Triumph Motorcycles and British F1 team Williams have received millions in government funding to produce electric motorcycles over the next two years.
The iconic British motorcycle manufacturer has been surveying its customers since 2012 to see if they are interested in them producing electric bikes and sent out an email survey as recently as February.
This was followed in March by a trademark filing for the name “Trident”to be used for “all possible classes” including motorcycling gear, accessories, clothing and “electric machines”.
Now they have announced Project Triumph TE-1 to create “UK electric motorcycle capability”.
Project with F1 team
They will collaborate with UK industry experts, including Williams Advanced Engineering which is the technology arm of the Williams F1 team and the University of Warwick.
The UK government has chipped in £25 million (about $A46m) to develop the electric motorcycle technology and “innovative integrated solutions” over the next two years.
Triumph CEO Nick Bloor says the project is driven by their customers’s need to “reduce their environmental impact, combined with the desire for more economical transportation and changing legislation”.
“Project Triumph TE-1 is one part of our electric motorcycle strategy, focused on delivering what riders want and expect from their Triumph, which is the perfect balance of handling, performance and usability,” he says.
Survey questions
In February, Triumph asked their customers:
Have you ever ridden an electric motorcycle?
How do you rate the experience on a scale of 1-10?
Do you own an electric motorcycle?
What might prevent you from buying an electric motorcycle?
How would you feel about felt Triumph building an electric motorcycle?
It’s refreshing that Triumph asked their customers what they wanted before starting open this TE-1 project.
However, the questions they should be asking their supporters are:
How much would you be prepared to pay for an electric Triumph?
What is the minimum range you would require?
How soon should we launch an electric motorcycle?
What is the maximum charging time you would be prepared to put up with?
Honda has been going crazy with some equally crazy patents lately but the latest patent applications for a variable riding position and drum brakes are both brilliant and bizarre.
Recent Honda patent applications include:
Variable riding position
We think the idea of a variable riding position is absolutely brilliant.
Cars have had multi-adjustable seats and steering wheels for years to cater for all sizes, but most motorbikes have very little adjustment.
Now Honda’s patent drawings show a CBR1000RR Fireblade that can convert from a sports bike with a crouched riding position to a street bike with an upright position.
It would be great for ageing riders who want a sports bike but can no longer bear the intolerably uncomfortable riding position.
Adjustable bars
The clever Honda patent features clip-on handlebars that can be raised along extendable tubes at the touch of a button.
It also features an adjustable windscreen.
Many bikes have powered adjustable screens that move up and down.
However, this is attached via a scissor-style mechanism so it not only rises, but becomes more upright.
Adjustable windscreen
The patent drawing also shows that the bike is fitted with their “climate” seat.
It’s a shame the seat doesn’t also adjust for height.
Drum brakes
This is where Honda’s patents get weird.
Drum brakes faded out on most bikes years ago just as drum brakes faded under excessive use from heat build-up.
However, hipsters have sparked a new love for old-style bikes such as the popular Yamaha SR400 with its rear drum brake.
Yamaha SR400 with drum brake
This latest Honda patent drawing shows a single-cylinder bike with drums both front and rear.
There doesn’t seem to be any extra cooling to mitigate fading and no reference to linking the brakes or ABS as now required by law.
Maybe this is a patent for a small-capacity bike for countries south East Asia and Africa where those safety technologies are not yet mandated.
The Bobber 838 Concept KX made its world debut at the EICMA last year in November 2018, but there has been no more information since.
KX Concept
Now that Royal Enfield’s parent company, Eicher Motors, has applied for the European trademark rights for the name Royal Enfield Meteor, the rumour mill has been running hot.
The trademarked application was made in February but has only recently been published.
Some predict Meteor will be the name for the Bobber and others say it could be another variation on the very popular 650cc twins.
Interceptor 650
Continental GT 650
Meteor history
Perhaps there is some clue in the history of the name as the company built a 500cc Meteor Minor and a 700cc Super Meteor.
Both were twins, which is no clue as the Bobber 838 is a V-twin and the 650cc Interceptor and Continental GT are parallel twins.
Mind you, the Super Meteor was replaced by the Interceptor in 1962.
But the hottest speculation is that the name will be used for the bobber models which is expected to be unveiled at the EICMA show in Milan this November.
The Bobber Concept KX prototype soft-tail pays homage to the company’s 1938 1140cc V-twin with its old-style girder-type forks.
KX 1140
However, it has modern tech such as twin ByBre (cheaper Brembo version) brake discs, LED headlight, all-digital circular instrument pod (like the Ducati Scrambler) and an airbox that is part of the frame.
It is believed the engine will be mated to a six-speed transmission.
We reckon it looks pretty cool with styling very similar to the popular Indian Scout, right down to the dual right-right-side pipes and brown solo seat!
The prices of electric motorcycles will eventually come down like the prices of flat-screen TVs did, but right now they are very expensive.
We’ve charted the top 10 world’s most expensive motorcycles and were surprised to find they even include two pedal-assisted bikes, the $US80,000 (about $A114,500) Black Trail electric mountain bike and the eROCKIT at $US40,000 ($A57,250)!
However, they also include the world’s fastest motorcycle, the 150kW (200hp) Lightning LS-218 in 10th position at $US38,888.
It will not come to Australia and New Zealand until 2020. No price has yet been released, but it could be as expensive as the top-of-the-range Harley Tourer.
However, it pails in comparison to these electrics.
In 2017 their fleet ( Zero S, SR, DS, DSR, FX and FXS) ranged in price from $18,000 to $25,000 on the road. That’s quite reasonable.
Now they have released their top-of-the-range SR/F at $US18,990 with 82kW of power, 190Nm of torque, a top speed of 200km/h and range of about 130km on the highway and up to 260km in the city.
Zero SR/F
Good on you if you want to be an early adopter of electric motorcycles at these prices.
But while we love the acceleration exhilaration of electric motorcycles, we think we’ll wait until the price and charging times come down, range goes up and infrastructure is in place.
The world’s best motorcycle is now even better with the BMW R 1250 GS getting a bigger, cleaner and more powerful engine and a range of useful technology.
My impression was confirmed after Ballina Motorcycles owners Andy and Steve Fisher recently invited me to ride the new GS around their beautiful neck of the woods.
Steve and Andy of Ballina Motorcycles
GS models
I’ve owned every GS model since the R 1150 GS, except for the first of the liquid-cooled models, although I have ridden them on several occasions.
The quantum leap from the 1150 to 1200 convinced me that this was the best bike in the world.
It could tour and haul luggage comfortably, it could challenge sports bikes on twisting tarmac, it could tackle gravel, sand and mud, and I even enjoyed it as a commuter because it was so manoeuvrable with good height to see over the traffic.
The GS then received a twin cam engine which improved power and then went to liquid cooling.
MotorbikeWriter’s BMW R 1200 GS Rallye
Each updated improved the world’s best motorcycle a little more.
However, there have been some issues:
The switchgear proved faulty when BMW moved from separate indicators to the conventional one-button system;
I had some scary tank-slapping moments on the first liquid-cooled model, until they added a steering damper as standard;
The liquid-cooled model’s soft spoked wheels could easily be dented; and
The new 1250 models had spokes working their way loose. They now have a quick fix for the problem.
Those issues aside, the GS is an astounding vehicle that makes bad riders look good, skilled riders look amazing and even caters for lazy riders!
R 1250 Shiftcam tech
The latter is thanks to the new drivetrain.
BMW’s new 1254cc boxer engine comes with Shiftcam Technology which is a type of variable valve timing (VVT) similar to the systems used by Ducati and Honda.
VVT has been proven in cars for years. It not only boosts power, but also reduces emission and improves fuel economy.
It not only makes the Boxer engine cleaner and more powerful, especially through the all-important midrange, but also makes it so much more refined, mechanically quieter and smoother.
There has always been a coarse feel to these big Boxer engines and there is still plenty of “character” in the sideways thumping pistons, but it is now just so smooth with power and torque wherever you need it.
Transmission update
But it’s not just the engine that has improved the drive.
Previous models have always had clunky gear shifts. In fact, I adapted to preloading the shifter before changing gears for a smoother shift.
Now the transmission its nearly as slick as on a four-cylinder Japanese superbike.
Gearbox and clutch are now integrated into the new engine housing to reduce weight and increase “torsional response”.
The multi-plate wet clutch has eight friction discs and the clutch system is fitted with an anti-hopping mechanism.
What that means is that gear changes now feel smoother and quieter and the up/down quickshifter makes shifts almost seamless.
Together with the 14% more torque and 9% more output, you can be the laziest rider around and still reap plenty from the powerplant.
Just quick shift through to fifth or sixth and leave it there like an automatic.
If you suddenly need to drop a gear or two for a tight corner, just slam it down without touching the clutch and there is no rear-wheel hop, just a planted feel as the rear hunkers down and tracks around the bend.
More tech
The GS range has gradually added more and more technology with each new model over the years.
It would take a book to learn about all the features. But there are two worth a special mention.
First is the fact that you can now customise your settings and save them with the optional “Riding Modes Pro” plug.
No more will you have to stop and fiddle with ABS and traction control settings when your wheels hit the dirt. Just change engine modes on the fly to the Pro setting.
The other is the magnificent 6.5-inch colour TFT instrument screen.
It’s like having a flat-screen TV in front of you.
The screen is so enormous with big, clear numbers and letters you can see them in your periphery vision without having to look away from the road.
Not that you have to look too far, as it is set further forward and higher.
We rode the Rallye model around the hills and valleys of the Northern Rivers region where you ride through thick forests that are almost like midnight even on a bright, sunny day.
Yet riding in and out of these lighting extremes, the screen was clear and easy to see.
Knobby tyres
Andy and Steve of Ballina Motorcycles let me ride the knobby-shod Rallye version, even though they say less than 10% of GS customers ever fit knobby tyres.
In their neck off the woods, some of the tarmac roads are so poorly maintained they are like riding off-road, anyway.
The Karoo knobbies lack tar grip so the traction control light was constantly flashing as I rode around the region.
And at the end of the day’s ride, the knobs had been chewed substantially. These tyres really are designed for the dirt and you can expect low life if you do too much asphalt.
If you opt for this model and these tyres, you need to do about 80% of your riding on gravel.
Ride
One of the biggest attractions of the GS range is the ride and handling.
The clever telelever front suspension is an amazing mix of plushness, precise steering and unflappable stability on the tar and dirt.
Together with the electronic suspension adjustment with an automatic preload mode that adjusts for load, you can select the right setting for every type of terrain.
At the end of our day riding some of the most jarring roads imaginable, my delicate rear end and my damaged back felt like they’d been to a day spa!
BMW R 1250 S model pricing
All that extra tech, engine capacity and power has added about $1600 to the starting price of the GS range.
But it’s worth it for the upgrade in sophistication and useful technology.
While many bikes are a jack of all trades and master of none, the GS range continues to master a variety of terrain and riding purposes.
Is this the upcoming Indian Raptor? (Image from a leaked brochure)
It is thought the engine was originally developed as the Victory Freedom V2 engine before Polaris axed the brand.
So what’s happening with the current air/oil-cooled Thunderstroke in the Chief, Roadmaster and Springfield models?
According to the latest patent filings in the US, the Thunderstroke will be updated with variable valve timing, most likely to meet stringent Euro 5 emissions targets being introduced from January 2020.
Indian VVT engine patent drawings
VVT spreads
Variable valve timing has been around for ages in cars and is known as VVT-i and VVTL-i in Toyota, MIVEC in Mitsubishi, VVL in Nissan and VANOS by Ford, BMW, Ferrari and Lamborghini.
Honda was the first to introduce it to motorcycles and it is now being progressively introduced to other Japanese and European motorcycles such as BMW, Ducati, Suzuki and Yamaha.
BMW’s 1250cc Shiftcam Boxer engine with variable valve timing
Already many of our popular motorcycle models have been axed because they can’t meet the Euro 4 requirements and more are likely to be axed next year under Euro 5.
One of the solutions to the tighter emissions laws could be variable valve timing which makes the engine more flexible in different conditions, resulting in increased fuel economy, lower emissions and improved performance, particularly torque.
If Indian is planning on VVT, we can also expect compatriot Harley-Davidson to be developing something similar.
At just $4799 plus on-road costs, it’s a bargain way to enter the market or add a second bike to your garage.
Hartford motorcycles and scooters are made in Taiwan and imported by Joe Fisher of Hartford Australia, based in Ballina.
Joe also imports the Hartford 125cc Sienna ($3399) and 300cc Vita ($6199) scooters. The Sienna comes with a one-year warranty and the Vita with a 24-month warranty.
Hartford Vita and Sienna scooters (All images by Jeff Gough)
He recently invited me to ride the bike and scooters over Mt Tamborine in south-east Queensland.
Classic 250
First impression of the Classic 250 is that it looks great.
Styling is very retro and quality of parts and build is as good as bargain Japanese bikes.
If you are into customising bikes, there wouldn’t be much to do as the front and rear fenders are chopped already and the rest of the bike’s styling is spot-on.
Perhaps the only modifications I’d make is swapping to Ace bars and bar-end mirrors for a cafe racer look or MX bars and upswept pipe for a scrambler/tracker feel.
Surprisingly the Classic 250 has an easy-to-read digital single instrument dial and all LED lighting. That means headlight, indicators, brake and taillight are all bright LEDs.
The bike also comes with front and rear discs with ABS as required on all 125cc+ motorcycles from November this year.
It is powered by an air-cooled 223cc four-stroke engine with just 13kW of power at a dizzy 9000 revs.
You have to rev it and use the gears to get the most out of the single-cylinder engine, but it will run ahead of most of the city traffic up to a claimed top speed of 111km/h.
However, the transmission is geared way too low and you quickly flick through to the fifth and final gear by 60km/h where it buzzes quite a lot.
Joe says he plans to add a tooth to the front to decrease the ratios and provide a better spread of gears.
That would decrease the buzz and mean fewer gear changes in traffic which would be handy as the cable clutch is quite heavy. However, the transmission feels as slick as most Japanese models with no false neutrals and neutral easy to find.
At just 132kg wringing wet, it’s as light as a feather and a joy to flick around the city streets.
I wasn’t particular happy with the standard Taiwanese Duro HF308 tyres on the 18-inch wheels.
They look like classic Firestone tyres with that zig-zag tread and angular edge. That makes them flop a bit in corners which takes a bit of getting used to. They also are plasticky and grip isn’t great.
Suspension is rudimentary with soft forks that dive under braking and a hard spring with an under-damped shock, yet it all works just fine thanks to the low bike weight.
I didn’t encounter any dramas over the bumps and lumps of Mt T carrying my 80kg frame around, but a heavier rider might struggle.
Over our short ride, we didn’t get a chance to drain a tank, but the claimed economy of 2.5L/100km would provide more than 450km of range from the generous 12-litre tank.
Joe is offering a 24-month and 24,000km warranty. He hopes to have dealers in Ballina, the Gold Coast and Brisbane.
Hartford scooters
Hartford Vita scooter
The scooters also looked like Japanese quality scooters and behaved in a similar manner.
Their prices and features make them a great bargain.
They would make a great second machine as an alternative for commuting, small grocery shopping or a quick ride to your favourite cafe.
Boom sales of the new Royal Enfield 650cc twins are morphing the traditional Indian motorcycle manufacturer from a small-capacity bike company into a mid-capacity manufacturer.
After years of record growth, the company has now reported several months of declining sales.
However, the decrease is only in the 350cc models which had previously made up more than 90% of their global sales, mostly within India.
RE sales last month dropped 17% with the 350s down 21%, their 500s up 21% and the 650s increasing by 140%.
Australian importer Urban Moto Imports reports a similar boom trend here since the new twins arrived early this year.
Marketing Manager Mal Jarrett says the twins are “setting sales records and gaining awards around the globe faster than any other model in the history of the marque”.
“Surprisingly, the demand for the Classic 500 hasn’t really changed, in fact if anything it has increased, but the Classic 350 sales have dropped slightly, which was to be expected,” he says.
“Supply (of the twins) is now levelling out depending on the colour combination required. Most back orders have now been filled.
“The uptake of the model has exceeded all expectations.
“We were quietly confident that the new 650 Twins were going to eclipse anything that we have seen with sales in the past, but even the most optimistic amongst us couldn’t have predicted just how successful the models’ introduction would be.”
Twins ride-away pricing
Interceptor 650
$9790 (solid colours — orange, black and silver);
$9990 two-tone (orange, white and gold pinstripe; red, black and white pinstripe);
$10,290 chrome tank.
Continental GT
$9990 (pale blue, black with gold GT stripes);
$10,190 (two-tone black/silver with yellow pinstripe, white with silver and blue stripe);
The signature of Triumph Motorcycles boss Nick Bloor comes with each Triumph Bonneville T120 Ace and Diamond limited-edition model arriving in Australia in the next few weeks.
There will be 1400 Ace models at $18,450 and 900 Diamond Edition models at $18,150 (plus on-road costs). That compares with the current T120 retail price of $17,200.
However, each comes with a host of extras to justify the price, apart from Bloor’s signature.
Minimal bullet LED indicators (dependant on market legislation)
Black Triumph 4-bar tank badge.
Each of the 1400 Ace models will be signed by Nick Bloor, the current company CEO and son of John who resurrected the company in 1983.
They will also bear the signature of Ace Cafe boss Mark Wilsmore:
Triumph and the Ace Cafe go hand in hand for me, with decades of riders turning up at the cafe on the latest British Twin to chance their arm on the A406, and be top dog off the lights. This beautiful new Bonneville T120 Ace pays homage to those riders and our glorious shared history in style.
T120 Diamond Edition
The Diamond celebrates the diamond or 60th anniversary of the original Bonneville T120 in 1959.
It was the final motorcycle designed by Triumph’s chief designer Edward Turner and took its name from Bonneville Salt Flats where Triumph scored many world speed records.
The 2019 Triumph Bonneville T120 Diamond Edition features a silver and white tank emblazoned with a subtle Union Jack.
The T120 Diamond Edition also features:
Chrome 4 bar Triumph tank badges
Chrome engine covers and badges
Chrome chain guard
The limited run of 900 comes with a numbered certificate of ownership signed by Nick Bloor, Triumph’s CEO.
Which is your favourite? Leave your comments below.
Only 25 limited-edition 2.5-litre Triumph Rocket 3 TFC (Triumph Factory Custom) models will be coming to Australia, but you better be quick.
Triumph Motorcycles Australia spokesman Dale McBride says they have had “massive interest and most deposits already down for a chance to own the special edition”.
Pricing is yet to be announced.
Thruxton TFC
Meanwhile, the Thruxton TFC has finally been homologated for Australia with 80kW of peak power at 8000rpm, 115Nm of peak torque.
That’s 7.5kW more power and 4Nm more torque than the Thruxton R, while also 5kg lighter at 198kg.
These TFC models are the first of a new line of limited-edition motorcycles from the British manufacturer.
Only 750 numbered models of each will be made worldwide and there is no word yet on when the Thruxton will arrive.
While pricing for these limited-edition models has not yet been released, expect to pay much more than the current Thruxton R ($21,100) and Rocket 3 ($23,990).
Rocket 3 TFC
Triumph Rocket 3 TFC
The Rocket 3 TFC is not a tarted-up current model, but based on the upcoming model with increased engine capacity from 2.3L to 2.5L.
So it’s still the biggest capacity engine of any production motorcycle in the world!
While the previous 2294cc triple delivered 109kW of power and 221Nm of torque, the new 2458cc triple has more than 125kW with the same peak torque.
It will also have Showa cartridge forks and top-spec Brembo Stylema brake calipers.
Some of the other features of the Rocket TFC are Arrow exhaust, full LED lighting, colour TFT instruments, internally wired flat handlebars and loads of carbon fibre in the front guard, exhaust, fly screen, drive shaft cover, heel guards and tank strap.
Tech features include keyless ignition, tyre pressure monitors, cruise control, USB charging socket, cornering ABS and traction control, four riding modes (Road, Rain, Sport and Rider-configurable), up and down quickshiter and hill hold control.
There will also be an optional Bluetooth module to integrate GoPro control, music and phone operation, and Triumph’s navigation system which is powered by Google.
It will come in carbon black and matt carbon black paint scheme with brushed foil decals, gold accents and electroformed 3D Triumph badge, hidden pillion footrests and a leather interchangeable ‘twin or single’ seat.
Once the TFC model is sold out, we expect standard and touring models to follow. We are not sure how many of these features will be included on those models.
Triumph says the 2019 Rocket 3 TFC is more than 15% lighter than its predecessor with a 40+kg saving.
The base and touring models may be a little heavier without all that carbon.
Rocket TFC tech specs
Engine Type
Inline 3-cylinder, water-cooled, DOHC
Capacity
2458cc
Bore/Stroke
110.2mm x 85.9mm
Maximum Power
Over 125kW (170PS)
Maximum Torque
Over 221Nm
Fuel system
Ride-by-Wire, fuel injected
Exhaust
Stainless 3 into 1 headers with 3 exit Arrow branded silencer / CAT box
Final drive
Shaft, bevel box
Clutch
Hydraulic, slip-assist
Gearbox
6 speed
Frame
Full aluminium frame
Instruments
TFT multi-functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and rider modes (Rain/Road/Sport/Rider-configurable) – Triumph TFT Connectivity System can be added with accessory fitted Bluetooth module
Swingarm
Single-sided, cast aluminium
Front Wheel
17 x 3.6in cast aluminium
Rear Wheel
16 x 7.5in cast aluminium
Front Tyre
150/80 R17 V
Rear Tyre
240/50 R16 V
Front Suspension
Showa ø47mm upside-down 1+1 cartridge front forks, compression and rebound adj., 120mm travel
Single 300mm disc, Brembo M4.32 4-piston monobloc caliper, Cornering ABS
Seat Height
773mm
Rake
27.9º
Trail
134.9mm
Dry Weight
TBC
Fuel Tank Capacity
19L
Thruxton TFC
The Thruxton TFC will come with lashings of carbon fibre, Öhlins suspension, Brembo brakes with adjustable lever, Metzler Racetec RR tyres, Vance & Hines pipes, flip-up Monza fuel cap, all-LED lighting and brushed aluminium accents.
A highlight is the hand-painted gold lining.
Thruxton TFC also has a lightweight engine, body and frame components that strip weight.
