model of the 1937 Four had two carburetors. With a Four, the more carbs the better. Most Indian Fours had one carb at the very back to cool the rear cylinder. (Same was used on the Ariel Square Four.) The downside is that the front cylinders get a tiny bit less fuel and air mixture. 

In 1938 the company did a major redesign of the Four, generally considered a big improvement, but stupidly they did not take the opportunity to go to full OHV (it was still an F head) nor to go to multiple carbs, nor to increase the displacement. Displacement of the Four was always just over 77 CID or 1260 c.c. According to Harry Sucher (in his excellent book "the Iron Redskin") one can bore the Four out to 90 CID (1500 c.c.) and use Sport Scout pistons. One wonders why the factory didn't do this themselves.

Indian Classic Motorcycles
Indian Classic Motorcycles In 1914 Indian had been the first with both electric lighting and an electric starter. All very advanced but they did not continue with the electric starters longer than six years nor with the OHV engines nor the 4 VPC engines. (They also tried the 1930's OHV engine in a car of their own design but hardly any were sold.) Had Indian kept using electric starters, OHVs and 4 VPC, they might well have been so far ahead of their competition as to be the dominant brand up to today. Its next major development came in 1916 when Hedstrom's former assistant Charles Gustafson developed the 1 litre "Powerplus". 

Indian Classic Motorcycles Below we see two photos I took of Carmille Dansereau's unrestored 1917 Power Plus (61 CID or one liter) V-twin with sidecar. The date of manufacture indicates that this particular bike was built in Toronto Canada rather than Springfield Massachusetts as Indians were also produced for a few years in Toronto beginning in 1912 and through World War I. The middle of WW I (1916) was the first year for the Power Plus, and the first engine not designed by Oscar Hedstrom. Both Hedstrom and Hendee had left the company by 1916, being unable to agree with the Board of Directors.

Indian Classic Motorcycles In 1918 the company offered for sale to the public its own new factory racer featuring not only OHV but 4 VPC (valves per cylinder). This was many years ahead of the competition. Considering that 3 or 4 VPC only began to show up on a few street V twins bikes in the late 1980's and mid 1990's, and Harleys are still built with only 2 VPC, it can be said that this V twin was 70 years ahead of its time. Top speed was 120 mph, but the racers were very light and had no brakes, lights, fenders, suspension etc. The high price of this racer resulted in very few sales and it did not last long. Two years later, the Power Plus street model was offered in a 74 CID (1200 c.c.) version for sidecar owners. 1920 was also an important year as the Scout was "born" then. Originally it was only 600 cc. (37 CID) but was enlarged in 1928 to 45 CID (750 c.c.) and called the Scout 101.
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