Yamaha YZF600R Thundercat – Great Bike, Lousy Name

Imagine this: A bike putting out about a 100bhp, with a 150 mph top end. This bike is fitted with R1 inspired brakes, aerodynamically optimised fairing and aero package. All of this kept in check with multi adjustable suspension? Sounds great, doesn’t it? How about all this for the right side of £2000? Unbelievable? But it happens to be true! There is however a catch – it is a quarter of a century old!

Venerable but Capable

I am of course referring to my venerable, but still immensely capable Yamaha YZF600R Thundercat. It’s interesting that as the sports-bike genre is seemingly coming back into vogue. However, you can pick up a bike last sold new over twenty years ago that has a similar power output and better performance figures for peanuts.

The Thundercat, even by the prevailing standards in the 1990’s was physically large for a 600. In the Yamaha line-up the R6 was the fully focussed sports-bike while the Thundercat was touted as a more versatile option. Commuting and touring could be done with ease.

The riding position, while still very sporting, was more comfortable and the tank/seat/clip-on bars relationship more expansive. Controls were simple too. Typically basic clocks of the period: Revs, speed, temp…sorted. Use the trip meter for fuel range.

All were simple, crisp and well laid out. Business like. Same goes for the switch blocks. The Thundercat just wants to be used.

The four-cylinder engine fires up immediately from cold if you go with full choke (remember those?) and soon settles down to a smooth, crisp sounding idle. If well looked after and properly set up the engine spins freely and easily to the 13,000 rpm redline.

Quick, if you work for it

The power delivery is fairly peaky. To get really serious the tachometer needle needs to be north of the 10k mark. But it no hardship to keep the engine spinning and it laps up the treatment with the minimum of fuss. There is a enough low down and mid-range shove to punt you along in a more considered manner and take in your surroundings a little more. On ride-outs the 600 still can hold its own with more powerful and up to date ‘opposition’ if you are really determined and on the road you can only go so quickly in any case.

My Thundercat on the day I bought it back in March 2000

I have stuck with the standard pipe. It is pretty hushed, but it makes a good enough noise for me. I fitted a set of stainless down-pipes a few years ago and they added a little welcome ‘zing’ to the engine note as the bike is revved hard.

Economical Too

For a quick bike, often ridden briskly it is pretty good on fuel and 50 mpg is pretty easy to achieve. To be honest I don’t monitor the exact figure, but I get around 180 to 200 from a tank full of petrol. I’d advise using E5 fuel too, especially if you only ride occasionally rather than day in, day out.

The brakes were top of the line in 1998 but these days are a little outgunned by the latest offerings. Also forget any form of ABS or linking. They are like the rest of the bike, basic but effective. Keep them clean and fluid fresh and they are well matched to the performance capabilities of the bike. I’ve never found them wanting to be honest. They have a nice firm feel and have certainly aged better than the brakes of many similar vintage bikes I have tried, especially Kawasaki.

The Weakest Link…

The suspension is again straight forward, mono-shock on the back with a limited adjustment as stock. As they wear out around the 20,000-mile mark conversions to R6 set ups are common. I stuck with the standard set up until about 25,000 miles. The bike tended to weave a little in long open bends and while it would go around perfectly well, it was getting a little disconcerting! A new Hagon restored calm.

The front forks are also a little on the soft side and firmer fork-oil does wonders for feel and damping. Being honest I think this slightly softer well damped set up is well suited to the pot-holed mess that is all too commonly found on British A and B roads. It helps with comfort too. The Thundercat is a comfortable bike of its type, though obviously specialist touring and adventure bikes are more cosseting. I’ve been all over the UK and Europe on it and I have coped fine. Now I am getting towards 60 and creaking a bit, it can get a bit uncomfortable after only 100 miles or so, especially on slower running. But that’s my fault, not the bikes.

Heading Into Italy

Fun machine

Overall though the Thundercat is a fun bike to attack a country A road, with the engine screaming and brakes and suspension working together well to keep on the tarmac and out of the hedges.

I have found Michelin Pilot tyres suit it well, but I was impressed with Maxxis Supersports when I used those.

Build quality is excellent and the this born out by the condition of my example after 26 years on UK roads. When I clean the thing  the  paint is deep and lustrous. There is some evidence of the finish going on the engine cases, but a morning with wet and dry and a rattle can of silver paint will soon sort that. All the electrics still work perfectly and it always fires up easily. Reliability has been perfect. Even the OE battery lasted 20 years. All the bulbs are even original.

Dig out a decent example and don’t look back

Overall, the Thundercat remains a good looking, hugely capable bike. Nearly thirty years after it first hit the market it still makes a great machine: fast, fun, reliable, reasonably comfortable . Whether you are an experienced biker looking for a budget option, or a new rider looking for your first ‘serious’ superbike take a long hard look at a Yamaha YZF600R Thundercat. Find a good example and you won’t look back…

Words and Pictures: Tony Donnelly

 


Royal Enfield 450 Guerrilla – Initial Impressions of the Himalayan’s Cool Brother

Royal Enfield can seemingly do no wrong these days: the 350 range has been a massive hit here and around the world. The 650 twins are still selling well after five years on the market. New variants such as the excellent Shotgun have built on the beach head established  initially by the Interceptor and Continental GT. The Himalayan has recently been heavily updated and is selling like the proverbial hot-cakes.

New and Rather Funky Addition

Building on the expanding and successful range is the new Guerrilla 450. Based on the same 40 bhp single cylinder engine as the new Himalayan, but in a much more overtly stylish and road orientated package. Like the Himalayan it is A2 compliant and just ducks under the £5000 mark in the UK (2024)

Andrew Reason has been lucky enough to enjoy an extended test ride on the new Guerrilla, let’s see how he got on:

All Feels So Natural

My first thoughts are, everything feels natural and neutral, no looking for foot pegs and levers. They fell naturally to hand. The mirrors are clear and give decent visibility. You will need to be at least 5ft 6 to get both feet flat on the floor I think. The seat is comfortable enough but slides me forward so I have to keep pushing back. Handle bars are trail-bike like high.

Thoroughly modern and very attractive

Slim, everything just falls to hand. Helps to manage slightly above class average weight

It’s nice to see that although Royal Enfield have built a thoroughly modern bike, things like fork gaiters, mudguard extension and centre stand are all fitted as standard. Finish is generally very good, but I did scratch the clock by wiping dust off of it.

Good to see practical features such as fork gaiters fitted

An Enfield with (a little) Tech!

Moving on to the tech. An Enfield with tech. Another new experience for me. Being honest  I’m not a lover of tech myself: Most of it is pointless in my opinion. The engine has two modes: ECO and Performance. Once I found performance and it did help take off through 1st gear, but what’s the point on a 40bhp bike?

Tech has even found it’s way to Royal Enfield

Once under way the front brake feels ‘mushy’ in operation while the rear is almost viciously sharp. Cornering however is good; the bike goes where you put it. However I don’t like Ceat tyres and I am not experimenting on new semi-knobblies on the wet roads I was enduring on my ride.

Goes Well

Moving onto performance now: 1st gear will probably be alright if given a hand full, but pulling away from the shop, I had to cross 3 lanes of rush hour traffic on the notorious A12. It felt like I  had no power initially: A 125 would have beaten me. Shifting up into 2nd gear and above things really improve and the Guerrilla feels pretty lively! Most unlike any other Enfield single I have ever ridden! I have to remember it’s only got 10 miles on the clock, so am trying to show some mechanical sympathy. It does take off well though, once you remember to use Performance mode!

450cc Water-cooled Twin cam single. A2 Compliant and neatly integrated exhaust

I do not like the fly by wire throttle, maintaining a steady trailing throttle is difficult. I have a feeling this probably will diminish with more saddle time.

I find the clock difficult to see as well, although rpm and speed are clear. However the ‘idiot-lights’ are too small for me. I was also looking for a neutral light, somehow I didn’t see the big green N in the centre.

One small detail that I liked: There is no separate rear light, instead the indicators are three way, indicators, brake lights and lights. Quite a tidy arrangement.

Initially Impressed and it Promises More

Overall I would give the Guerrilla a 7/10 right now. But I’ve only done around 50 miles on my regular commute. However I think if it had more miles on it and was my bike it could be a lot of fun. Therefore a more healthy 9/10 is a real possibility.

Thanks to my local dealer, East London Kawasaki, Bacon’s Motorcycles in Newbury Park for the loan of the Guerrilla. Can’t recommend them enough!

Words and Pictures: Andrew Reason

Introduction and editor: Tony Donnelly


The UK National Motorcycle Museum with pictures

I always enjoy a visit to the UK National Motorcycle Museum, even if a sense of  lost engineering prowess pervades my emotions. It’s a unique place, and worthy of a visit any time you’re passing. I have been on numerous occasions and it’s always a great day and a trip down memory lane for those of us old enough to remember. Great for the younger generations too as the bikes are immaculately presented and not fenced off like some other places. Hope you enjoy a few pictures from my day there.

 

Triumph X75, one of my favourite bikes

Barry Sheene’s last race bike

No wonder they leak oil

Check out that steering arrangement

Outboard rear disc – odd

The Norton rotary racing bikes of the 1990s. Wouldn’t it be great to see Norton rise again like Triumph has?

I love Vincent V-Twin Engines. They are so handsome

Wild exhausts

Makes you feel proud

BSA Fury and its Triumph Bandit brother behind. 350cc four strokes from the early 1970’s abandoned in the pre-production phase. Hundreds were scrapped. What a missed opportunity. Honda sold 26,000 of the rather mundane CB250N Superdream in the UK alone. These bikes could have faced that sales challenge with ease in my opinion

Prototype Triumph 1000cc four. Could of taken on the Kawasaki Z1 and Honda CB750K

Just exquisite

Finely crafted, what wonderful workmanship

Editor’s note: These photos were taken a while back now, but most bikes are thankfully still there. The National Motorcycle Museum remains open and a fabulous place to visit

Words and Pictures: Tony Donnelly


Oakham Treasures Collection – Review

Recently I have been to a number of transport related museums and enjoyed using them as an excuse to get out and about on two wheels. Well, I have another one for you to check out. The Oakham Treasures collection is located not too far from Bristol and junction 19 of the M5. Although I suggest you pick a more interesting road to get there!

It has a Cafe!

The collection has a large café attached and you can use that without paying the £10 to get in the museum itself. Although it would seem a waste not to. The collection is genuinely astonishing: There are two halls packed with re-creations of old retail shops or crammed with artefacts from would seems to most the first half of the 20th century.

Just one of literally hundreds of signs

From hardware stores, chemists, old workshops, general stores etc, everything is represented. There is also extensive collection of tractors spanning the 1930’s-70’s , if that floats your boat. I like them; my old man used to drive an old Fordson when he was a kid back in Ireland.

Onto the Bikes

The hall with the bike collection is adjacent to the tractors. There are a few nice cars in there too and about 20 of so bikes are on parade, so to speak. All the bikes are British, but a couple of Italian scooters add an exotic touch.  Dating from the 1920’s to the 60’s in the main and all of them are in great condition, well maintained and sparkling. This not always the case in museums sadly.

It took us over an hour to get to the bikes, there is a lot to see here

The pair of AA bikes were good to see. Whilst I don’t remember them being in service personally. They were using Mini and Marina vans by the time that I started biking in the 1980’s. I wish the Police were sill using the prim little BSA that was in plod spec on show. Not as bad as the slightly comical Velocette LE ‘Noddy Bikes’ some forces foisted on their riders, but not far off!

Neat AA pairing and good to see all the related bits and bobs too

I wish the Boys in Blue were riding these now!

It’s always good to see motorcycles preserved. Now as I age and head towards my sixties, I find myself increasing drawn to older machines. I was dismissive of them as I roared around on my RD350YPVS back in the day! My appreciation of British bikes of the 50s/60s and 70s has really grown. I can see myself buying on at this rate. My recent acquisition of a new Royal Enfield 650 twin shows the way I am headed.

A selection of the bikes on display

Douglas flat-twins always catch my eye (I have a R1200RS BMW), they are such pretty bikes: Delicate even. There were a couple of ‘flat-tankers’ too. They look so cool, I bet they were demanding to ride. One of them of was a Royal Enfield, which serves to illustrate the lineage of the now Indian owned brand.

A couple of the older bikes in the collection, a Douglas and a Royal Enfield

So, there we have it, another destination for you. I hope you found it as interesting as I did.

Words and Pictures: Tony Donnelly

More details about Oakham Treasures can be found here


Anglesey Transport Museum – Review and Pictures

Tucked away in the North-West corner of Wales, the Anglesey Transport Museum is a bit of a hidden gem. Situated close to fantastic roads for motorcycling that run through the Snowdonia (Eyri) National Park, the museum is an ideal  ‘target-destination’ for a ride-out. Especially so for those based in the North-West and English Midlands.

More Than Just Bikes

The museum itself, as the title implies, covers most aspects of transport: Cars, bikes, trains, agricultural, construction, military and even aircraft. Not just bikes are on show. These in fact form a relatively small proportion of the vehicles on display. All the exhibits are in good order and crisply presented. If you are a more general petrol-head like me, you will love it here.

Just a fraction of what is on display

Vauxhall Lotus Carlton undergoing restoration

Good Selection

As for the motorcycle section, it is small but has some great machines on display. Panther, AJS, Royal Enfield, Norton, Triumph, Ariel and Honda (amongst others) feature. Most of them are located in dedicated area up some stairs and over-looking the main exhibition hall. The walls of the area are lined with period posters, memorabilia and motorcycle-related artwork. It’s a cracking little display.

The good old Bullet

The original Interceptor engine of the late 1960’s

The original Royal Enfield Interceptor. The museum has a thing for mannequins 

Tidy BSA greets you on entry

Check on the front suspension set up on this Greeves

A bit more modern. Honda CBR600 race bike

Notable bikes for me were a humble 50cc Tomos A3K moped. I remember when you could order one form your local Woolworths back in the 1980s! Of all places, Woolworths?! This was when I first got into biking. I wouldn’t have been seen dead on one. Back then walking would have been seen as cooler than riding one of these! Poor little A3K. Now, a little over forty years down the line, I actually felt a pang of nostalgia. I am glad that one example has survived in such good order.

Tomos A3K… would you?

The uncelebrated, celebrated

There were another couple of interesting small bikes keeping the Tomos company, notably an Ariel 3. But there was a delicate little Raleigh Wisp as well. Two British attempts to tackle the commuter market. Both were swept aside by ubiquitous, but rather brilliant, Honda Cub range: C50/C70 and the mighty C90. Variously known as the Step-Thru, ‘The Crunchie’ etc..

Ariel 3… better as a washing powder

Sinclair C5… err, just no…

Having just bought a brand-new Royal Enfield 650 myself, the original 1960’s edition obviously caught my eye. The Jubilee Edition Triumph Bonneville alongside also attracted me. You see quite of few of these in museums and private collections. All low, or in some cases delivery miles showing on the odometer. It begs the question; does anybody actually ever RIDE any of these bikes? They date from 1977 and were produced to mark the Silver Jubilee of our late Queen Elizabeth II. She was trained to ride a motorbike during her service in WW2, so it is a more fitting tribute that you at first think.

Panther

Good Value

There’s loads of other stuff to look at, particularly if you enjoy cars from the 1950s through to the 1980s as I do. The military and commercial vehicle display in a separate hall is good too. There is also an engine hall housing a large motor from a train, and outside a Hawker Hunter T8 aircraft. There is a lot to see for the £10.50 (June 2024) entrance fee. Great value.

Crucially for a good biker, the museum also boasts a rather excellent tearoom and restaurant serving hot drinks, snack and some full meals. You can use this without going into the museum, although that would be daft. Seems a pity to miss out!

The next time you are thinking of heading to North Wales on your bike, you would be well advised to make a beeline for the Anglesey Transport Museum.

Words and Pictures: Tony Donnelly


Harley Davidson 1585 Dyna Street Bob 2014 – Review and Pictures

The trouble with riding a Harley Davidson, any Harley Davidson, is that you are not merely riding a motorbike. You are in fact trundling around on a brand, an image and to sound a little clichéd, an icon.

Focus on the Bike.

So I had to try and put all this to one side when I rode a 2014 1585 Dyna Street Bob recently, and see just how good a motorcycle it is (or isn’t!). Well to my mild surprise it emerged pretty well. I like the stripped back minimalist looks, the more stuff that HD pile on a bike the worse they look in my opinion.

Yours truly at the helm, the bike was still on standard pipes at this point. I look happy enough though!

To ride the Dyna Street Bob puts the grunt of the 1585cc motor to good use. This is especially the case when spiced up with the official stage II tuning kit and rather rorty pipes, as this example has been. This means 97 bhp was on offer as well as big fat dollop of torque every time the throttle was opened. So as a result the big HD can cover ground surprisingly quickly. Any traffic encountered can be disdainfully picked off with a flick of the wrist. As an added bonus the crescendo of sound from the pipes always seems to make drivers jump! Very juvenile and terribly addictive!



What the Harley Davidson brand is all about: Brutish, no BS bling

The brakes can just about deal with the performance on offer to haul over 300kg of motorcycle to a standstill. Ground clearance is an issue, especially on the right hand side where even moderate enthusiasm could get the sparks flying. But as I said the bike can be punted along at a quite surprisingly lick. The guy who owns the old girl can really shift on it and can live with people on bikes that are considered more conventionally quick. However the front can feel a little wayward too, and the bike can be jolted off line so concentration is a must. However overall the Dyna is a fun ride especially when you turn down the wick a notch, revel in the noise and torque and sweep majestically past slower moving traffic.

The Genuine Article

All the while the HD feels like the real deal, authentic: leather rather than vinyl, Coke rather than budget cola, silk rather nylon. This is a direct result of a solid, quality feel. This is an area where Harley Davidson have really improved over the last decade or so. There are some cool design touches too: The neat multi function clocks, the combined tail/turn/stop lamp.

All of this makes for compelling enjoyable bike to ride. One that has genuinely surprised me. I can see the appeal of this genre of bike now. This was something that had eluded me over the years. So buy the Harley, enjoy the experience. However, please do not add too much tinsel and ruin the whole thing!

Words and Pictures: Tony Donnelly


Moretonhampstead Motor Museum – Southern Delight

Well, this museum was a very pleasant surprise. I only learned of its existence a few weeks ago. Unexpectedly I found myself  in the area recently, so I took the opportunity and popped in for a look around.

The museum is housed in a former bus garage

This is a cracking set-up: Housed in what was once a garage and repair depot for a local bus company. The extensive collection is, at least from a floor area point of view, dominated by cars, particularly the lower floor. These are all presented beautifully. Some fabulous machines span the decades principally from the 1940’s to the 1970s. The Jaguar D-Type replica and a stunning Riley salon took my eye.

Extensive Collection of Bikes

From a biking perspective I was pleased to see a Royal Enfield Bullet 500 given a prime slot. This particular example being an Indian built and registered model. Owned by an amazing British woman called Jacqui Furneaux. She has ridden the Enfield across more than 30 countries spread over a period of seven years. Impressive stuff. Even breaking a leg at one point didn’t deter her!

New Displays

In a bid to reflect the more recent biking scene a small room is being set up, but this only has a couple of bikes in it right now. But one of those, a 1987/8 Honda CBR600F ‘Jellymould’ brought back happy memories of testing one back in 1987 for me. I took it out from a dealer called Lings of Watton in deepest, darkest Norfolk. That bike blew me away at the time. Smooth, fast and you could really throw it around. It was light years ahead of the 1985 Suzuki GS550E I was riding at the time. The sobering thought is that was thirty-four years ago. So much for being modern!

I still think of these as a new bike…they are in museums now! 1987 Honda CBR600F

Head Up the Stairs!

The bulk of the bike collection is accommodated on the museum upper level. Very impressive it is too. All the usual suspects are in evidence. Triumph, BSA, Vincent, Norton etc. A few machines piqued my interest in particular: The single cylinder 500cc Vincent Comet for example. They just look a little odd to me with the rearmost cylinder missing from the full-fat 1,000cc V twin engine which is now a thing of legend.

The Often Overlooked Vincent Comet

A very pert little BSA C15 is a bike I could very much see as ‘My first classic Brit bike’. Funny how your taste changes as you spin into the oblivion of old age!

I really liked this little BSA

Meaty Sunbeam

Matchless from the AFS

One of the older bikes, this flat tank Douglas

The collection of smaller motorcycles and scooters was very interesting too. My favourite was an immaculate 1957 BSA Dandy, about as un-macho name as you could possibly imagine. The Dandy was just cute, for want of a better word.

Cute 57 Dandy

There seemed to be a big emphasis on sidecar outfits. Both RAC and AA patrol outfits were on display and made for an interesting contrast. There was a 1984 Neval of Russian origin, which looked light a right bruiser; it even had a small ‘Jerrycan’ strapped to it! All that is missing is a machine gun mounting on the nose. It looked like something from the Great Escape film!

Tough Neval

Your choice of recovery options: AA or RAC

Lots of Combinations on display

Memorabilia featured heavily too. Old petrol pumps, petrol cans, signage etc. Henry Cole would approve.

A Bit of Everything

The collection was varied as I say, and not just limited to smelly old Brit bikes. Japanese bikes, Honda in particular, featured and they were small real oddball machines. There was even a couple I had simply never even heard of before!

Mighty Africa Twin. The most recent bike on show

Honda C90. Leading a quieter life than the example once owned by my sister

Odd set up

New one on me: The Aspes 125 Hopi of 1975 vintage 

All this for £10 entry fee. A bargain, especially in tourist focussed Devon. It is a shame that it may be closing in the coming months as the owner is thinking of retiring.

No tea room

There wasn’t a tearoom or café on site unfortunately, but you only have to wonder down the hill into the middle of the town to find several choices. I opted for the central tea room, serves good food and hot drinks.

Overall then, well worth heading for next time you are looking for an excuse to get out on the bike. Just remember that it is closed on a Monday and Friday!

Words and Pictures: Tony Donnelly

Full details on location, entry times and costs etc can be found by following the link below

https://www.moretonmotormuseum.co.uk/


Triumph Motorcycles – Factory Tour – If They are Cool Enough for McQueen….

The rebirth of Triumph Motorcycles since 1990 has been a truly amazing success story. They have grown to a point now where they are a global brand once more. Triumph now have sales and manufacturing sites all over the world. The bikes are very well regarded by both the motorcycle press and owners alike. A an engineer I have always been interested in their progress since 1990.

Letting the Public in

Recently Triumph have opened up their Hinckley factory for pre-arranged tours and opened an impressive visitor centre and museum that greets you upon arrival at the modern and immaculately presented site. Those of you harbouring images of a more, let’s say ‘traditional’ facility, all ancient machinery and men in brown coats puffing away on a woodbine…are going to be sorely disappointed!

45721945815_6ff93073f2_b.jpg
Slick, modern and immaculate…the modern face of Triumph

Our small party of six, included a quartet of current or former Triumph owners and a couple of ‘non-believers’ myself included. I have always admired the order Meriden bikes for their ice cool appearance and image. While the new generation bikes appeal for their brutish good looks and robust engineering. Somehow I have never got around to actually owing one!

45721941825_0a5900a4a6_b.jpg
Our motley crew for the day…

The Visitor centre is free to enter (I think), but the factory tour is extra and needs to be booked in advance, but at only £18 for a guided tour it represents excellent value. The bikes on display in the visitor centre range right across Triumph’s history and all are immaculately presented. I was slightly surprised that there was not more emphasis on the original ‘Hinckley’ re-launch modular models of 1990, only the 1000 Daytona being represented and a couple of others leading up to the modern range. Especially when you consider some of the fabulous models made, such as the Speed Triple, 675 Daytona, and mighty 2.3 Rocket III.

Reach for the Stars

However the display  split over two levels did have some of bikes ridden by ‘A-list’ celebrities such as Brad Pitt, Tom Cruise and David Beckham. Then of course the connections with such icons as Steve McQueen (the coolest man to ever wonder the face of the earth) and the incomparable Marlon Brando, the original ‘Wild One’.

The display of test bikes and cut away models was interesting as was the breakdown of Triumphs truly global manufacturing footprint; they now have plants in India, Brazil and most notably Thailand in addition to their UK base. Triumph manufacture far more of their bikes themselves when compared with certain Italian brands for example….I took a bit of ribbing over this. Typically around 37% of a Triumph is sourced in house according to our guide, although it was not clear how this was measured.

32762154138_bdac5bab67_b.jpg

45721940475_98e1aa2b59_b.jpg

45912063904_4af4729626_b.jpg

45912062834_6be0e2a5b2_b.jpg

32762142438_7e1140d899_b.jpg

32762144318_cdf1993968_b.jpg

32762138608_112b5cac8d_b.jpg

45721930315_9d9caf7dcc_b.jpg

State of the Art Facility

The tour itself was led by an amiable and knowledgeable chap called Simon. He could speak to us via transmitter into earpieces we were issued with. The factory itself is immaculate and looks extremely well run. We saw everything from where parts come in, through to the machining of key engine parts such as crankshafts and camshafts, through computerised inspection of parts all the way to final assembly of 765, 800, 1050 and 1200 models.

46584286562_1e7527acfc_b.jpg
About to go into the factory, getting all the high-viz and safety stuff sorted. No pictures allowed of the production process understandably

We also saw where the bikes are stored prior to dispatch around the world. Towering storage racks, like all our dream garages!

45721932095_93c08d9938_b.jpg

It made an interesting contrast to the Morgan car factory I also toured a few years ago. That is firmly rooted in the past. Triumph is bang up to date and has a keen eye on the future.

We finished off our enjoyable tour with a cuppa in the excellent on site café. Then had a look about the factory shop where a bewildering array of ‘Triumph’ branded goods were on sale. I passed on the £30 T shirt, but the quality of all the items looked good.

31695325957_741441a923_b.jpg
Somebody was happy!

A highly enjoyable day rounded nicely off in a nearby pub, supping real ale like proper ‘Brit-bikers’. So there you have it: A fascinating insight into the modern Triumph. I heartily recommend you go and take a look when you can!

Random fact

  1. A German founded this most British of brands
  2.  The nick name ‘Trumpet’ derives from their first logo with a horn running through it

45912065804_5bc16c0c6d_b.jpg

https://www.triumphmotorcycles.co.uk/

https://www.triumphmotorcycles.co.uk/visitor-experience

Words and Pictures: Tony Donnelly


Atwell-Wilson Motor Museum – Review

Tucked away in the Wiltshire village of Calne you will find the Atwell-Wilson Motor Museum. Being honest, I have to admit that I had never heard of it until very recently. But the feedback I’d heard and read was very positive. So I decided to check it out for myself.

Hidden gem

Upon arrival you are greeted by the sight of what appears to be a domestic bungalow. Only an old forecourt petrol station sign draws you around to the back of  building, where you soon see the museum building and entrance proper.

Park up and initially the museum seems simple and compact externally. However when you enter you immediately go into a small but inviting entrance lobby and tea-room. Many bikers love a good tea-room and I am no different! Things are looking promising already!

Cough up the very reasonable £10 entrance fee to a friendly member of staff and in you go: Wow! I wasn’t expecting that.. the place is WAY bigger than it looks! The collection has it’s focus on cars, rather than bikes, but I’m a big petrol head in general, so I was more than happy. The exhibits range from a works Mini in full 1960’s rally specification, a Williams F1 car, loads of American tin and a hall of cars like those our parents drove: Vauxhalls, Fords etc. I loved it.

The museum has some great exhibits

But what about the bikes? Well as you work your way around the halls you double back on yourself and are greeted by a neatly presented hall dedicated to all thing two-wheeled.  Laid out in two precise rows, the collection consists of around two-dozen bikes spanning from the early days of biking, right up to more recent machines form the 70’s and 80’s that I can relate to more.

Soft Spot

A late 1970’s Suzuki GS1000E caught my eye straight away. A beefy bike that I have always rather liked. They seem to sit in the shadow of the Kawasaki Z1 somehow. Unfairly in my view. A friend of mine rode one back in day and even rocked up to my wedding on it. My wife and I had some of our wedding pictures taken with it.

Suzuki GS1000G. Cool and capable

Honda CB125T  Superdream. The thinking man’s choice

Other notable bikes for me included an Ariel Square Four sidecar outfit. a lovely 1969 Triumph 500 and a Honda Cub.

Honda Cub, I had some great fun on my example as a snotty teenager

Gorgeous ’69 Triumph

BSA

Legendary Square Four. Plenty of grunt to move the chair about

Very tidy Ariel

Honda Vision. My wife had one, and I was once part of a team that rode one from John O’Groats to Lands End!

Lovely old Douglas

The Mystery Machine

I even came across a bike that I have never heard of. Produced in Russia (or more correctly the USSR) the Voskhod 175 dated from 1972. It looked a neat enough bike, in the spirit of a Bantam or James.

Voskhod 175. A What?

Drop in When You’re in the Area

Overall then, the Atwell Wilson Motoring Museum is a cracking set up. The ideal place to to drop in for a cuppa and a gander the next time you’re riding a loop in the area. Just remember that it is closed on a Monday.

Words and Pictures: Tony Donnelly

 


Royal Enfield 650 Shotgun – Review

Back in 2019, not long after it was launched onto the market, I rode a Royal Enfield 650 Interceptor. What a cracking bike. A highly impressive machine that has fully deserved the burgeoning sales it has enjoyed in the UK and elsewhere ever since. The Interceptor left a strong and very positive impression on me. Riding another one has always been on my agenda. The launch of the new 650 ‘Shotgun’ derivative seemed the perfect opportunity to do just that.

I kinda like the name

A Touch of Frost

This is a new variant, less obviously pitched at the ‘retro-classic’ market. It is best thought of as the ‘Bobber’ of the expanded 650 range.  The Shotgun package is mainly cosmetic and aesthetic, but this is no bad thing: The bike has cool-stance, and the stripped back vibe is well augmented the gloss black engine cases. The green and black graphics/paintwork have the air of a military specification despatch bike. I like that.

The bike has a good stance

All this is good stuff. I have not even got on the bike yet! I know that looks are a very subjective thing, but I think the Shotgun is a great looking machine. Cool, even. Not something that could always be said of Royal Enfield in years gone by.

Felt at Home Immediately

Getting aboard I was greeted by a low seat height, such a delight for a ‘stumpy’ such as I, and a comfortable, natural feeling riding position. The foot-pegs are a straight drop and your feet find them almost without thinking. Once onboard the riding stance is upright, but on the relaxed and chilled side.

The clocks are simple, stylish and easy to read. Just a large circular unit for the speed and other functions. This is paired with a smaller unit that is the display for the simple satellite navigation system Royal Enfield use. I didn’t try this on my ride, but I have spoken with couple of owners who have found it surprisingly effective.

Clocks and controls are simple and effective

All the controls are simple and easy to use. Many bikes these days have so many features that the controls required are so complex as to be distracting. The Shotgun has was it needs, presented crisply and logically. All were satisfyingly easy to use, feeling solid and well made.

Pulling away I felt at home straight away, the 46bhp motor provides a surprisingly good level of performance for the type of riding this bike is designed around. Some parallel twin engines can sound a little ‘tinny’ and asthmatic, but the unit fitted to the Shotgun has a deeper, richer tone. Especially when compared with a Yamaha MT-07 or Kawasaki Z650RS for example. I am sure that aftermarket pipes will be a popular option too in the future. But as a factory system, with all the regulatory restrictions that brings, the bike sounds good.

Natural Environment

I covered around thirty miles or so while I was out. Enough to get a good handle on the general feel of the bike. My ride took in a mix of A&B rural roads on the Worcestershire/Herefordshire border. The Shotgun swept around the bends with a well-balanced feel. I wasn’t pressing on. But the bike was confidence inspiring in the bends and the ride was firm and well damped. I didn’t really notice the brakes, and that is a good thing. They dealt with what they had to. The effort at the lever is well weighted and the feel good. The bike had a flow to it and this kind of typically English rolling countryside really does feel like it’s natural habitat.

Both colours look great, but I like the military vibe of the green example

Obviously on a short test ride it is not possible to comment too much on quality and reliability. What I can say is that the fit and finish is very good. Well defined castings and mouldings, deep paint and the deep black engine cases looked very well finished. This is not an expensive bike at just under £7000, but it doesn’t betray that price at all. In fact, it looks like a more expensive machine.

The Interceptor, on which the Shotgun is based, has been on the market since 2019 and has earned a reputation for reliability. So, I don’t think the Shotgun will give owners much trouble.

The 650 engine is in a gentle state of tune so fuel consumption should be good, and tyre wear low.

Overall then what we have a stylish, capable well-made bike at a very attractive price. Form an orderly queue here.

I was so impressed I have only gone and bought one!

Words and Pictures: Tony Donnelly

Thanks to Midwest Moto for the use of their demonstrator