Hesketh V1000

Posted on April 6, 2012 by melwin23

The British made Hesketh V1000, first launched in 1981 featured Marzocchi suspension and Brembo brakes. The V1000 did not sell well. Later a faired tourer, the Hesketh Vampire was introduced, it too proved to be unpopular with the masses.

Hesketh V1000

For those of you who are wondering what on earth I’m talking about, the Hesketh motorcycle brand was the brainchild of one Lord Hesketh, the owner of the last ever privately owned F1 team to win a Grand Prix – according to Wikipedia. Hesketh’s vision was to rebuild the once great British Motorcycle Industry with a hand-built and home-engineered motorcycle of his own design. So in 1982, after two years of development, he self-financed a purpose built factory and commenced the first run of the Hesketh V1000. Unfortunately the factory was destined to fail and after several issues with reliability, manufacture of the bike finally ceased with only 139 ever being built.

Hesketh V1000

But the story doesn’t end there. In 1983 Lord Hesketh, refusing to be beaten, opened a new factory with a new brand name; Hesleydon Ltd. This new company developed a slightly modified version of the V1000 called the Vampire with an oil cooler to the rear and a full fairing. They built a total of 40 before also going into receivership.

We have tried to retain the looks of the first V1000 model made over 18 years ago to maintain the classic appeal, but if you look carefully you will notice modern radial tyres and uprated forks. However, you will not see the computer engine management system, the new internal oil system or the detail to the fit of parts identified over twenty years of development.The sum of all this is a unique classic and modern machine hand built just for you.

The Engine

Hesketh V1000

The heart of the Hesketh’s unique character is in its classical V-twin engine. It’s heritage stretches back to the turn of the century. Landmarks created by such innovators as George Brough, and Phil Vincent, fed the pre-eminence of the V-twin philosophy. Following Brough’s withdrawal after the war, Vincent carried the mantle of subsequent development, his Rapide, Black Shadow and Black Lightning leaving an indelible impression even today, thirty-five years after production ceased.
For a motorcycle, the 90-degree V-twin with transverse crankshaft has more to commend it than any other engine configuration.

Hesketh V1000

The relative simplicity resulting from having but two cylinders extends to the ignition and carburettors. Furthermore, the narrow configuration makes for a low centre of gravity and low drag coefficient, the benefits of which are manifest in economy, performance, balance and handling. Comparing a V-twins slim crankcase -little wider than a single’s – with that of a modern multi-cylinder indicates the dramatic reduction in frontal area.

With a lower engine speed capability than the equivalent engine with more cylinders, the V-twin produces greatly increased torque at lower engine speeds allowing a more relaxed style of riding to achieve a given performance.
Despite slightly less even firing intervals than are given by a narrower cylinder angle, the 90 degree V-twin is fundamentally the better as its crankshaft can be counterweighted to give perfect primary balance. Installed as in the Hesketh, with the front cylinder almost horizontal, it has proved to be very smooth together with first class cooling characteristics and eliminating undesirable gyroscopic or torque reaction effects.

The basic philosophy of the Hesketh as an enthusiast’s performance touring machine has dictated the criteria in terms of engine characteristics and performance. The decision to adopt a V-twin configuration was followed by years of concentrated research, design. development and testing, blending a traditional engine concept with the finest, and in some cases innovative features of modern technology.
The production engine is a well oversquare 992cc V-twin. An extremely high design strength was the fundamental requirement in the conceptual stages, illustrated by the very robust bottom half, the castings of which embody the gearbox. Following the rigidity theme, the crankcase mouths are extended to embrace much of the cylinder liners, with the result that the aluminium jackets of the barrels are very short.

The Hesketh engine features a one piece steel forging , exceptionally stiff, running in large diameter roller bearings; Aircraft specification steel blanks are used for the connecting rods which have split big ends housing copper-lead bearings of high load carrying capacity.

In order to achieve the designed performance and efficiency, with excellent breathing and precise valve control at the higher end of the engine speed range, the adoption of DOHC four valves per cylinder heads was considered essential. The valves have an inclined angle of 40 degrees in aluminium casting with flat top pistons giving highly efficient pent roof combustion chambers and a compression ratio of 10 to 1. Roller chains, with slipper type tensioners and anti flutter strips, drive the camshafts which are supported in needle roller bearings and actuate the valves through inverted bucket tappets.

Hesketh V1000

The ignition used is a high efficiency electronic computer control system for consistent timing at all engine speeds on both cylinders and freedom of maintenance. The fuel mixture is provided by two Dellorto carburettors with accelerator pumps and paper element filters and the lubrication system (again with a paper element filter) embodies a positive feed to the crankshaft, cams and gearbox are feed from a secondary system – a feature contributing significantly to the Hesketh’s longevity. Engine starting is electric. The combination of a triple reduction drive and heavy duty battery supplying ample power at all times.

The Transmission

The two helical gears of the primary drive are wide and durable and their centres optimised for quiet running. Incorporated in the output gear is a multiplate wet clutch more than adequate for the engine’s high torque characteristics. The clutch is of conventional design but its actuation is by a hydraulic system to ensure ultra smooth action with automatic adjustment and high mechanical efficiency.

The high torque characteristics result in the Hesketh requiring only five gears to achieve its full speed range. The compact gear cluster is of traditional British design. Gears and the very rigid shafts all run in Torrington low friction needle roller bearings. A noteworthy and innovative facet of the transmission is the train of gears between the gearbox output and the shaft carrying the final drive sprocket.

This layout enables the sprocket to be coaxial with the pivot of the rear suspension fork. Since the usual variations in chain tension with the wheel travel are thus eliminated, the 5/8 in pitch sealed rear chain has extremely good wear characteristics and when adjustment is required is quick and simple being controlled by keyed eccentric bushes in the rear fork, eliminating the need for the heavier and more expensive shaft drive system.

The Frame

The frame is a light but rigid Sifbronze welded duplex structure with the engine/gearbox forming the lower half and acting as a stressed member. The material used for the construction is Reynolds 531 tubing (recognised as being unsurpassed for this purpose) with thorough triangulation at the steering head for the necessary torsional stiffness essential to good handling characteristics.

The standard frame is finished in stove enamel to a colour of the customers choice.
The 43mm telescopic front forks, renowned for rigidity, excellent damping and long service life, have been chosen for the front suspension whilst the rear end stiffness is helped by unusually wide spacing of the fork’s pivot bearing which, being Timken taper roller units, are extremely durable. The Marzocchi rear spring damper legs have multi rate springs with preload adjustment together with gas progressive stage damping.

The hydraulically operated disc brake assemblies have twin 310mm discs at the front and single 270mm disc at the rear giving extremely powerful and fade free braking; interaction between the rear brake and suspension is precluded by a parallelogram linkage from the rear of the gearbox to the floating aluminium torque arm carrying the calliper, allowing the suspension to work at optimum efficiency, even under hard braking conditions.

Close attention to practicality and riding comfort has resulted in a fuel tank sufficient to hold 22 litres yet slim enough for good knee grip. High engine efficiency has resulted in a cruising range from a full tank of over 200 miles. The overall styling, including the tank, seat and rear fairing, headlamp cowl and enclosure panels was designed in consultation with John Mockett who has become established as Britain’s top motorcycle stylist.

The Hesketh is well equipped. Electric’s include a Lucas RM24 15-amp alternator and a Bosch H4 halogen headlamp for excellent range and lateral spread; the 12-volt 27Ah battery and a compartment housing a total of 5 fuses are situated between the side panels behind the rear cylinder. In addition to the obligatory speedometer with mileometer and trip meter, the instrument panel carries a tachometer, warning lights for key functions and a quartz clock, while self cancelling turn indicators and mirrors are standard.

Year 19821

specification
Engine 992 cc aircooled V-twin
Transmission chain
Max speed 120 mph

Horsepower 86 bhp @ 6500 rpm
Weight 230 kgs / 506 lbs

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The Spagthorpe Motorcycle Co

Posted on January 28, 2012 by melwin23

Is a little known manufacturer whose motorcycles dominated the South Coventry area in late August 1927. The founder of the Spagthorpe Motor works was Harry Shuttleworth.

Harry was born in a small village in south Swaziland, after national service in the Bengal Rifles he moved to Nottingham, where under an assumed name he worked as a tea boy for George Brough. His passion for motorcycles was developed by his long term companion Jeff, who once rode the Hajji railway that T.E. Lawrence blew up in the film. The 17 known Spagforth Lightning motorcycles were all built by Harry and a small band of his boys. Harry and the boys stole a component a day from the Brough factory until they had enough to build a bike. It is believed that the song “One piece at a time” by Johnny Cash was inspired by Harry’s activities.

The known Spagthorpes all bear an uncanny resemblance to Brough Superior motorcycles, except for the ones that look like Ducati .

One sure way of telling if you have a genuine Spagthorpe is to have the metal of the timing chain cover tested. Harry had a close relationship with a ruthless dentist who supplied used fillings; these were used to make the timing cover castings.

Spagforth is a common misspelling of Spagthorpe’.

Adapted from a web-log:

‘Not many people are aware that the famous British marque was revived in 1981 when Julian, Lord Spagthorpe, inherited his title at the age of 24. A keen motorcyclist himself, he saw an opportunity to inject some character into what was becoming a rather bland industry, and started a manufacturing operation in Peter Tavy, Devonshire. His bikes have certainly been distinctive, from the first model of theGreyhound sportbike up until the present day.

Aimed at the American market, the Spagthorpe Wolfhoundfailed miserably, owing to the lack of dealerships, although it is understood that it was fairly succesful in Zimbabwe.

The concept was to build a long-distance cruiser, and the emphasis would be on low-end grunt and endurance rather than top speed. The obvious engine configuration was a V-twin, so it was decided to take he 347cc single from theBeagle, and join four of them on two meshed crakshafts to produce what would be known as the 1400 W-4, although the actual configuration was more like _|o|_, with the engine mounted longitudinally in the frame. The desmodromic valves only required adjustment every 3000 miles, but for all but the front cylinder even checking clearances involved removing the engine from the frame, along with the primary shaft which ran alongside the rear cylinder and drove the separate transmission. This complexity may have been what discouraged potential American dealers, but for the owners who persevered it was outweighed by the benefits of the machine. It had shaft drive, liquid cooling, disc brakes operated solely by the foot pedal with an ingenious “hydraulic computer” to handle balance, four-speed automatic overdrive transmission, and many luxuries not seen on bikes even today.’

Cotton motorcycles don’t grow on trees

Posted on January 24, 2012 by melwin23

After seeing the recent Throttle Yard posting for an octet of Cottons for sale, I thought this might prove of interest. I wrote this short Cotton history as my Winter 2009 Pulp Non Fiction column in theAntique Motorcycle Club of America’s magazine — the Antique Motorcycle.
Say the word ‘cotton’ and most people would think of the material used to produce Levi’s jeans or Hanes T-shirts.

But say the word ‘cotton’ around a few motorcycle cognoscenti and another image entirely might emerge – that of a storied British marque famous for winning Isle of Man TT races and other competitions.

In 1913 Frank Willoughby Cotton of Gloucester, England designed a unique triangulated motorcycle frame and patented the idea in 1914. Cotton’s frame was stronger than the spindly ‘bicycle’ diamond-type chassis that was in vogue at the time. Cotton enlisted the help of Levis — another British motorcycle maker — to build two samples of his new frame but the First World War intervened and hampered his plans to bring a complete machine to market. It wasn’t until 1919 that the Cotton Motorcycle Company came into existence, and the first Cotton appeared in 1920.

Purported to have an extremely low center of gravity Cotton motorcycles became a popular mount for racing, and this did not escape F.W. Cotton’s attention. He saddled Stanley Woods on a 350cc Blackburne-powered Cotton in the 1922 Isle of Man Junior TT, and Woods managed a respectable fifth-place finish. (During his 1922 outing on the 350cc Cotton, just about everything that could go wrong, did. He botched the start, having to stop to retrieve some fallen spark plugs. The machine caught fire in the pits. Not long after putting out the flames and back on the circuit, Woods had to stop and wrestle with the valves thanks to a broken push rod.)

In 1923 Woods won the TT aboard a Cotton, and a bit of a sales boom occurred in 1924 after the factory swept the first three spots in the Junior TT. Cotton used a variety of engines in his triangulated frame, including side valve and overhead valve Blackburne, OHV JAP and Villiers two stroke units.

In this 1938 brochure Cotton offered ‘14 Superlative Models’, and advertised that ‘Cotton Stability Makes Speed Safe’. Of the 14 models available there were three 350cc machines, the Model 9/38, 350/38 and 9/Special. These all had OHV JAP powerplants, but the Special was fitted with a high camshaft JAP engine. There were three 500cc motorcycles, the 500/38, 5/Special and 25/Special. A 500cc JAP five-horsepower single was specified for each; the 5/Special was an S-Sports engine while the 25/Special employed a high camshaft unit. The largest Cotton was the Model 600/38 with a 600cc OHV JAP.

In the 250cc range there were three motorcycles, including Model 6/B, 250/38 and 30/Special. The 6/B ran a 250cc OHV Blackburne engine, while the last two used 250cc OHV JAP engines.

All of the machines listed above featured “The famous Cotton Patent Triangulated (frame) – by common consent the Masterpiece of modern design – giving perfect riding position with magnificent stability and controllability. Originated the phrase ‘Speed with Utter Safety.’ Front and rear wheel stands fitted.” Forks were specially-constructed Cotton-Druid girders.

Further specifications include a Burman three-speed gearbox, with a four-speed Burman listed as an option. Carburetion is via Amal TT or Bowden, and ‘silencing’ is carried out “By imposing large bore chromium plated exhaust pipe, leading to a sports cylindrical silencer. These modern upswept pipes remain immaculate, and improve appearance.”

So far, we’ve covered 10 Cotton models. The remaining four are the Model 1/V, fitted with a 150cc Villiers two stroke, Model 1/B with a 150cc OHV Blackburne, Model 2/JC and 2/J, both powered by a 250cc sidevalve JAP – for a total of 14 motorcycles.

Cotton suspended the manufacture of motorcycles during the World War II period, with the factory turned over to the manufacture of war goods. Post-war, Cotton did not immediately return to the production of motorcycles.

By 1953 Cotton’s triangulated frame was of course obsolete, given the rear swinging-arm suspension systems that were coming into widespread use. F.W. Cotton himself retired in 1953, and the concern was branded E. Cotton (Motorcycles) Ltd. Several models were produced, with Cotton making frames only and most every other component bought in.

A letter dated 23 June 1961, addressed to the Nicholson Bros. of Nicholson Bros. Motorcycles in Saskatoon, Saskatchewan enquired after overseas dealers.

“After a quiescent period covering many years the Company has been re-organized during the past year or so, and has once again been obtaining striking results in trials and competitions during the past two years. Production has now reached a point where we are in a position to extend to overseas markets, and we are, therefore, seeking distribution arrangements in Saskatchewan.”

Nicholsons did not take on Cotton, but for 1961 the range included eight models such as the Vulcan 4-speed 197cc Road or Sports and the 250cc Scrambler and the Continental Duplex Frame 250cc. Two-stroke Villiers engines powered all models.

Cotton soldiered on in the late 1960s after Villiers quit supplying engines, building primarily competition machines around Italian-made Minarelli engines and even a 250cc Rotax powerplant.

Cotton lasted until 1980, much longer than many other British ‘cycle builders.

VIA: STORIES by Greg Williams on May 29, 2011

The 1949 BSA B33

Posted on January 23, 2012 by melwin23

motorcycle was developed by one of England‘s oldest motorcycle companies. BSA grew out of a consortium of firearms manufacturers who first expanded into bicycles, then into the fledgling “motor bicycle” market by fitting a stronger frame with a Belgian-made Minerva engine.

That was in 1905; by 1910, Birmingham Small Arms was building its own 30-cubic-inch flat head single, and BSA was on its way to becoming a household name.

Though the company also built large V-twins for 20 years before World War II, its stock in trade remained midsize singles. These were often available at bargain prices and thus sold in large volume.

During the war, BSA supplied more than 120,000 of its M20 500-cc flathead singles to Allied forces, where their simple mechanicals made them reliable and easy to repair.

While contests of speed were typically won by other makes, BSAs had more than their share of success in endurance races, furthering their reputation for toughness that carried far more appeal to the everyday rider.

Typical of early postwar BSAs is the B33, which arrived in 1947 with a 500-cc (30-cubic-inch) overhead-valve single. Simple and stout, it formed the basis for a series of similar machines that carried on through the 1950s.

Modern telescopic forks were used in front, but early versions had a rigid frame and thus no rear suspension save for the sprung saddle.

Vertical twins joined the line after the war and became legends in their own right. And adding those to an early-1950s selection of popular small- to large-displacement singles briefly made BSA the largest motorcycle company in the world.

See the next page for a variety of pictures of the 1949 BSA B33 motorcycle.

Panther – Beauty which happens to be a Beast

Posted on January 15, 2012 by melwin23

History

Panther motorcycles were manufactured by Phelon & Moore (P&M) in Cleckheaton, Yorkshire, UK from 1900 to 1967. The most famous models are large (~600cc) single cylinder machines where the engine is a stressed member of the motorcycle frame (an idea patented in 1900 by Joah Phelon and Harry Rayner). P&M were noted for innovation in the first half of the century; as well as the first use of the engine as a stressed frame member, they were first to standardise on chain drive and introduce a two speed gear with chain drive as standard (1904). Even post-WW2 P&M were not shy of innovation; making early use of air sprung front suspension. They used the slogan “The Perfected Motorcycle”, leaving little room for improvement! In the 1950s Panthers were regarded highly but by the mid 1960s they were outdated when compared to Japanese machines and P&M went the way of most of the UK motorcycle industry. P&M were absorbed into the IMI group which retains an engineering facility in Cleckheaton, close to the original works.
The Bikes: Heavyweights

The Models{On 30/04/00 I broke up the unweildy single page on heavyweights into this collection of smaller pages on each stage of the development of the marque. There will doubtless be some teething problems – I anticipate many broken links between models – please aleert me to any you find. The boundaries between the various stages are somewhat arbitrary – especially between the P&M “Panther” models and the subsequent models of the Panther marque. I’ll do this a little more rigorously as the site develops. It’s a little untidy at this stage – bear with me!}

The first Panthers were the 1.75 h.p. Phelon & Rayner machines produced from 1901 to 1903.

The design was licensed to Humber who produced 2.75 h.p. and 4.5 h.p. machines from 1903 to 1905.

After disputes with Humber over licenses and royalties Phelon & Moore started producing a range of P&M machines from 1904 through to 1925. These included 2.75 h.p., 3.5 h.p. (solo, sidecar and forecar), 4.5 h.p. and the 3.5 h.p. Colonial and RFC/RAF models.

From 1924 through to 1935 P&M produced various models with the name Panther. The models that I am (somewhat arbitrarily) considering to be P&M Panthers are the 1924-29 Panther (including Models 1 to 3), 1930-35 Panther 50 and Panther 55, 1932 Panther 70 Express, 1929-35 Model 60 and 1929-35 Model 80 and 85.

From 1925 through to 1929 P&M produced various racing models.

From about 1929 the marque became known as Panther. The various Panther models post 1930 are treated separately.

From 1931 to 1938 a 490cc Model 90 was made.

From 1938 to 1939 the Model 95 (a vertical engined version of the 1938 Model 100) was made. This is a rare machine.

The definitive Panther is the Model 100, manufactured from 1932 through to 1963.

The final Panther heavyweight model is the Model 120, developed from the Model 100 in 1959 and sold through to the demise of P&M in 1966.
The Engine

The defining feature of the heavyweight Panthers is their engine. The design of motorcycle with a large single cylinder engine as a stressed member spanned the entire history of the company, starting with a 500cc model and ending with a 600cc model (Model 100) and a 650cc model (Model 120). This is a black and white line drawing of the classic large single engine. The cutaway drawing shows clearly details of the valve gear and the timing side. The Burman gearbox and Amal carb are also shown. My guess is that this is a mid fifties Model 100 engine (well I used this picture when I was building the engine in my mid fifties Model 100 – so it had better be!). The Amal Concentric rather than Monobloc carb would provide a latest date (which I will look up sometime real soon!). The engine is a stressed member in the frame and the brackets on the head where this attaches below the frame headstock are clearly visible. The engine has a semi wet sump as can be seen from close inspection of this picture. The prominent finned part of the crankcases at the lower front forms an oil tank as part of the engine. The flywheels do not run in this oil however; there is a weir separating them from this oil reservoir. Oil return is provided by the flywheels flinging oil over this weir. The oil pump is located behind the large pinion in the timing chest. The magneto (Lucas K1F) and dynamo (Lucas E3H ?) are mounted one above the other on top of the crankcases behind the cylinder. The magneto (the lower of the two) has manual advance/retard. There is a chain drive to the dynamo. Behind the lower pinion in the timing chest are the cams and the cam followers, tappets and push rods are visible.
The Bikes: 4-Stroke Lightweights

From the mid 1920s Phelon & Moore also produced a number of lightweights.

The PanthetteThe first of the lightweights was the Panthette, designed by Granville Bradshaw, this was a 250cc transverse V-twin of unit construction. It received very good road test reports and was genuinely liked by test riders. It lacked a heavy flywheel and had poor clutch plate control. It was a very “revvy” engine. Whilst of innovative design, it was a commercial disaster; its failure to sell well, at the time that The Depression was starting to bite, nearly bankrupt the company. Frank Leach effectively killed off the Panthette in favour of his own lightweight 250cc which later sold as the Red Panther. Very few Panthettes survive.

Four Stroke Single Panther Lightweights From the 1930s a range of two and four stroke lightwieghts were produced. The four-strokes were mainly 350cc and 250cc singles, the latter being somewhat underpowered. They were of conventional frame design, although some models (Model 60 and 70) had sloping engines, but not as stressed members.

Pre-war 250s included Model 30 (1932), Model 40, Model 70 Redwing, Red Panther Standard, Red Panther Model 20 Deluxe, Red Panther Model 20. Post-war 250s included Model 60 and Model 65.

Pre-war 350s included Model 45 (1932), Model 80 Redwing, Redwing 85, Red Panther Model 30. Post-war 350s included Model 70 and Model 75.

Model 30 & Model 40 & Model 70 RedwingLaunched in 1932 as the Model 30 and soon renamed the Model 40, this was a fairly conventional 248cc machine with clear links to the Heavyweight design. A DeLuxe model was available.

At some stage (1934?) it appears to have become the Model 70 Redwing, which according to The Book was dropped in 1936 and a 250cc Model 40 was again available in 1939 (combining Model 20 and Model 85)!

Budget versions were made for Pride & Clarke as Red Panthers (Standard, DeLuxe and Model 20).

Model 45 & Model 80 RedwingA 348cc version of the Model 40 was also launched in 1932 as the Model 45 and was renamed the Model 80 Redwing in 1933.

Budget versions were made for Pride & Clarke as Red Panther Model 30.

Red Panthers Red Panthers were built exclusively for Pride & Clarke of London at very low cost by using cheap labour (apprentices, mill hands, etc.) and cheaper ancilliary components (gearbox, ignition, lighting, etc.). The frame, mundguards, tank, etc produced by P&M were of the same standard as the Redwing models. There were 250cc and 350cc models. Surviving examples tend to have had a tough life; as budget machines they were often mistreated.

This is a Red Panther from 1932 to 1939, it is either 248cc or 348cc. I suspect it is a 248cc Red Panther DeLuxe from 1934. If a 250 then this model was the budget version of the Model 40 (Model 30 in 1930-32, later the Model 70). If a 350 then this would be a Red Panther Model 30 which was the budget version of the Panther Model 80 (Model 45 in 1932).

{The lightweight models, and especially the Red Panthers, are particularly confusing! Treat this information as indicative only – the revised model and year guide, currently under construction, will force me to get to grips with this properly and treat it with more rigour.}
Red Panther Standard / DeLuxe

248cc machine made in 1933-37 (DeLuxe offered at least 1934-35). This was the Pride & Clarke budget version of the Model 40 (Model 30 in 1932, later the Model 70). I believe these were Model 20s, except in 1933 when they were Model 10s.
This is Tom Norman’s 1937 Model 20 Red Panther.
Red Panther Model 20

248cc machine made in 1938 and 1939, incorporating improvements similar to those made in the Model 100 in 1938
Red Panther Model 30

The Red Panther Model 30 was a 348cc 15 bhp machine made from 1933 to 1939. It was the Pride & Clarke budget version of the Panther Model 80. From 1938/9? incorporating improvements similar to those made in the Model 100 in 1938
Model 60

The Model 60 was ready for production in 1940 and some may well have been made then. However it was mainly produced for three years (1946-1948) and was based upon the earlier 1938 Model 40 (Model 70 Redwing, Red Panther Model 20 – I get confused!)

This is a 1946 Model 60 which has a 248cc OHV engine. Whilst the engine is sloping forward it does not take the place of the front frame down-tube as is the case with the heavyweights. The drive is through a separate 3-speed gearbox. The front suspension is provided by girder forks. Webb girder forks were fitted for 1946.

This is a 1947 Model 60. Clearly it is very similar except that the Webb girder forks were replaced with Dowty forks for 1947/48.

Technical Data

I am grateful to Malcolm Duckett for providing the picture of the 1946 machine and technical data (from the Panther Instruction Booklet) and to Robert Shaw for posting the picture of the 1947 machine to the email list.
Model 70

The Model 70 is a 348cc, 4-speed version of the Model 60 and is similar in most other respects. It also was only produced for three years (1946-1948) and was based upon the pre-war Model 30.

I believe that this rather non-standard trials machine is a Model 70 from about 1947/48 – it is clearly a lightweight with Dowty forks and apparently has the slightly sloping engine and a magneto. Dowty forks were fitted in 1947/48, whereas Webb girder forks were fitted in 1946.

I am grateful to Tom Norman for this photograph of Dave Thornber’s bike.
Model 65

The Model 65 is essentially identical to the Model 75. The differences being that this was a 250cc version and the ignition was by way of points and coil rather than a Lucas K1F magneto. I believe it features a 3-speed Burman gearbox where the Model 75 has a 4-speed gearbox. They are generally considered somewhat underpowered by comparison to the larger 350cc model.

Technical Data

Model 75
This machine is one of my Model 75s. It has a 1956 engine in an earlier rigid frame, but is essentially to the 1949 specification. The tank should be chrome with cream panels. The front suspension is from lightweight Dowty air-sprung, oil-damped forks. The later engine has a rather taller rocker cover (as well as not looking quite right to the perfectionist, it is impossible to remove with the engine in the frame – the correct later frame has a kink in it under the tank to facilitate rocker cover removal). Ignition comes from a Lucas K1F magneto.

This pretty lightweight is, I think, a Model 75 from the early fifties (1951/53?). It has a rigid rear and apparently Dowty forks. The more rounded cases of the post 1949/50 engine are apparent as is the magneto which indicates a Model 75. The brake light is presumably non-standard and the battery is apparently missing (from behind the carb). The colour scheme is presumably not original.

This 1954 advert for a Model 75 shows the spring frame version introduced the previous year. The telescopic forks are presumably the P&M items.

This machine is a 1955 Model 75 springer.

Gallery

The Chell Motor Company Ltd.

Posted on January 6, 2012 by melwin23

Of Moorfield Road, produced a number of prototype motorcycles in 1939. In April, details of the ‘Chell Lightweight’ appeared in the ‘Motor Cycle and Cycle Trader’ magazine. The machine, which sold for £25.10s., had a loop frame and was fitted with a 125c.c., or a 98c.c., two stroke Villiers engine, and had twin exhaust pipes, which terminated in tubular silencers.
The ‘Chell Lightweight’. Photo courtesy of Jim Boulton.

Photo courtesy of Jim Boulton
There were pressed-steel front forks and a two gallon petrol tank. The machine had an 18watt electric light and was complete with air cleaner on the carburettor, a horn, number plates, central stand, licence holder, tyre inflator, a toolbox complete with tools, and Dunlop tyres. A Smith’s lightweight speedometer could be fitted to the machine for an extra 35 shillings.
All of the models were powered by Villiers 2 stroke engines, but as World War 2 also started in 1939, the machines were never produced commercially.

Triumph Bonneville – custom parts n Modifications

Posted on January 1, 2012 by melwin23

The Bonneville is a range of British motorcycles, made in three different production runs from 1959 to 1983, and 1985 to 1988, by the now-defunct Triumph Engineering in Meriden; and since 2001, by Triumph Motorcycles in Hinckley. It is named after the Bonneville Salt Flats, Utah, where Triumph and other motorcycle companies made attempts on motorcycle speed records.[1] All share a parallel-twin four-stroke engine configuration. The current version, produced since 2001 by the modern successor of the original company, is a completely redesigned and re-engineered evolution of the original design.

Development history

The original Triumph Bonneville was popular, particularly in its early years, for its performance compared with other available bikes. Although its engine was later enlarged to 750 cc, in the late 1970s and early 1980s sales abroad greatly suffered in competition with more modern Japanese motorbikes from Honda and other manufacturers. Domestically, however, the T140 remained the best-selling 750 cc motorcycle against more sophisticated Japanese and Italian opposition, picking up the prestigious Motor Cycle News Machine Of The Year award in 1979.
T120 Bonneville Triumph Bonneville T120

The original Triumph Bonneville was a 650 cc parallel-twin motorcycle manufactured by Triumph Engineering and later by Norton Villiers Triumph between 1959 and 1974. It was based on the company’s Triumph Tiger T110 and was fitted with the Tiger’s optional twin 1 3/16 in Amal monobloc carburettors as standard, along with that model’s high-performance inletcamshaft. Initially it was produced with a pre-unit construction engine which enabled the bike to comfortably achieve 115 mph without further modification, but later in 1963 a unit construction model was introduced which was stiffer and more compact, including additional bracing at the steering head and swing arm. The steering angle was altered and improved forks were fitted a couple of years later, which, together with the increased stiffness enabled overall performance to match that of the Bonneville’s rivals.[2] Later T120 Bonnevilles used a new frame which contained the engine oil instead of using a separate tank; this became known as the oil in frame version. The T120 engine, both in standard configuration and especially when tuned for increased performance, was popular in café racers such as Tribsas and particularly Tritons.

Triumph Bonneville T140

The early 650 cc capacity production T120 Bonneville, often known as the duplex frame model,[3] was replaced in the early 1970s by the T140 Bonneville, the same basic machine but with a 750 cc engine. Refined from the later ‘oil in frame’ version of the T120, the first few T140s, designated T140V, featured a larger-capacity engine of 724 cc, a five-speed gearbox option and indicators, but still retaining drum brakes and kick-start. Shortly after, the engine was further bored out to 744 cc and front disc brakes were fitted using single discs until 1982. In 1975, along with engine modifications, the gearchange lever was moved from right to left to comply with new regulations mandated for the American market and a rear disc brake fitted. Several T140 models followed featuring various modifications and refinements including electric starting from 1980 until production ceased with the closure of the Meriden works in 1983.[4]

Although this should have been the end of the Bonneville, as it turned out it was not. Triumph Motorcycles was acquired by businessman John Bloor, who licensed a company called Racing Spares in Devon, run by Les Harris to manufacture the T140 Bonneville. These continuation bikes are known as the ‘Devon Bonnevilles’, which did not reach the market until 1985, and were not sold in the U.S. Production ended in 1988.[5][6]
New Bonneville

A completely new Triumph Bonneville 790 was debuted in 2001 by Bloor’s Triumph Motorcycles Ltd. Originally built exclusively in Hinckley, England, some models are now produced at the company’s Thailand manufacturing facility, which also makes components and accessories for various Triumph bikes. The new “Bonnie” strongly resembles the earlier models in style and basic configuration, but with entirely modern engineering. At the debut the new version was given a 790 cc parallel-twin engine, with the up-spec T100 receiving a 865 cc engine. From 2007 on, all Bonnevilles received the 865 cc engine. Until 2007, all engines had carburettors; electronic fuel injection (EFI) was then introduced to the 2008 models in Britain and to United States models in the 2009 model year, in both cases to comply with increasingly stringent emissions requirements. Dummy carburettors, which are actually redesigned throttle bodies made to resemble carburettors, have been added to the 2009 models to retain the original vintage styling of previous years.

From 2008, all models received a bigger and reshaped tank. This tank is a bit larger in order to accommodate the EFI pump, but does not offer greater capacity. The enlarged tank was fitted to the US 2008 model, though these were not EFI. The bigger tank served no purpose in the US 2008 model, but did mean that they had the same tank as the EFI European models.

All the bikes in Triumph’s current “Modern Classics” line are based on the new Bonneville, including the SE, T100, Thruxton, Scrambler, America, and Speedmaster.

In 2006, Triumph launched the “Sixty-8” line of Bonneville accessories, offering vintage and modern-style items including seats, seat covers, cam covers, sprocket covers, petrol tank covers, tank badges, panniers, and other items to allow Bonneville owners the opportunity to customise their bikes for considerably less cost than traditional customisations. The adoption of the EFI engine in 2008 rendered many of these accessories obsolete, since tank covers, tank badges etc. would not fit the redesigned tank.
Models

Many different versions of the original Bonneville were produced; suffix letters were given to denote the exact model. Listed below in chronological order are the main types and their features:
T120 Bonneville

1968 US specification Triumph Bonneville T120R with 650cc Unit construction engine
T120 – Home and general export model.
T120R – Export model for the United States of America.
T120C – Export COMPETITION model with high-level exhaust pipes.
T120TT – 1964 export Dirt Track Racing model of the T120C for the U.S. East Coast. ‘Thruxton’ models were Factory Homlogated Road Racing models.To special order.
T120RV – Five-speed transmission.
T120V – Five-speed transmission with front disk brake.
T140 Bonneville
T140V – The initial model of the T140, the ‘V’ stood for five-speed transmission. Produced between 1972 and 1978.
T140RV – Export version of T140V.
T140J – Limited edition of 1,000 each (plus 400 for Commonwealth export) of the T140V in USA and UK specification , produced to commemorate the 1977 Silver Jubilee of Elizabeth II.

1980 T140E Bonneville
T140E – The letter ‘E’ stood for emissions, enabling export to the USA market. This model featured redesigned Amal carburettors soon joined by , Lucas electronic ignition to meet emission regulations.
T140D – Limited edition T140D offered with Lester,later Morris, cast wheels in black/gold scheme only. The US version had a special siamesed exhaust system unique to this model. The ‘D’ stood for Daytona , USA, where the model was conceived.
T140ES – Electric start or ‘Electro’ Bonneville.
T140AV – Anti-Vibration engine mountings.
T140LE – Limited Edition, 250 Royal Bonnevilles were built to commemorate the 1981 marriage of Lady Diana Spencer and Prince Charles.
T140W TSS – The Triumph T140W TSS, revealed in 1982, featured an eight-valve cylinder head and a revised crankshaft designed to reduce vibration. The TSS stood for Triumph Super Sports.
T140TSX – A custom-styled T140, the Triumph T140 TSX featured Morris cast wheels, the rear being 16-inch diameter, stepped seat and special finish.
[edit]Hinckley Bonneville

2009 Triumph Bonneville SE with cast alloy wheels
Bonneville 790 – Original 790 cc model
Bonneville – Designation for current baseline model. In 2009 the baseline model gained cast alloy wheels, tank badge in decal form, black engine covers and upswept megaphone exhaust silencers
Bonneville Black – 2007-2008 variation on baseline model with black paint and introducing the black engine covers subsequently used across the family from 2009, except on the Speedmaster, SE and T100.
Bonneville SE – Designation for uprated model introduced in 2009 still with black engine, cast alloy wheels and upswept megaphone exhaust silencers, but with traditional metal tank badge, polished alloy engine covers and ‘shortie’ mudguards. Available with two-tone colour scheme
T100 – Top-of-the-range model with spoked wire wheels, fork gaiters, two-tone tank colour scheme, twin ‘peashooter’ exhausts, chromed engine covers, Triumph logo on seat,
Thruxton – Redesigned Bonneville with 60s café racer styling, introduced 2003, first model with the 865 cc engine.
Scrambler – Redesigned Bonneville with off-road styling apeing the T100C version of the Triumph Tiger 100, the TR6C and the Triumph Trophy Trail (TR5T). Introduced in 2006.
America – Semi-cruiser styled model primarily intended for the United States of America with lengthened wheelbase, lowered saddle .
Speedmaster – ‘factory custom’ cruiser based on the Triumph Bonneville America.

Triumph 350cc – On its way to india

Posted on December 24, 2011 by melwin23

With Asian auto markets like India and china growing rapidly, all the manufacturers are turning towards these markets to capture sales volumes. In recent news, the iconic British bike manufacturer, Triumph had confirmed that it is going to enter the Indian market and is going to showcase its portfolio at the upcoming 2012 Delhi Auto Expo. Media sources have also confirmed that the bike codenamed Street 300/350 is being developed by the company for the Asian markets and is likely to get launched in the Indian market. A single cylinder 267-350cc(depending on which country it is sold in) engine is going to power this bike.

According the reports, the bike is likely to be assembled in Brazil using CKD units that will be manufactured in Thailand. According to the company, the idea is to keep the bike cost effective and also provide a great fun to ride motorcycle. It is expected that the company is going to launch this bike in 2012 and Indian could see it in flesh by 2013. Some key features about the bike have also been revealed like it is going to sport a short tail section and a heavy front with fat front forks. The bike is also going to have a twin-spar frame and its design is heavily based on the Speed Triple. The 267-350 cc engine with EFI system is likely to produce an estimated 27 to 32 BHP of power. It will be mated to a 6-speed gearbox. The rear is likely to get a mono-shock suspension with adjustable settings to tune the ride and handling.

Source – BS Motoring