MCN Editor, Marc Potter, is at the world launch of the Triumph Tiger Explorer and here are his first thoughts. “Triumph admits it is aiming the Tiger Explorer squarely at the BMW R1200GS, and claims higher spec for less money, better handling, more luggage carrying capacity and at 135bhp, more power from the three cylinder all-new 1215cc engine. “I’m about it ride it in the hills and fabulous mixed terrain near Malaga in Spain and will feed back my thoughts on how it handles later on today.”UPDATE, 09:24
“I’ve just done 30 miles on the new bike and first impressions suggest that this bike is as Triumph said – aimed squarely at the BMW R1200GS. “No lightweight at 259kg fully fuelled compared to the BMW R1200GS at 225kg fully fuelled but the handling and accuracy of the steering defies it’s weight. “The motor is incredibly torquey, meaning you hardly rev after 5000-6000rpm and the riding position is one of the most comfortable in the adventure class and possibly tourer class.” UPDATE, 12:29
“I’ve now covered 100 miles on the bike and have to say I am massively impressed. It doesn’t do anything staggeringly better than its rivals but as a package it takes adventure touring bikes to a new level. “You hardly have to ever stress the engine but when you do it’s got loads more get up and go than the BMW R1200GS and although you wouldn’t want to put it on a track day the handling is extremely neutral and it’s almost as quick to change direction as a Ducati Multistrada, though certainly not as sporty as that bike. But then it’s not meant to be. “It’s going to be fascinating to see how the new Triumph compares to the Honda Crosstourer and the GS when we get them together for the full intensive group test next month. But if you put a deposit down on a new Triumph Tiger Explorer you’ve made a good choice.”
Triumph TR6 custom
Triumph Motorbikes Selects PTC® for Enterprise PLM
PTC® (Nasdaq: PMTC) today announced that Triumph Motorcycles Ltd, the largest British motorcycle manufacturer, has selected Windchill® for Product Lifecycle Management (PLM). The use of Windchill will enable Triumph to better support business growth and product development needs. Triumph was established in 1902 and is an iconic brand not only in the UK, but worldwide. At the heart of its philosophy is a commitment to develop truly unique motorcycles that offer the perfect blend of design, character and performance. Triumph’s innovation expertise and passion have driven its creation of a range of bikes, from cutting-edge super sports bikes to retro-classics and laid-back cruisers. “Triumph motorcycles have always had a special character,” said Geoff Hurst, Chief Information Officer, Triumph Motorcycles Ltd. “We pride ourselves on our distinctive design, performance pedigree, outstanding engineering and unique engine sound. With that reputation and our annual production level of 50,000 motorcycles (which includes the design of 4 new models each year and numerous updates), we felt it was key to move our product development to another level and implement a fully integrated PLM system.” As a long-time user of PTC solutions – Creo Parametric for product design and Pro/INTRALINK solution for data management – Triumph was aware of PTC’s technology and capabilities. “We had used Pro/INTRALINK to its maximum capacity and, after a business evaluation, decided to deploy Windchill as a single, comprehensive PLM system to support the entire design from early-stage product development to manufacturing,” continued Hurst. “We believe we will see a significant improvement in the design, production and manufacturing development times.” For automotive companies such as Triumph, Windchill can create a well-defined and orderly process for how informal and formal changes to product design are proposed, evaluated, implemented and documented. Windchill delivers a best practice change-process strategy that enables all product development parties to instantly access all necessary data in order to improve product quality, reduce product costs, minimize product inventory and improve time-to-market by minimizing manufacturing downtime. “The automotive market is ultra-competitive and the stakes are high,” said Sin Min Yap, vice president, Market Strategy at PTC. “Designing and engineering a motorcycle from the ground up is a complex process that must keep pace with the ever-changing requirements of customers. These companies require superior technology to overcome the industry’s most daunting challenges. Windchill enables automotive companies like Triumph to manage customer needs, product performance, distributed collaboration, intricate global supply chains, and disparate data to put them ahead of the pack.”
About Triumph
Triumph Motorcycles, the iconic British motorcycle marquee is solely owned by Bloor Holdings Ltd. First established in 1902 and now based in Hinckley, Leicestershire, Triumph has always set the pace for category winning machines. From the iconic Bonneville to the mould-breaking Daytona 675, Triumph offers a blend of design, character, desirability and performance that combines to create truly distinctive motorcycles. www.triumphmotorcycles.com
About PTC (http://www.ptc.com) PTC (Nasdaq: PMTC) enables manufacturers to achieve maximum value from their product strategies with software and services designed to optimize key business processes throughout the entire product lifecycle – from conception and design to sourcing and service. PTC’s integral solution portfolio enables customers to unleash product innovation, improve collaboration and ensure product data integrity within engineering and across the enterprise, supply chain and service partner networks. Founded in 1985, PTC employs over 6,000 professionals serving more than 27,000 customers worldwide. More information can be found at www.ptc.com.
Triumph Bonneville Black Custom From Toro Meyer
What happens when you spin the motor out of your Bonneville acting up like a classic hooligan? If you’re Toro Meyer, you get on the horn to your engine-building pals and blow it up into a 1087 cc stroker, smooth it out with some serious suspension and bodywork, and come up with this.
A bike that started out life as a cool – but not this cool – 2006 Triumph Bonny becomes something worthy of a place on the line at the Progressive International Motorcycle Show next weekend in Charlotte, NC. Check out motorcycleinsurance.com for more details on this cool build – and a lot more photos – as Toro releases them to the world…
Triumph Speed Twin concept
The motorcycle in the images we’re looking at was created using a mixture of model board, foam and Automotive Styling Clay—a wax-like substance that can be shaped by tools to create the tank, seat unit and swing arm. “A design can become a three-dimensional object quickly. The nature of the material means it can be molded and sculpted very easily to refine and perfect the design.”
The frame of a production Bonneville—supplied by Triumph—was heavily modified. Chopped and refabricated, it’s the basis for a strong and contemporary look. The contrast comes from the front, where girder forks pay homage to the bikes of the past. Barbour cloth is used on the seat fabric and grips, adding durability and style to the finish of the Twin, and the filler cap and instruments were also redesigned.
Once the basics of the model were in place, the bike was transferred from the Northumbria University studios to Xenophya Design. The prototype was refined and painted, transforming it from a blend of clay, foam and metal into a full-scale model. Firestone tires, inverted levers and Thruxton brakes were added to round out the build.
Triumph is pleased with the result of the project. “The bike looks great,” says product manager Warburton. “Some elements may have an influence on some of our future projects.” And Norton (right, bottom) and Kasher (left) now have an insight into how production motorcycles are designed, at the highest level in the industry. They’ve landed full-time jobs at Xenophya, which means their work is likely to hit the streets in the future, in the form of production motorcycles. Judging by the aesthetics of the Triumph Speed Twin, that’s good news indeed.
Posted on 3 Feb 2012 in Concept Motorcycles.
2012 Triumph Speed Triple R First Ride
The common train of thought behind the addition of an R to a motorcycle model’s moniker is that with that single letter comes a slew of parts to create a “race” version of its former soft-shelled and pudgy self. Always the R is more desirable to the hardcore moto-fiends, but usually with that all-important consonant and all it promises comes some trade-offs – a stiff ride, finicky engine performance and a significantly lighter wallet. But is it worth it? Absolutely, just about every time.
The very first question most riders will ask is how much more horsepower pumps out of the Speed Triple R over the standard model. Zero, nada, not one measly pony. It’s odd for a R-designation to not come with an extra dollop of power, but in all honestly the 1050cc inline three-cylinder mill is already one of the best in its class. Down low the torque is meatier than
So where does the R come in here? Just about everywhere else. Triumph kicks off the Speed Triple with new gold springy bits at the front and rear. That’s right, Ohlins. Just saying the name of the Swedish suspension company makes you feel all warm inside doesn’t it? A NIX30 big piston cartridge front fork is sprung just slightly stiffer than the stock unit with a 9.5 N/mm spring versus a 9.0 N/mm. A TTX36 piggyback shock complements the golden goodness up front with a 100 N/mm spring rate over the stock 95 N/mm.
Not drawing the line at some very spendy suspension, Triumph upped the ante even further with a set of forged PVM wheels built exclusively for the Speed Triple R. These machined wheels are thinner everywhere it counts and drop 3.7 pounds from the reciprocating mass of the Triple R. That calculates to a 16% and 25% reduction of the front and rear wheel’s inertia respectively.
Attached to the beautiful black PVM front wheel are 320mm floating rotors from the standard Speed Triple, but R here means Brembo monoblocs replace the radial mounted standard units. Out back a Nissin twin-piston caliper squeezing a 255mm disc carries over from the non-R version. ABS is standard for the US model and can be switched off through the in-dash menu. Finishing off the round bits on the Speed Triple R are a set of Pirelli’s fantastic Supercorsa SP tires.
Triumph worked over the transmission, retooling 10 of the 12 gears, both shafts, the shift drum and fork rod in an effort to smooth out the shift action. Most of the gear tolerances have been tightened up, the friction on the shaft splines have been reduced, and the gear dogs have been increased from four to five for more solid engagement. Sixth gear has also been reduced to a 3.4% lower ratio. All of these gearbox changes will carry over into the standard model next year.
Autoclave formed carbon fiber parts replace the front tank cover, radiator shrouds and mudguard side pods. Built in the same factory as Lamborghini body parts, the CF parts are highly polished and bring the total weight loss of the speed Triple R to 4.4 pounds. Finishing off the cosmetic changes are a red subframe and red wheel stripes.
Triumph chose to showcase the Speed Triple R at Circuito de Jerez, a fast and flowing MotoGP track. I was surprised by the choice for a streetfighter introduction, but it’s not often a manufacturer would choose a track that doesn’t suit its machine. Choosing Jerez shows that Triumph is confident that the R is race ready; maybe it deserves a Double R designation? 
Throwing a leg over the Speed Triple R’s 32.5-inch high seat reveals a familiar seating position. If you didn’t see the tops of the Ohlins NIX30 forks or black handlebars embellished with an R you would not be able to tell the difference between this souped up model and the everyman’s version. The layout is roomy and comfortable with wide bars and sensibly placed footpegs. Tossing it side-to-side while sitting still on Jerez’s pitlane gives little evidence to the four-and-a-half-pound weight loss.
Once rolling however that loss becomes immediately apparent. Dipping into the first two right hand corners the Speed Triple R feels light and flickable, much more so than the non-R model. Turn-in effort at speed is surprisingly quick, and changing direction is a snap. This is where the lighter PVM wheels and their lower inertia shine. The R feels 15 to 20 pounds lighter when flying through the corners. It is truly amazing the difference a set of wheels can make.
The Triumph press team set our test machine’s Ohlins hardware between the Sport and Track suspension settings found in the Speed Triple R’s manual. At the front the level of feel from the NIX30 fork was phenomenal, almost telepathic. Out back the
TTX36 was planted and stable no matter how sloppy I got with my body position or throttle application. The Ohlins combo was so dialed that not one journalist asked for a change, not even a click. That’s right, this is almost unheard of, especially for me. My plus 200-pound weight tends to tax a rear shock, inducing wallowing and bucking when pushed hard when leaned over. Not even a whimper from the golden goodies. The only complaint I had, and I’m really nit-picking here, was a bit of a front end wiggle when getting out of the gas after accelerating hard down the shorter chutes. I feel this had more to do with the wide bars and my body input than a suspension issue. It was just a reminder that you were hauling ass on a streetfighter.
Accelerating down the front straight after a second-gear left hander exposed my only other complaint about the Speed Triple R. Under heavy load with the throttle to the stop, shifting was difficult and almost down right stubborn especially between second and third. In order to not miss a shift, I had to chop the throttle more than would be expected while stabbing the clutch. Once I had the routine figured out, it was more an annoyance than a huge problem. Nowhere else on the track did I have any trouble with the gearbox, and I will say that it is improved over the standard Speed Triple.
At the end of the straights the Brembo Monoblocs hauled the Speed Triple R down to speed with the power and efficiency you would expect. The power was mighty but not grabby. Feel from the lever was exceptional and communicated with the front end like other brakes can’t. I found myself braking later and leaning over further before completely releasing pressure on the binders than I have ever had previously on the track.
Another reason for my new found bravado in the brakes and in the corners would have to be the Pirelli Supercorsa SP skins that come standard on the Speed Triple R. The level of grip and consistency of feel from the SPs is almost unbelievable; they really do feel like track-only race rubber.
The combination of the forged PVM wheels, rock solid Ohlins suspension, Brembo calipers and Supercorsa SP rubber definitely elevate this Triumph to R status. However, all the negatives that usually come along with that R are not present in the Speed Triple R. Raising the track prowess of this motorcycle really hasn’t changed the everyday comfort and usability that make the Speed Triple such a wonderful bike to live with day in and day out. At $15,999 your wallet will be four large lighter than if you went with the base model, but is it worth it? Of course it is; it has an R on it doesn’t it?
Posted on http://www.returnofthecaferacers.com thanks to www.dimecitycycles.com
McQueen Bonneville 100
“Every time I start thinking the world is all bad, then I start seeing people out there having a good time on motorcycles. It makes me take another look.” – Steve McQueen
And if there was one brand that instilled these feelings into McQueen, allowing him to construct such a quote, it was probably Triumph.
The iconic Hollywood actor not only rode them in the movies, such as the famed Trophy TR6 in The Great Escape, but also off the camera.
Due to his passion with Triumph, the UK-based motorcycle company has teamed up with the estate of Steve McQueen, creating a limited edition Bonneville T100 that pays tribute to man.
And limited means limited…only 1,100 of the 2012 Triumph Steve McQueen Edition motorcycles will be available.
Much of the McQueen Bonnie T100′s design was inspired by that Trophy TR6 in The Great Escape, the machine featuring” a military-style Matt Khaki Green livery, stencil-style Triumph decal on the tank and the actor’s signature on the side covers.”
But Triumph didn’t stop there. The Steve McQueen Edition will also arrive with a solo seat, black luggage rack, rugged skid plate, small black headlamp, and “a host of other blacked out components, including wheel rims and hubs, handlebars, rear springs, mirrors and front mudguard supports.”
Each McQueen Triumph will be numbered via a plaque on the handlebars, and owners will receive a certificate of authenticity.
The new Triumph, along with other new 2012 models, will be displayed at the EICMA show in Milan Nov. 8.
Stay clicked to UltimateMotorCycling.com for a preview, additional photos and MSRP as the details become available.
