Once upon a time, 'England' was the largest motorcycle manufacturer in the known universe. It was destroyed - like almost all the countless British brands - by arrogance and the first really working versions of bad management. All those old, illustrious brand names have risen from their graves countless times under the banner of dreamily positive nostalgic dreamers or under venture capitalists who thought or hoped that the brand whose brand rights they had bought would rise like a phoenix from the ashes. NOT! Because for many people the name 'Norton' stands for software, not for motorcycle history.
The dismal succession of Nortons, Matchlesses and so on remained as sad notes in the margins of motoring history… And even brave attempts like the Hesketh failed…
But: In the year 50 BC, all of Gaul is occupied by the Romans… All of Gaul? No! A small village, inhabited by unyielding Gauls, continues to bravely resist the Roman rulers.
RESTORE!:
John Bloor was the buyer of the name and trademark rights of Triumph. Before Triumph the successfully reborn Hinckley Triumph became, a very long way had already gone: The company names were successively: S. Bettmann & Co., Triumph Cycle Co., New Triumph Co. Ltd., Triumph Engineering Co. Ltd., Coventry, NVT Motorcycles, Norton Triumph International Ltd., Norton Triumph Europe Ltd., Andover, NVT Motorcycles Ltd., Shenstone, The Meriden Motorcycle Co-Operative Meriden, Triumph Motorcycles (Meriden) Ltd, Racing Spares, New Abbot, Devon, and Triumph Motorcycles Ltd., Hinckley.
Bloor had a lot of money to spend and a strict plan: he did not want to compete with the Japanese on history, but on quality. That is why he did not continue on the path of producing nostalgic twins, but he was inspired above average by the Japanese, especially by Kawasaki.
John Bloor bought the trademark rights of Triumph in 1983, but realized that the existing models could no longer compete with the Japanese. For the bridging phase he allowed one of his other investments, 'Racing Spares', to keep the brand "in the picture" for a few more years. His team made an extensive working visit to Japan to view the local production methods, in particular the computer-controlled production lines. In 1985 the first machines were purchased and work began on the first prototypes. In 1991 he brought out six new models, which were built according to the modular construction (box) system for cost reasons. They were three- and four-cylinder models of 750, 900, 1000 and 1200 cc - they did get 'old' Triumphnames: Trident, Thunderbird, Trophy and Tiger.
Only one type of backbone frame was used and one size of cylinders: combined with short-stroke units (250 cc) for the 750 cc three-cylinder and 1000 cc four-cylinder units, and combined with long-stroke units (300 cc) for the 900 cc three-cylinder and 1200 cc four-cylinder units. In the following years the machines were further developed, with the emphasis on the three-cylinder units and the original heavy four-cylinder units even disappearing altogether.
Triumph became (again) one of the leading brands in the field of design. In 1999 a – not very successful – 600 cc four-cylinder was introduced, the TT 600. In 2001 an old-fashioned, air-cooled 750 cc two-cylinder, inspired by the 800 Bonneville, appeared and in 2004 the Rocket III 2300 three-cylinder.
Triumph has become an important player again. The Hinckley Triumphs are the best Triumphs of all time, and the early Hinckley models combine above-average classic quality with a pleasant price level.
The newest Triumphs have unfortunately not escaped the bulimia of modern motorcycles. Where Bonnevilles were once slender ballet dancers in battle costume, they are now pleasantly plump types.
And how 'English' or 'British' the brand still is? That's a bitter pill to swallow for the purists: Triumph has six wholly owned manufacturing plants worldwide. Two of these plants are located in Hinckley, UK, just a stone’s throw from Mallory Park Racecourse. A further three plants are located in Chonburi, Thailand and one in Manaus, Brazil.
Whether that is a pity?
Oh, Harley, BMW and other brands with a high sense of patriotism also exist – or come entirely – from low-wage countries.
Will that hold up?
Only time will tell.
I think the most beautiful advertisement ever is that of the Triumph Rocket III.
The Triumph Rocket 111 manufacturing process!!!
Have fun!
Rocket III of course!
Strange autocorrect.
After the demise of NTV, Bonnevilles were produced for a few more years using 'off the shelf' parts, before JB took over the name and moved to modular building.
In fact, the production of Triumphs (from Meriden to Hinckley) but has been idle for 3-4 years...although JB's products have nothing to do with the old ones.
But that also applies to the Royal Enfield, Matchless, Brough Sup's and other brands from yesteryear that made a fresh start.
Here's a photo:
Proud owner of two Hinckley Triumphs, a 1993 yellow Daytona 900 and a Racing Green 1998 Trophy. Lovely and solid bikes. The Trophy is at 93.000km and probably should have a 1 in front of it.
This according to the company that the 2 Speed Triples represent, Brabant Motors in Grave. They delivered it new and traded it in for 110.000. I bought it years later for around 80.000, so it has been driven nicely. Thing is 100% in order and drives excellently.
Well, big and heavy machines. The Daytona is also not exactly light-footed for a racer. But the solidity drips from it.