Back in 2014, a man by the name of Vincenzo Mattia labelled Langen’s first version of the V-Twin as “a brutal GP race engine delivering 95bhp” (via Motorcycle Live).
Later, Langen debuted the bike in September 2020 at the champagne-sipping, highly-acclaimed Salon Privé Concours d’Elégance – to great success, we might add.
A view of the upcoming Two-Stroke fleet from Langen, which will be shown off tomorrow at Motorcycle Live. Media sourced from VisorDown.
That same two-stroke technology is still present in today’s models – luxury pieces of pretty that feature eye-boggling accoutrement like 24-carat gold accents and carbonfiber body parts.
The engine remains front-and-center as Langen’s biggest accomplishment; with a patented fuel injection and ECU-controlled lubrication system, handling is nothing short of what you need from her – and now, Langen’s bringing their newest units to Motorcycle Live tomorrow!
A view of the upcoming Two-Stroke fleet from Langen, which will be shown off tomorrow at Motorcycle Live. Media sourced from Langen’s Facebook page.
One of the Two-Stroke’s riders, a former Grand Prix racer (125cc World Championship) named Danny Webb, will be present to chat on how the bike faired in aggressive professional use.
Bottom line, everybody is sitting on the edge of their seats to see what Langen brings to the table in the next 24 hours – and nobody is better prepared for such an event as Christofer Ratcliffe, the Founder and CEO of Langen.
A view of the upcoming Two-Stroke fleet from Langen, which will be shown off tomorrow at Motorcycle Live. Media sourced from Langen’s Facebook page.
“The whole team at Langen are excited to hand over the first two bikes,” enthuses Ratcliffe (via VisorDown).
“Like all automotive businesses we have had our own issues with components and supply-chain and coupled with COVID-19 this moment has been a long time in the making; however the best things come to those that wait and our first customers cannot wait to throw a leg over these bikes and reap the rewards of the hundreds of man hours that have gone in to each machine – they are now ready to be enjoyed.”
A view of the upcoming Two-Stroke fleet from Langen, which will be shown off tomorrow at Motorcycle Live. Media sourced from Langen’s Facebook page.
Expect updates soon; in the meantime, stay connected by dropping a comment below, and as always – stay safe on the twistes.
Triumph has just introduced their newly refreshed Tiger 1200 line – and they’re gunning for the big competition with their all-new 30-liter Explorers.
Let’s get into it.
Triumph hasn’t updated their Tiger 1200 in a hot minute – and with big fish like the Ducati Multistrada 1260 Enduro and the BMW R1250GSA sporting hosts of goods like advanced electronics, ergonomics, and a fantastic fuel capacity, it’s natural for Triumph to want to stir their toes in the pool with the rest of the ADV blokes.
To that effect, Triumph’s all-new Explorer variants carry a very nice 30-liter fuel capacity, with both machines featuring six Ride Modes: Ride Modes: Road, Rain, Sport, Rider-configurable, Off-Road, and Off-Road Pro.
When it comes to power, Triumph did the Tiger 1200 range a solid with the new ‘T-plane’ crank design, installed to improve drive pulse better. The inline triple itself also has, according to the press release, undergone a bit of a change, dropping in power from 1215cc to 1160cc; despite that, the 1200 range sports a lovely increase in power from 139bhp to 148bhp, and an increase also in torque from 90lb-ft to 95lb-ft.
How, do you ask?
A dedicated diet, mostly.
The bike’s overall weight, depending on the variant, now registers between 240kg and 261kg, which puts the weight of the beasties around 25kg lighter.
“Paired with the new engine is a redesigned shaft drive that’s 1.5kg lighter than the old unit,” comments an article from MCN.
“The big chunks [of weight difference] have come from the swingarm and frame, which total 5.4kg lighter, in part thanks to a bolt-on aluminum subframe, but generally they’ve just trimmed the fat by ditching items that weren’t in huge demand such as the electrically adjusted screen.”
The new split radiator also helps to balance everything out, pushing the engine further forward in the chassis for better maneuverability.
Here’s a list of further perks for the range, according to the press release:
New category-leading Brembo Stylema® monobloc brakes, plus optimized cornering ABS with IMU
New rider ergonomics “designed for a comfortable and stable ride
All-new Triumph Blind Spot Radar System, developed in partnership with Continental
All-new keyless system, including ignition, steering lock, and fuel cap
Optimized Cornering Traction Control with IMU
All-new 7” TFT instruments with integrated ‘My Triumph’ Connectivity System
All-new Showa semi-active suspension set-up for dynamic rider control (longer travel)
All-new LED lighting with DRL, plus Adaptive Cornering Lights (not available on GT)
Hill Hold (not available on GT)
New twin radiator design and a minimal new silencer
New rider ergonomics with tailored bar and peg positions
All-new bodywork
Premium detailing and finish
New color schemes and graphics for each family
Tyre Pressure Monitoring System
The GT Explorer and Rally Explorer also come with a little list of extra (as stated by Triumph’s press release):
Six Ride Modes (Road, Rain, Sport, Rider-configurable, Off-Road, and Off-Road Pro)
The new Triumph Tiger Sport 660 will make its global debut just a week later, on October 5, 2021. Once it’s launched, this new addition to the Triumph Tiger line-up will replace the Tiger 850 Sport as the British manufacturer’s entry-level adventure-tourer.
Earlier this year, Triumph released several images of the Tiger Sport 660 prototype, clad in camouflage, giving us a glimpse of what the bike would look like. This not-so-little entry-level model features a big fuel tank, substantial radiator shrouds, and a reasonably large windscreen. The prototype also featured a single-seat design and a tall and wide handlebar, suggesting an upright riding triangle.
We expect the Tiger Sport 660 to be powered by the same 660cc inline-triple from the Triumph Trident 660. On the Trident, this engine produces 80bhp at 10,250rpm and 47.2ft-lb of peak torque at 6,250rpm. While Triumph hasn’t revealed if the engine will be in the same state of tune on the Tiger Sport, we’ll likely see similar performance levels.
Triumph’s images also revealed that the Tiger Sport 660 featured a similar-looking Showa USD fork as the Trident 660. However, considering its more adventure-oriented intentions, the Tiger will probably offer more suspension travel and, perhaps, a higher level of adjustability. The prototype also featured the same 17-inch wheels at either end, clad in Michelin Road 5 tires.
The Tiger Sport 660 will likely cost a bit more than its street-naked counterpart and will take on the likes of the Kawasaki Versys 650 and the Suzuki V-Strom 650 once it’s launched.
Austrian-owned Brixton Motorcycles has been busy this past year with plans to potentially expand to the colonies of the Western Hemisphere – and we’ve a hint that the China-made bikes will be headed by a new 1200cc addition to Brixton’s showroom.
At this point, the details coming through the grapevine are mostly hearsay. However, KSR did file a design with the European Union Intellectual Property Office that falls into the category of a model ready for production.
According to a report fromGlobeNewsWire, the mystery model was teased back in 2019, with no mention as to the production deadline.
To quote, the company wishes to “take its time in creating a technically mature vehicle that exceeds the high-quality standards in these displacement classes.”
The Parallel-Twin Roadster looks reasonably similar by design to the concept released in 2019 – with some noticeable details that hint at the company preparing for an impending release.
The rear turn signals are now integrated into the fender, and the saddle is more similar to other models of Brixton.
There also appears to be a new headlight mount, Nissin calipers, and thicker passenger pegs that are bolted versus the initial diagrams showing welds.
With Euro-5 compliance being the current priority post-2019, both exhausts appear to have been moved back to make way for any equipment that the bike may not have needed in the concept stages of installment.
What really stands up to shout “production-ready!”, though, is the fine lettering around the ignition lock and the handlebar position markings – small things and things that are indicative of real-life physical motorcycle scans versus conceptual drawings with computer software.
Despite all this, Brixton isn’t releasing any more tidbits. They apparently haven’t given this bike a name, nor are the scans showing anything that could give us further clues.
There WAS a trademark filed by the company for “Lexington,” a potential moniker – though with Brixton naming bikes after streets, and with Lexington street being in the Soho district of London, it seems unlikely.
Time will tell when the company expands into America – until then, keep a weather eye on our news updates.
The past four years have been very generous to CCM.
Since the release of the CCM Spitfire in 2017, the company has seen a huge jump in success (When Hollywood action films like Black Widow and Infinite are riding your bikes, it stands to reason there’d be a perk here and there).
Now, with the company’s 50th anniversary, we have been graced with two new editions to the showroom – both of the motorcycles are new members of the Spitfire family and ready to hit the road.
According to a report from MCN, the two bikes are a Street Tracker and a Street Moto. Both bikes will have the trademark 600cc single of the Spitfire, with the weight sitting like a feather at less than 150kg (330lb) and the power potential for 55bhp and 43lb/ft of torque.
The Tracker will feature 19-inch wheels, while the Moto will have a set of 17-inch Avon Ultra 3D. Both bikes will also have a full list of nostalgia, complete with number boards, blacked-out components, radiator guards, and a new cowl with carbon infills, a semi-perforated double ribbed saddle, and mid-position scrambler bars.
The two editions will come in four available colors and will sell for the neat price of £10,995 OTR.
The bikes will also see some dirt time at the Goodwood Festival of Speed (GFS), where Dougie Lampkin – 12-time world trials champion – will purportedly be performing a wheelie up a hill on one of these beauties.
Stay tuned for the updates, as I expect the new GFS reveal of the cherry-red limited edition made by CCM in collaboration with Red Bull will sell for a pretty penny.
A new motorcycle company is setting the words ‘modern’, ‘carbon fiber’ and ‘two-stroke’ alongside the promise of 24-karat gold-leaf detailing – and it premieres in three weeks.
Langen Motorcycles was Founded in 2019 when Christofer Ratcliffe – previously the Chief Design Engineer at CCM Motorcycles – decided to break away from the convention of a larger company and create his own twist on the current market.
“I wanted to create something completely new,” Christopher tells us. “I sold my car, sold my home, I went all-in on it.”
His passion was not misplaced. By the time the lockdowns hit in 2020, the business was in full production of their first bike – and there was an immense amount of interest in the big reveal.
“We managed to get to one show last September, in between lockdowns. The response was overwhelming from everyone who saw the bike in the flesh. It validated all the hard work and sleepless nights.”
According to a report from WiganToday, the Two-Stroke will feature a 249cc, 90º V-twin engine capable of tossing out a top speed of more than 140mph, as well as a hand-laid carbon fiber tank and bodywork, courtesy of the gents at Wigan factory.
The bike will also have a tubular aluminum ‘space’ frame and swingarm, purported to be ‘ultra-lightweight, also a factor that was hand-built in-house.
With only 100 units in the batch, the deposits are coming in hard and fast.
Interested in buying this beauty? The Langen Two-Stroke will be up for grabs at the exclusive price of £28,000, with a £1,000 refundable deposit to secure a build slot.
Langen Motorcycles will be premiering the bike at the Goodwood Festival of Speed, in West Sussex, England, in 21 short days.
For more articles on the beauties of limited edition motorcycles, head over to MotorBikeWriter.
With Motorcycle theft on the rise and many desperate to curb crimes at the source, questions were brought up to the UK’s Department for Transport (DfT) on whether a registration method could be created for off-road motorcycles.
The registration could potentially protect motorcycles by making it harder for rubber robbers to ride, thereby also bringing down the number of bikes per annum that go missing.
According to a report from TMXNews, this proposition resulted from a posit made almost 26 years ago by the Driver and Vehicle Licensing Agency (DVLA), who submitted a voluntary registration scheme for off-road motorcycles in 1994.
These plans were never realized, but Graham Stringer MP introduced a Private Members Bill in 2007, highlighting the DVLA’s concerns. Unfortunately, this Bill was eventually withdrawn, with the Auto-Cycle Union (ACU) being the largest force to petition against the registration.
Recently, similar plans were brought to the DfT, with a general focus on whether the DfT could put this registration concept forward at little to no cost to the rider. However, MP Rachel MacLean confirmed in a Parliamentary Questions event that the DfT would make no such plans – and that off-road motorcycles are under no such legal obligation from the government.
From Left To Right: Roy Humphrey, Alan Penny
ACU Chairman Roy Humphrey seems rather happy about this, commenting the following: “As we gradually get back to normal after the last year or so, the confirmation that there are no plans to make the registration of off-road vehicles mandatory is welcomed.”
Humphrey says that they do experience troubles with motorists that ride off-road illegally and tarnish the sport. Still, license suspension is mandated by the ACU and regularly enforced by the relevant boys in blue.
Click here to be redirected to MotorBikeWriter’s article on the current state of the UK’s illegal bike chop shops.
Britain’s motorcycling history is long and illustrious. In the early days, the British industry was championed as being the best in the world, but after World War II the industry fell into a steady decline. Today, the British industry is a fraction of the size that it once was, but over the last 100 years, it has produced some of the most iconic and celebrated motorcycles ever made.
Ariel, AJS, Brough Superior, BSA, Matchless, Norton, Triumph, Velocette, Vincent, and more! These are just some of the marques out there that have left a lasting impression on the global motorcycling industry. Each of those brands has produced notable motorcycles, but there are some that are a cut above the rest. Here are 10 of the best motorcycles to come out of Britain.
Brough Superior SS100
Credit: Mecum Auctions
Let’s kickstart our list of the best of British with the most obvious option: the Brough Superior SS100. You could choose any Brough Superior motorcycle and it would be worthy of this list. Any surviving models are sought after and hold incredible value, even when they’re in the sorriest of states. The SS100 range is particularly valuable, with each model built to customer specifications.
While they had different characteristics, all SS100’s shared the same powertrain: a 998 cc air-cooled V-twin, manufactured by JAP or Matchless depending on which year you’re talking about. Each engine variation produced different horsepower figures, but all Brough Superior models were delivered with a factory guaranteed top speed of over 100 mph.
The SS100 has a storied history, setting numerous speed records, winning more than 50 racing events, and achieving critical acclaim. The model is famously tied to the famous T.E Lawrence who sadly lost his life while riding his beloved Brough Superior. His demise, however, led to the advent of motorcycle safety helmets, which changed the world of motorcycling forever.
Today, you can buy a new Brough Superior SS100. The brand has been revived and the bikes on sale are very much the “Rolls Royce of motorcycles” that their forebears were.
Triumph Bonneville
Credit: Mecum Auctions
While we’re on the subject of obvious inclusions, then let’s look at the Triumph Bonneville. The Bonneville is arguably one of the most recognizable British motorcycle models in history. But which one should be on the list? All of them.
Over the years, the Bonnie has enjoyed three generations, and three separate production runs. The first Bonneville rolled onto the scene in 1959 and was a staple of the Triumph line-up until 1983. The second-gen Bonneville was a short-lived exercise between ’85 and ’88. Now, the current Bonneville has been in production since 2001 and shows no sign of slowing down.
All of the Bonneville models take their name from the legendary Bonneville Salt Flats, and all share a common engine format: a four-stroke parallel-twin motor. However, the overall displacement of these engines varies.
The design of the Bonneville, in any generation or displacement, is simple. It features a tank, a saddle, and a round headlight. It’s everything a standard motorcycle should be, but there’s versatility in that simplicity. And that’s why the Bonneville can be found in café racer, scrambler, and bobber forms. It’s the perfect base for whatever you can dream of.
Silk 700S
Credit: MotorcycleClassics
When it comes to top lists about British motorcycles, very few mention the Silk 700S. There’s a good chance that you’ve never heard of it either, and that’s a shame because it’s a fantastic, innovative, and unusual machine. Produced between 1975 and 1979 by Derby-based Silk Engineering, the 700S featured state-of-the-art technology, big power, and an expensive price tag.
The heart of the Silk 700S was a formidable 653 cc water-cooled, two-stroke, twin-cylinder engine. It was able to produce 54 horsepower and hit top speeds of over 110 mph. It also featured electronic ignition, an advanced thermo-syphon cooling system, and an innovative lubrication system too. Despite the modern tech, it wasn’t a heavyweight beast. It even had an impressive power-to-weight ratio.
In 1976, Silk was taken over by another engineering firm and while there was legitimate interest in the 700S, the number crunchers worked out that the firm was losing £200 for every model produced. Given that each model sold for £1355, that was quite a heavy loss in the grand scheme of things.
While the Silk 700S isn’t as well-remembered as the others on this list, it shouldn’t be forgotten!
Ariel Square Four
Credit: Motorcyclespecs
The Ariel Square Four is a true British icon. When it first rolled onto the scene in 500cc form back in 1930 it boasted innovative engineering, and by the time the “Squariel” was finally retired in 1958, it would have left its mark as a true British design icon. If we had to choose a particular Square Four, it would be a model from between 1948 and 1952.
Built around a square four engine—essentially two parallel-twin engines fused together with opposite-turning crankshafts—the rest of the Square Four could fit into a standard Ariel rolling chassis with minimal modification. The later Square Four models featured larger displacements (600cc and 1000cc) and didn’t suffer from overheating as the earlier models did.
Most British motorcycles of yesteryear are often remembered for their funny quirks or unpredictable but charming character. The Square Four bucks that trend. It offered smooth and spritely acceleration, slick gear changes, and a comfortable, relaxed ride experience. Granted, the brakes are very much a product of their time and you won’t be getting any serious lean around any corners, but apart from that, you could easily fool yourself into believing that this bike was built in the 70s or 80s, rather than the early 1950s.
Norton V4 SS
Credit: Norton Motorcycles
Norton, like Triumph, is one of those quintessentially British motorcycle brands. It’s a classic name, but it has had a pretty rough history, with the marque being thrown from one owner to the next. And that’s not part of its history, it’s also very much a part of the brand’s present and future. After being purchased by British businessman Stuart Garner in 2008, everything looked grand for Norton. Unfortunately, the new Norton went bust in 2020 and is now owned by India’s TVS Motor Company.
However, during the Garner years, the new Norton pulled the covers off of something rather special: the Norton V4 SS. As you can see from the picture, it’s quite an attractive thing. It looks great. But while we love the shiny curves and commanding stance, it also packed some serious performance too.
Under the proverbial hood, the V4 SS features a 1200cc V4 engine that produces a claimed 200 horses, with plenty of midrange power. Combined with top-of-the-range suspension and top-shelf hardware, the V4 SS delivers real eye-watering performance. And it should since it’s the road-going equivalent of Norton’s TT-racer, the V4 RR.
The Vincent Black Shadow is a motorcycle that requires no introduction. It is legendary. It was a pioneering motorcycle chock full of new innovations. It was incredibly fast. And today, they always make headlines if they hit the auction because they are also incredibly rare. In fact, only 1,700 of these beauties were made, and that’s one of the reasons that pristine examples command such a high price.
Manufactured between 1948 and 1955, each Black Shadow was hand-assembled at the Vincent factory in Stevenage, Hertfordshire. Powered by a 998 cc V-twin engine with 55 horsepower, the Black Shadow was already set for greatness. However, in 1948 the Black Shadow managed to clock an incredible top speed of 150.313 mph at the Bonneville Salt Flats in Utah. It’s not hard to see why the Vincent sales team adopted “The world’s fastest standard motorcycle: This is a FACT – NOT a Slogan!” as its…slogan.
During its production, the Black Shadow was available in three different Series, as well as in White Shadow form, which was essentially the same as the Black Shadow but with a polished engine rather than enameled. Only 15 of those were ever made. Despite the success of those models, the Black Shadow story came to an end in 1955, when Vincent HRD ceased all motorcycle production.
Velocette Venom
Credit: Mecum Auctions
You can’t have a list of British motorcycles without including a Velocette. We were torn between the Viper and the Venom, but it was the Venom that won out. Both motorcycles are great, but the Venom was bigger and enjoyed a slightly longer production period. Though both were introduced in 1955, the Viper was discontinued in 1968, while the Venom hung on for a couple more years before ending in 1970—just before Velocette closed for good in ’71.
Manufactured in Birmingham, the Velocette Venom featured a 499cc air-cooled single-cylinder engine that produced an impressive 34 horsepower and could propel the Venom to speeds of over 100 mph. It was available in a number of forms, such as the off-road-focused Venom Scrambler, the sports-focused Venom Clubman, and the range-topping Venom Thruxton.
Not only was the Velocette Venom a great motorcycle but it’s also a record holder too. In 1961, a Venom Clubman successfully set the 24-hour world record, hitting an average speed of 100.05 mph. Even today, that feat remains unbeaten for the engine class. In 2008, an attempt was made to break it, but it wasn’t to be, and the Velocette Venom remains supreme.
BSA Rocket Gold Star
Credit: Mecum Auctions
The BSA Gold Star is a regular on these top list kind of articles about British motorcycles but why include the Gold Star and ignore its heavier duty stablemate, the Rocket Gold Star? There are plenty of good BSA models worthy of this list, but it’s the Rocket Gold Star that we’d choose if we really wanted something interesting.
The standard Gold Star was something of a legend: produced between 1939 and 1963, the Gold Star was a beautiful motorcycle available in 350 or 500 forms, driven by a powerful single-cylinder engine. The Rocket Gold Star, however, only enjoyed a short-lived run between 1962 and 1963, but rather than a single, it drew power from a 646 cc twin-cylinder engine. The bigger engine produced 40 horsepower and could propel the Rocket Gold Star to speeds of up to 115 mph.
Only a small number of these beautiful motorcycles were produced. Of the 1,584 units that rolled off of the production line, 272 of them were modified for off-road scrambling. If you can find one of those these days, snap it up. It could be worth a serious amount of cash!
Triumph Speed Triple
Credit: Triumph Motorcycles
While there are plenty of “modern” Triumph motorcycles that could fit on this list, if we had to choose one that really defines the brand then it has to be the Speed Triple. The Speed Triple first rolled onto the scene in 1994, taking inspiration from the Speed Twin of the 1930s. Though it took inspiration from Triumph’s past, it was designed with the future in mind. Even today, the Speed Triple is everything that a modern factory-built streetfighter should be. And more.
Over the years, the Speed Triple has enjoyed a number of evolutions. It began life with an 855 cc engine, before evolving into a 1,050 cc, to the 1,160 cc engine that we have for 2021. All of the Speed Triple’s engines are triple-cylinder units—obviously. The latest model boasts 176 horsepower and 92 lb-ft of peak torque. It’s an absolute powerhouse.
Now, the looks of the Speed Triple is always a good conversation topic. It provides plenty of debate! The distinctive bug-eye headlights are one of those features that you’re either going to love or you’re going to hate. But even if you hate the front end, you can’t hate the agile nature and superior performance of this modern British motorcycle.
Norton Commando
Credit: Mecum Auctions
The Norton Commando is an unmistakable British icon. Manufactured by Norton-Villiers between 1967 and 1977, the Commando is often lauded as one of the last great British motorcycles before the real decline of the British motorcycle industry. Between 1968 and 1972, the Commando won MCN’s “Machine of the Year” award every year, which should prove that this is a motorcycle with real attitude.
Originally, the Norton Commando came with a displacement of 750cc, however, that was increased to 850cc in 1973—which is the size most people remember. The 850 was powered by an 829 cc parallel-twin four-stroke engine, producing 60 horsepower and a top speed of about 125 mph. It was fast, but it was no sports bike. Instead, it was a sports touring machine, without the kind of vibration you’d expect from a British bike of the era.
Vibration was a big problem for a lot of British motorcycles, especially older Nortons. This problem was eliminated thanks to the introduction of a new Isolastic System frame. This new system isolated parts of the frame and joined them with rubber mountings to reduce vibration. And it was a success. The result was a smooth and comfortable ride experience from one of the most iconic British motorcycles ever made.
