Dutch company Icon Motorcycles plans to hand-make new-age Triton motorcycles with Norton featherbed frames and modern Triumph 900cc engines.
Original Triton
The original 1960-70s Tritons were not factory models but private builds where enthusiasts mated the lithe-handling Norton featherbed frame with Triumph Bonneville engines.
Now Dutch company Icon Motorcycles plans to supply handmade Triton cafe racers for private orders with bespoke specifications. However, they won’t bear the name “Triton”.
Wouter Pullens of Icon Motorcycles says the frame is special build.
“It’s a replica from the famous Norton ‘featherbed’ frame of the sixties,” he says.
They will use the air/oil-cooled 900cc parallel twin from the previous model Thruxton, so it’s not liquid cooled and doesn’t have an ugly radiator.
He says the “Triumph engine is standard, not tweaked”, so that means 51.5kW of power and 71.8Nm of torque.
“They are available in the second half of this year, I expect about July,” he says.
“This is depending on the final inspection/approval of the Dutch Government.”
There is no word on pricing because each bike will be handmade to order, but Wouter says they can can “ship to every country”.
As a bit of a guide, Triumph 900 models cost around $15,000 while Norton 961 models cost more than $30,000.
So we expect they will cost around the Norton prices, or more depending on how much exotic kit you want to add.
Hyperbole
Icon Motorcycles says the original Triton was “perhaps the most influential motor movement the world has ever seen”.
Certainly the cafe racer seem was seminal, but they may be overstating the case a bit.
Here’s more hyperbole from their website:
Icon motorcycles guarantee you exclusivity as exclusivity is intended. You invest in craftsmanship and quality. We see every Icon engine as an investment in life that only becomes more beautiful with the years. You never really own a motorcycle really look after it for the next generation. Authentic hand assembled engines , we create an interesting investment . This is how we achieve our goal, creating rare motorcycles for the owner. Because of the exclusivity and rarity we create, you are guaranteed a right investment. Courtesy is timeless class, you must be able to enjoy the ownership.
At Icon Motorcycles we don’t just produce motorcycles, we go back deep into history. We let our hands do the work and lay our soul and salvation in every model, with the greatest care for the smallest details and that with only one goal let man and machine come together in perfect harmony.
The expected revival of the traditional British motorcycle brand, BSA, seems to have stalled more than three years after the brand was bought by Mahindra.
Indian tractor and automotive company Mahindra & Mahindra (M&M) bought the revered brand for $A5.4m in October 2016 through their wholly owned subsidiary, Classic Legends Private Limited (CLPL).
At the time they expressed intentions to make it a traditional-styled revival.
A few months later Italian motorcycle designer Oberdan Bezzi released some sketches of BSA models but they were never confirmed.
When they launched, the order website crashed because of demand.
They said they planned to sell 90,000 bikes a year.
But despite the interest, the Jawa relaunch has been fraught with production problems and delays of up to a year.
Some customers cancelled their orders in frustration.
And that’s just for domestic sale. They haven’t even contemplated exports.
Jawa say that production is improving and customers only need now wait a few weeks for a bike.
However, Mahindra’s boss recently lamented getting into motorcycles at all, so the revival of BSA could be stalled permanently.
BSA history
An original BSA factory record book
BSA stands for Birmingham Small Arms Company Limited and it began in 1861 making guns.
It gradually moved into bicycles and motorcycles for which they are most famous, although they also made cars, buses, tools and other metal products over the years.
Its most famous motorcycles were the Gold Star 350cc and 500cc single-cylinder four-stroke bikes considered among the fastest of the 1950s. At the time, BSA was also the world’s biggest motorcycle manufacturer.
However, the halcyon post-war days slipped away in the 1960s under competition from more modern and reliable Japanese models.
BSA went bankrupt in the early 1970s and merged with the Norton Villiers Triumph Group. BSA-branded machines ceased production in 1973.
BSA is currently just a brand that churns out motorcycle t-shirts and merchandise.
Husqvarna Australia has confirmed they will import the production version of the Norden 901 Concept model unveiled at the EICMA motorcycle show in Milan last month.
That was a quick move from concept to production confirmation.
However, Husqvarna Motorcycles say the concept was so well accepted by consumers they took no time in announcing their decision to go ahead.
Husqvarna Australia has not yet released a scheduled arrival date or pricing, but we expect it some time in 2020.
The Norden will be only their second attempt at the street/adventure market since the company became part of the KTM group in 2013.
While specifications have not yet been released, it will be powered by an 889.5cc parallel-twin engine.
Like the 401 and 701 models, it will likely be a reworked KTM engine, possibly the new 799cc motor powering the 790 Duke and Adventure.
Also, like the the Husky street models, it will be suspended by premium WP suspension which is also part of the KTM group.
If the concept is anything to go by, it will be shod with a 21-inch front Pirelli Scorpion Really STR front tyre for off-road ability with an 18-inch rear.
We are not sure how much of the attractive concept will make it into production.
However, these images show it will be set up for adventure touring with lots of luggage and protection options.
Husky promises the slim and light adventure tourer will have comfortable ergonomics and “confidence inspiring handling”.
If it’s as successful as the KTM 790 Adventure, it will be another great option for adventure riders … so long as they get the pricing right!
Norton says the crowd-funding objective is to give global customers and bike enthusiasts a chance to become part of the heritage company, “profiting from its continued success”.
The offering page is also not yet live. Shares apparently start from £10 (about $A18.90).
Norton says details of the securities offering, company valuation and current year financials will be made available when it goes live on Crowdcube.
Meanwhile, you can review the most recent financials on Norton’s Companies House page.
Dale says the GT is a “great bike” with “world-class” fit and finish that makes it well worth the extra money.
“If it had another name on the tank, you could easily believe it came from one of the best manufacturers,” he says.
“The only part of the bike that appears cheap are the switchblocks which need a better choice of symbols and fonts.”
Here is Dale’s assessment of the CFMoto 650GT:
Engine
At 100km/h, the engine is running at 4000rpm which is 500rpm less than the MT.
I get about a very reasonable 4.3L/100km from the MT, so the GT’s economy should be a little better.
At highway speed, power delivery is good and it doesn’t feel like it is over-geared.In fact, it feels a little stronger in the mid-range than the MT.
Engine temperature shows it runs cooler than the MT which does tend to run hot in traffic.
It also feels cooler but this can be difficult to quantify as the temperature gauge does not indicate the actual temperature, only an LCD line.
Suspension
I would rate the GT’s suspension as the best of any CFMoto I’ve ridden.
It handles all manner of road bumps with ease and in general gives no cause for concern.
I would encourage CFMoto to add a preload adjuster cap to the fork, as these not only look good but offer a positive feature at little extra cost.
An Ohlins cap, spacer and spring kit costs the manufacturer very little and a lesser brand cap would add little to the bike’s overall cost, but more to its value.
The rear coloured spring is an attractive feature, but it would be great if it could be adjusted.
I would like to see a pin-type adjuster as used by Ohlins which is easy and simple to use.
Wheels, tyres and brakes
The German Metzeler tyres are a noticeable improvement over the Chinese CST Adrenos fitted to the MT.
They add stability under braking, cornering integrity, they cope better with bumps and undulations and they have better grip. I would imagine they would have superior wet too, but it hasn’t rained here for a while!
The 160 section rear sat on the 4.5-inch rim better than the MT, as well.
Braking power started out a bit poor but began to offer good bite and progression after about 800km.
If they have used the same compounds as the MT, it will be best around 2000km.
Features
The riding position on the 650GT is good and suits a wider range of people with a lower seat than the MT.
I note that some effort has been used to weight the footpegs and rubber mount them.
The left footpeg was in the way most times when I put the side stand down.
By the way, as a tourer, it needs a centre stand, especially with the left-hand side chain run, making chain lubing more difficult on the side stand alone.
The 650GT windscreen is perfect and the type of adjustment should be employed on the MT as it is more effective. Perhaps the robust MT system works better on rougher roads.
The fuel filler cap is much better than the MT as it stays in place during filling.
Mirrors are not as good as the MT as they vibrate. They need better weighting to reduce harmonics. Field of view is poor and there is not enough adjustment available.
Digital instrumentation are what you would expect on a more expensive bike with two layouts. I also love the way they change to night settings and are dimmable.
There is also a USB for charging your phone or GPS, which is essential for a tourer.
My only complaints are minor:
Like the MT, it needs a helmet lock;
It is difficult to tell the fuel and temperature gauges apart;
It was too easy to confuse the horn with the change button for the maps/dash layout; and
The rear axle nut is probably the biggest in the business and could do with at least 1cm shaved off.
Conclusion
This is a recommended option for anyone looking for a good-value, midsize road bike.
They should fit these with panniers from standard not only to fill in the rear aesthetically, but to truly live up to the “Grand Tourer” moniker.
CFMoto 650GT tech specs
Engine
Engine Type:
Two cylinder, inline 4-stroke, 8-valve, DOHC with counter balance
Capacity:
649.3cc
Bore & Stroke:
83mm x 60mm
Compression Ratio:
11.3:1
Fuel System:
Bosch EFI
Max Power Output:
41.5 kW @ 9,500rpm (LAMS Restricted)
Max Torque:
62 NM @ 7,000rpm
Gearbox:
6-speed
Clutch:
Multiplate wet
Chassis
Frame:
Tubular steel diamond frame employing engine as fully-stressed member
The carbon AMB 001 weighs just 180kg and is powered by a turbocharged V-twin engine delivering 180 horsepower.
It is substantially different from their Super Sport 100 model which brought the company back to life in 2016. In fact, it looks much more like a “supersport” model than this does.
Brough Superior SS100
It’s not unusual for motorcycle and car companies to get together to build a motorcycle.
Apart from companies such as Honda and BMW that build both, we had the short-lived collaboration between MV Agusta and Mercedes AMG that spawned the “solarbeam” in 2015.
Mercedes-AMG solarbeam MV Agusta F3
Like the “solarbeam”, this collaborative bike will be a limited-edition model and very expensive.
Aston Martin Chief Creative Officer Marek Reichman the bike is “what we believe a cutting-edge motorcycle should be”.
“In addition to applying the skills we have developed for cars such as the ground breaking Aston Martin Valkyrie, we have also been able to bring our special expertise in the traditional craft techniques to this project,” he said.
CFMoto celebrated its 30th anniversary in Milan last night (4 November 2019) by announcing the introduction of the sexy new 700CL-X.
Australian director Michael Poynton says it will arrive in late 2020.
“They will be offering this new model as three different variants – Sports, Heritage, Adventure,” he says.
Sports has bar-end mirrors, lower bars, solo seat and mag wheels. Heritage features more complex mags, round mirrors and wide bars. Adventure has a screen, wire wheels and knobby tyres.
Sport
Heritage
Adventure
“In Australia, we are speaking to CFMoto to offer these new models in both a 650cc and 700cc displacement, allowing us to still have models for the LAMS market.”
The design features a mix of modern and traditional influences.
For example, the traditional round headlight has LED lighting and the round instruments have an LCD readout that can display fuel consumption and incoming call.
Interestingly, the X design in the headlights and the LCD instrument are quite reminiscent of the popular Ducati Scrambler.
The CFMoto 700CL-X has a lightweight frame that weighs just 16.5kg and the swingarm weighs 6.7kg. All up, it weighs 183kg dry.
Technology includes ABS, electronically controlled throttle, sliding clutch, cruise control , USB charging port under the seat and “electronic protection control” (an alarm, we think).
Its lighting system automatically switches on/off according to ambient brightness.
New engine
The 700CL-X is powered by a newly developed 692cc inline twin-cylinder water-cooled engine.
It is the latest evolution of the CFMOTO 150/250/400/650 displacement platforms, featuring split-type connection rod, forged piston, electronic throttle, sliding clutch.
The optimised intake system improves efficiency and increases the peak power from 41.5kW to 55kw and torque from 62Nm to 67Nm.
Thankfully it is one of the few adventur-ish motorcycles that has an easy-to-access air filter for cleaning.
Just remove the right plastic panel.
They say an oil change is so simple it can “easily be done at home”.
CFMoto also has a range of accessories to customise the bike, including luggage for the Adventure model.
Former Ulysses Club magazine editor and long-time bike tester Ian Parks (above) takes a 1965 Velocette Venom for a spin.
Velocette hit the streets of Australia in 1965 when Robert Menzies was Prime Minister, James Bond’s Thunderball was at the “flicks”, The Rolling Stones Can’t Get No Satisfaction and the average wage was £15, 8 shillings.
Velocette was a line of motorcycles made by Veloce Ltd, Hall green, Birmingham, England.
The brand acquitted itself well in racing from the 1920s through until its demise in 1971. In 1933, the single-cylinder 250ccMOV was created using overhead-valve operation. It was capable of 60mph (96km/h).
Probably the most recognisable Velocettes to many of us are the Venom and Thruxton models (1955 to 1970). These 500cc singles were capable of about 100mph (160km/h) producing up to 44bhp (32kW). The pinnacle of the Thruxton’s racing success is the win at the 1967 Isle of Mann Production TT.
This test bike is a 1965 499cc Venom which would have cost £500 ($1000) when new. It started life as a solo and was married to its sidecar some 18 months after purchase. The owner of this British thoroughbred is Gloucester Branch Ulysses member Neil McMeekin #64828. He has been custodian of his ‘Velo’ for about nine years.
Ian on the Venom
Meeting the Velocette Venom
I’m approaching this test ride as I if it was 1965 when Neil bought the bike.
When I meet him, Neil is casually dressed wearing a t-shirt with the words, “With British Bikes, you’ll never walk alone!”
Why a Velocette? I asked. “My very colourful Uncle Jack owns and races one. He’s the type of Uncle you fear allowing your children being influenced by. I love him, he’s great.”
Uncle Jack
We step forward to take in the view of the drop dead gorgeous motorcycle, a pinnacle of British engineering.
The ironing board seat has a height from ground of 31 inches (780mm) and will suit riders of slight build. The standard handlebars cause the rider to be bent forward, so, this requires the head to be tilted up. I suggest that riders of taller than average stature, may find this somewhat uncomfortable.
Time to ride
We proceed to the Velo and I receive the relevant instruction for starting the massive 500cc beast. Turn on the fuel, ‘tickle’ the Amal carburettor, adjust the advance/retard, choke, decompression valve, switch on the ignition and then operate the kick starter. The beast fires, twist the throttle and allow it to warm up.
Pull in the light clutch, lift the right hand gear shift to first and away we go. Kick down the shifter and we’re into second, down again, all the way to fourth, the sweet spot of about 45mph (70km/h) being reached, I settle into the experience of this modern ‘dream machine’. Top speed for a solo Venom is up to 100mph (160km/h).
I do a few circuits of town and get the feel of the machine. The handling is superb for an outfit, the adjustable steering damper control works a treat and the brakes are excellent.
I return the Velocette to the overly anxious owner and thank him for the experience.
It is difficult to imagine any future motorcycle being able to surpass this masterpiece of mechanical excellence.
Vintage Velocette
Back to 2019. In this era, the Velocette is a classic Vintage motorbike. It’s a 54-year-old unrestored superbly maintained machine that Neil uses on a regular basis. Owning one is fraught with all sorts of dramas and should be very carefully considered before embarking on any proposed purchase.
He has ‘customised’ it with a few things to ensure his ageing frame can keep enjoying it for many years to come.
Engine starting is not user friendly as the kickstart throw is shorter than on a similar aged Triumph or BSA. About five years ago an after market electric starter was installed. The electric start also required the original 6V system to be converted to 12V. The engine management controls aren’t simple and virtually require a TAFE course.
Spark is generated via magneto (yep, magnets). No batteries required! Just like the old Victa mowers we used back last century. Simple technology that’s still used today e.g. mowers, chainsaws etc.
The rear brake is a mechanical standard drum, which works acceptably. Neil paid for a twin leading shoe front which makes it more adequate. There is no sidecar brake. This all said, braking operation in all conditions requires planning. It’s a 1965 bike with brakes designed in 1935.
Riding an outfit
If you’ve never ridden an outfit you’d be mad to buy one without having an experienced person teach you. It’s a completely different riding skill. Just negotiating a carpark is an experience, you have to be constantly aware of your extremities, and there is no reverse gear so choose where to park carefully.
Engine maintenance is pretty good, especially on a solo ‘Velo’, but remember, if the left side of the bike has a sidecar, it may require removal in some cases.
Parts of the rear frame look pretty spindly. However, all the front-end and geometry must be pretty well matched as there is no need for leading links etc.
The gear ratios are a good match for the engine. Neil states, “Warming up the bike is essential as gear shifts are a ‘cow’ when cold; lots of false neutrals too”.
Touring? You can take the kitchen sink! The sidecar storage can swallow a passenger plus a big esky. Neil advises that the trick is to place the heavier mass at the back rather than the front.
The original tool kit has an array of Imperial British Standard spanners. It included a tyre pump not unlike the old push bike ones, just a bit larger in capacity. I asked Neil what he considered was an essential part of the ‘Velos’ toolkit for breakdowns? “A trailer”! was his answer.
Fuel tank capacity is 4 gallons (18 litres) which gives a range of about 160 miles (250km). Neil estimates the fun factor at 110%.
Resale value
Resale value today? Well, depending on what you’re after, you could be looking at around the $35,000 to $40,000 mark.
Neil is unassuming, knowledgeable and has a wry sense of humour. The bike is no shortage of challenges either, many is the time Neil has had to scour the various clubs or the internet for information on what appears to be a perplexing halt to forward motion. During these times Neil will tell us to “ask me about the ‘Velo’”. Dutifully we ask and then receive the hand on forehead reply “I don’t want to talk about it!”
So what happened to the Velocette? The same thing that killed off much of England’s motorcycling industry … the emerging dominance of Japanese motorcycle manufacture.
The 1968 Honda CB750 was innovative, cheap, reliable, fast and had electric start. Add a dash of English complacency, and it was pretty much the final nail in the coffin for all those great British Bike legends.
We tested the bike and found it a willing partner around town and even out on the highway.
The CFMoto 300NK is powered by a new 300cc water-cooled, single-single engine with 25kW of power in its lithe 151kg frame.
It’s an extremely flexible little engine with capable power delivery around town and passable passing abilities on the highway where it revs at 5700rpm in sixth.
The only time it starts to run out of puff is up steep hills.
With a 12.5L tank and excellent fuel economy, you could ride this bike much more than 300km on one fill.
Smooth operator
The EFI engine has a balance shaft and a sixth gear to reduce vibration at highway speed.
We found that after a long ride, there was only a slight tingle in the fingers and none in the toes thanks to the rubber-topped footpegs.
There was also little vibration through the mirrors which are big and wide for plenty of good rear vision. They are no wider than the reasonably wide bars, so lane filtering is fine on this narrow bike.
The whole bike feels very narrow including the 795mm seat which makes it easy for most riders to get a foot on the ground.
The 300NK pillion seat is removable with a key and there is little space underneath. The rider seat is removable with a spanner.
This is a highly manoeuvrable motorcycle in traffic and tight spaces thanks to its smooth fuelling, light weight and narrow frame.
The six-speed transmission is slick and faultless with no false neutrals and neutral easy to select when stopped.
Braking is handled by Spanish J Juan brake callipers and a Continental Dual Channel ABS controller.
They are strong and willing with reasonable feel in both the lever and pedal, but the front fades off under heavy braking.
Suspension may be rudimentary, but it is quite capable as the bike is so light.
Heavier riders may have trouble and the forks gets jittery over high-frequency bumps.
I’m 183mm tall and found the riding position quite neutral, except the pegs are fairly high which cramped my legs. They could easily drop them down a bit as it has plenty of cornering clearance.
Modern features
Modern features on the 300NK include a full-colour TFT instrumentation panel with convenient gearshift indicator, LED headlight, lockable fuel cap and daytime running lights.
The 300NK instruments are easy to read in most lighting conditions although they can reflect the sun’s glare at certain angles.
They are also light sensitive and change colour in a tunnel or at night.
You can also choose between a traditional analogue-style display or digital representation.
Interestingly, they include “Sport” and “Rain” engine modes, but they are not active … yet! We are told that may come in future models.
The backlit controls are basic and a bit cheap, but tactile and function fine.
We like the modern, angular styling of CFMoto’s range which has been outsourced to Kiska, the Austrian design house which is also responsible for many KTM models.
An interesting touch is the rear the tail which has winglets and reminds us of the Ducati Panigale!
It only comes in solid black and we reckon it would look a whole lot better with some graphics or at least a flash of an alternate colour to alleviate the all-black paintwork.
Fit and finish is close to Japanese standard.
Conclusion
Despite our test bike developing an occasional coolant leak from an ill-fitting cap that was replaced as a precaution, we found the bike very strong and reliable.
Coolant leak
Novices will find it easy and enjoyable to ride and useful in most road situations.
At this bargain price, it would also make a great second bike for commuting to keep the kilometres down on your prized bike.
CFMoto 300NK tech specs
Price
$4990 ride away
Warranty
2yrs/unlimited km
Engine
292.4cc single cylinder, 4-stroke, liquid cooled, 4-valve, DOHC with balance shaft
CFMOTO Australia has added the third 650cc model to the range, called the 650GT ABS which is a “grand tourer”.
It will cost just $8490 ride away and joins the naked 650NK at $6490 and the 650MT at $7490 including a free set of panniers valued at $650 until the end of the year.
Comparative models are the Honda CBR650L ($9999 +ORC), Kawasaki 650L ($9999 +ORC), Royal Enfield Interceptor 650 (from $84440 ride-away), Suzuki SV650 LAMS ($8990 +ORC) and Yamaha MT-07 $9999 +ORC).
That makes the CFMoto 650 range among the cheapest 650cc learner-approved road-going motorcycles in our market.
CFMoto’s grand tourer comes standard with a large colour auto dimming TFT display, adjustable windscreen and USB and 12 volt charging sockets on either side in the cockpit. Panniers are also available as an option.
The 650GT ABS is powered by the same 41.5kW (LAMS restricted) 650cc parallel twin engine as used in the 650NK and 650MT variants.
It is managed by a Bosch EFI system delivering a user-friendly power curve, perfect for new riders.
The hydraulic brakes are supplied by Spanish company J.Juan with a Continental ABS.
It is shod with Metzeler tyres and claims to have a “plush ride” on the KYB conventional telescopic forks and cantilever KYB rear monoshock.
CFMoto also claims the low seat height of 795mm will provide a relaxed riding position.
They say it will appeal to commuters, tourers and learner riders.
The 650GT ABS is available in two colour options, Concept Blue or Nebula Black and is backed by CFMOTO’s two-year, unlimited km warranty.
KTM links
Like the other models in the CFMoto range, the 650GT has European styling thanks to Austrian design house Kiska which also designs KTM motorcycles.
