TIME WARP TIGER 100 ON SALE AT QUAIL

While the rest of the world was busy hacking itself to bits in 1940, American motorcycle 'Class C' racing carried on until deep in 1942 while we distracted ourselves from joining the fray.  While England and the Triumph factory specifically were occupied with military production, the lure of cash from abroad for a special racing model must have been impossible to resist.  Plus, helping competitors abroad was not yet forbidden, and the Competition Department surely relished the chance to build one last racing machine before the grim reality of a new war in Europe took hold.

Thus in March of 1940, Rody Rodenberg, a well-known racer from Indiana, ordered a new 500cc Tiger 100 to full racing specification from the Triumph factory, which was to include open megaphones, rearset footrests, a BTH racing magneto, a TT carb with rubber-mounted remote float, 8:1 compression pistons, a bronze cylinder head, and a specially-tuned motor 'guaranteed to provide 120mph top speed'. Destined for 'Class C' (production) racing and an eye to the high speed beach race at Daytona, political events finally caught up with the Triumph, and it sat out the war in Rodenberg's garage.

When officially sanctioned racing resumed in 1947, the Tiger was finally raced at Daytona by Lowell Rettinger, who went on to win the Peoria TT on the machine that year.  Rodenberg used the Triumph at Daytona in 1948, and it won a 5-Mile national race at Iowa City in 1951.  It appears the Tiger was put away shortly afterwards and simply preserved unscathed, for it remains in exactly as it finished its last race, in remarkably original condition.

How do we know the history of the Tiger?  All of the correspondence between Rodenberg and Triumph have been retained with the racer, and are included with the machine in its sale at Bonhams on May 8th, at the Quail Motorcycle Gathering.  Factory prepared racing Triumph twins are rare, period, as Edward Turner was no fan of risking the factory's reputation on events as uncontrollable as a motorcycle race.  A factory tuned pre-war Tiger 100 with full documentation is even more unusual.  That it exists in such a beautiful state today is exceptional, and probably unique.  I envy the new owner!

If you're interested in more details on this machine, I have scans of all the factory correspondence.  

TIME WARP TIGER 100 ON SALE AT QUAIL

While the rest of the world was busy hacking itself to bits in 1940, American motorcycle 'Class C' racing carried on until deep in 1942 while we distracted ourselves from joining the fray.  While England and the Triumph factory specifically were occupied with military production, the lure of cash from abroad for a special racing model must have been impossible to resist.  Plus, helping competitors abroad was not yet forbidden, and the Competition Department surely relished the chance to build one last racing machine before the grim reality of a new war in Europe took hold.

Thus in March of 1940, Rody Rodenberg, a well-known racer from Indiana, ordered a new 500cc Tiger 100 to full racing specification from the Triumph factory, which was to include open megaphones, rearset footrests, a BTH racing magneto, a TT carb with rubber-mounted remote float, 8:1 compression pistons, a bronze cylinder head, and a specially-tuned motor 'guaranteed to provide 120mph top speed'. Destined for 'Class C' (production) racing and an eye to the high speed beach race at Daytona, political events finally caught up with the Triumph, and it sat out the war in Rodenberg's garage.

When officially sanctioned racing resumed in 1947, the Tiger was finally raced at Daytona by Lowell Rettinger, who went on to win the Peoria TT on the machine that year.  Rodenberg used the Triumph at Daytona in 1948, and it won a 5-Mile national race at Iowa City in 1951.  It appears the Tiger was put away shortly afterwards and simply preserved unscathed, for it remains in exactly as it finished its last race, in remarkably original condition.

How do we know the history of the Tiger?  All of the correspondence between Rodenberg and Triumph have been retained with the racer, and are included with the machine in its sale at Bonhams on May 8th, at the Quail Motorcycle Gathering.  Factory prepared racing Triumph twins are rare, period, as Edward Turner was no fan of risking the factory's reputation on events as uncontrollable as a motorcycle race.  A factory tuned pre-war Tiger 100 with full documentation is even more unusual.  That it exists in such a beautiful state today is exceptional, and probably unique.  I envy the new owner!

If you're interested in more details on this machine, I have scans of all the factory correspondence.  

TRIUMPH ILLUSTRATION MYSTERY

I love when readers pose a question I can't answer; I get to throw it out to the world. Have you ever seen this Triumph design before? Amazing... I have no doubt I'll shortly receive a photo of a tattoo with this image!
Here is the query:

"Hey Paul,

My name is Brian, from Brooklyn, NY. Been checking out your blog for some time now and have become quite a fan; great way to kill a few minutes when I really should be working. [FYI - readership spikes during business hours! You're not alone Brian].

Your wealth of knowledge on old bikes is astounding. I have been tinkering around with Triumphs for years now and have been to my share of swaps etc., recently came across a bowling style shirt with an unusual design. I was wondering if you have ever seen one of these before? I realize there are thousands of Triumph t-shirt designs circulating around the world. This seems a little different in that someone took the time and expense to embroider it onto a rather smart looking bowling shirt? Most of these shirts have company names i.e. "Joe's Welding" or whatever on the back to represent the team. Is this possibly a team shirt from Triumph worker's bowling team? Seems far fetched but I have never seen this skull/unit motor design before. Just wondering if there might be something else to it. Any info would be greatly appreciated.
Thanks man, Brian K."

TRIUMPH ILLUSTRATION MYSTERY

I love when readers pose a question I can't answer; I get to throw it out to the world. Have you ever seen this Triumph design before? Amazing... I have no doubt I'll shortly receive a photo of a tattoo with this image!
Here is the query:

"Hey Paul,

My name is Brian, from Brooklyn, NY. Been checking out your blog for some time now and have become quite a fan; great way to kill a few minutes when I really should be working. [FYI - readership spikes during business hours! You're not alone Brian].

Your wealth of knowledge on old bikes is astounding. I have been tinkering around with Triumphs for years now and have been to my share of swaps etc., recently came across a bowling style shirt with an unusual design. I was wondering if you have ever seen one of these before? I realize there are thousands of Triumph t-shirt designs circulating around the world. This seems a little different in that someone took the time and expense to embroider it onto a rather smart looking bowling shirt? Most of these shirts have company names i.e. "Joe's Welding" or whatever on the back to represent the team. Is this possibly a team shirt from Triumph worker's bowling team? Seems far fetched but I have never seen this skull/unit motor design before. Just wondering if there might be something else to it. Any info would be greatly appreciated.
Thanks man, Brian K."

HIGHWAY 61 REVISITED...ON A TRIUMPH

These photos of Bob Dylan date from 1964/5, when he rode a Triumph on the leafy roads surrounding his home in Woodstock, New York. This charming young folk singer, a man of unpredictable habits, was a charismatic figure on his red-and-silver '64 Tiger 100. He was often accompanied by a lovely young lady named Joan Baez, who was his early defender, lover, and co-performer, notably at the August 28, 1963 March on Washington, in which Dr. Martin Luther King, Jr. gave his 'I have a Dream' speech. Dylan's music, implicitly political during this period, became anthemic to a generation seeking change.

The Triumph must have given him a needed break from his resounding fame at the age of 23; we all know the curative effects of a ride through the woods on a scintillating and well-balanced motorcycle. He had recently released his third album, The Times They Are A'Changin', which had gone double Platinum. His second album, Freewheelin Bob Dylan, had gone Platinum, and included the single 'Blowin in the Wind'. His first album, 1962's Bob Dylan, sold a mere 5000 copies. By 1964, many other artists were covering his songs and scoring hits with them as well. During the two years he owned his Tiger, Dylan had recorded four more albums; Another Side of Bob Dylan, Bringing It All Back Home, Highway 61 Revisited, and Blonde on Blonde, all of which went gold, platinum, or double-platinum. Added to the recording dates were incessant US and European tours, appearances, and photo opportunities; a punishing schedule.

On July 29, 1966, it was announced that he had suffered injuries after 'locking up the brakes' on his Tiger 100, not far from his manager Alan Grossman's house in Woodstock. Though no hospital data records an entry from Bob Dylan, he claimed to have suffered facial lacerations and 'several broken vertebrae in his neck'. Quite an injury, yet no ambulance was summoned.

Dylan had this to say about his crash: "When I had that motorcycle accident ... I woke up and caught my senses, I realized that I was just workin' for all these leeches. And I didn't want to do that. Plus, I had a family and I just wanted to see my kids." (Cott, Dylan on Dylan, 2006) In the months after his 'accident', Bob Dylan withdrew from what had been a frenetic touring, recording, and appearance schedule, and didn't play much in public for 8 long years. His music became more personal, less political, as he explored blues and country music in later years, much to the chagrin of his fans. Nowadays he rejects political interpretations of his lyrics, but his presence at events like the March on Washington tell a different story.

He certainly cut a stylish figure on his Triumph, although it's a shame the motorcycle took the rap for a man who clearly needed a break. Above is the cover of his 1965 album, Highway 61 Revisited; peeking out from his psychedelic blue satin shirt is a Triumph tee, which surely boosted sales amongst the young and hip. An early example of 'product placement'!

HIGHWAY 61 REVISITED...ON A TRIUMPH

These photos of Bob Dylan date from 1964/5, when he rode a Triumph on the leafy roads surrounding his home in Woodstock, New York. This charming young folk singer, a man of unpredictable habits, was a charismatic figure on his red-and-silver '64 Tiger 100. He was often accompanied by a lovely young lady named Joan Baez, who was his early defender, lover, and co-performer, notably at the August 28, 1963 March on Washington, in which Dr. Martin Luther King, Jr. gave his 'I have a Dream' speech. Dylan's music, implicitly political during this period, became anthemic to a generation seeking change.

The Triumph must have given him a needed break from his resounding fame at the age of 23; we all know the curative effects of a ride through the woods on a scintillating and well-balanced motorcycle. He had recently released his third album, The Times They Are A'Changin', which had gone double Platinum. His second album, Freewheelin Bob Dylan, had gone Platinum, and included the single 'Blowin in the Wind'. His first album, 1962's Bob Dylan, sold a mere 5000 copies. By 1964, many other artists were covering his songs and scoring hits with them as well. During the two years he owned his Tiger, Dylan had recorded four more albums; Another Side of Bob Dylan, Bringing It All Back Home, Highway 61 Revisited, and Blonde on Blonde, all of which went gold, platinum, or double-platinum. Added to the recording dates were incessant US and European tours, appearances, and photo opportunities; a punishing schedule.

On July 29, 1966, it was announced that he had suffered injuries after 'locking up the brakes' on his Tiger 100, not far from his manager Alan Grossman's house in Woodstock. Though no hospital data records an entry from Bob Dylan, he claimed to have suffered facial lacerations and 'several broken vertebrae in his neck'. Quite an injury, yet no ambulance was summoned.

Dylan had this to say about his crash: "When I had that motorcycle accident ... I woke up and caught my senses, I realized that I was just workin' for all these leeches. And I didn't want to do that. Plus, I had a family and I just wanted to see my kids." (Cott, Dylan on Dylan, 2006) In the months after his 'accident', Bob Dylan withdrew from what had been a frenetic touring, recording, and appearance schedule, and didn't play much in public for 8 long years. His music became more personal, less political, as he explored blues and country music in later years, much to the chagrin of his fans. Nowadays he rejects political interpretations of his lyrics, but his presence at events like the March on Washington tell a different story.

He certainly cut a stylish figure on his Triumph, although it's a shame the motorcycle took the rap for a man who clearly needed a break. Above is the cover of his 1965 album, Highway 61 Revisited; peeking out from his psychedelic blue satin shirt is a Triumph tee, which surely boosted sales amongst the young and hip. An early example of 'product placement'!

50 YEARS OF BONNIE

It seems almost incomprehensible that the old girl turned 50 this year, but Bonnie, who slipped out of sight for a few years, is yet running wild on the streets, and although she's gained a bit of weight (and haven't we all), her wasp waist still turns heads.

Conceived to tame the hunger from the American market for bigger and faster motorcycles, the addition of a twin-carburettor cylinder head to the Tiger 110 model proved to be a resounding success. The timing was perfect; Texan Johnny Allen had just taken (in 1956) his streamlined T110-powered cigar to the Salt Flats of Bonneville, and claimed the World Motorcycle Speed Record at 214 mph. The machine was unsupercharged, and used a surprising number of 'standard' components - including the engine, gearbox, and wheels, although it drank a bit of nitromethane to compensate for the thin air of Utah's high desert.

Edward Turner, Managing Director of Triumph, certainly knew how to capitalize on a bit of free press, and after a publicity tour in England for Allen's streamliner (see it on BBC TV!) christened his new design after the location of this latest triumph. True, he did a bit of legal tippy-toes to keep lawyers from General Motors from scotching the whole project, but the name stuck fast, entirely eclipsing the now-humbled Tiger from which it sprang.

There were other changes within the Bonneville; the legendary E3134 racing camshafts, higher compression pistons, a stronger clutch, and a few other details, giving a theoretical top speed of 120mph (hence the official 'T120' designation) but the twin carb addition was enough to completely differentiate the new model from anything else in the Triumph lineup.

And line up they did; when introduced in 1958 at the Earl's Court Show, there was a great clamor for the machine at home, before it ever reached its intended target, the USA. Britain was still under the edict 'Export or Die', as the country was hobbled by debt from WW2, and needed import cash from abroad, or else. Thus, locals had to wait seemingly forever to see the T120 they had paid a deposit for, while in the US, we were buying them as fast as they were hauled off the boat.

1958 was the very peak of motorcycle sales/production in England, and no Cassandras could see then that the very economic recovery which Triumph were creating in England would prove its ultimate downfall. Motorcycles make excellent commuter and even family vehicles in times of financial duress - great gas mileage, compact size, easy buy-in price - and since the economic crash of 1929, bikes and sidecar sales were mostly for utilitarian purposes. Only the wealthy could afford hot-rod sporting machines of little transport value, at least when transporting a family sidecar. But, as the global economy blossomed in the late 1950's, everyone wanted a car to haul the family around, drive to work, take trips. Motorcycles as utilitarian tools were doomed in the Developed nations, although booms in small utility motorcycles occur in every country like clockwork, once a little money begins to flow; places like Vietnam and Thailand are literally overrun with mopeds and small motorbikes, and it is the Honda Cub which prevails, like the cockroach.

But for quite a few years, the Bonneville was THE glamour machine, and acquitted itself very well in all sorts of venues, from converted military airfields like Thruxton, to the harsh desert sands of Southern California. Some would argue that the Norton 650ss was a better race bike, or the BSA Gold Star was the better dirt bike, but as an all-arounder, it was hard to beat a 404lb motorcycle with 42hp and nimble handling. Yes, you might well encounter weaves at very high speed, but victories in scores of production and endurance races in the 1950's thru 70's should silence critics of Triumph handling forever. They handle just fine, thank you.

The first major change to the T120 came in 1962, when the engine was totally redesigned to follow its smaller brother the T100 into unit-construction, making for a more compact power unit and slightly shorter chassis. The 'look' changed too, gaining a lean yet graceful stance. Power hovered around the same figure for the entire 650cc production series (1959 - 1974). Detail changes included the shape and size of the petrol tank (it tended to get smaller until '73), the shape of the chrome 'Triumph' badge from the early 'mouth organ' to the later 'eyebrow' design, and the design of wheel hubs and brakes. The 1960s were the 'classic' years of the Bonnie, when the look became entrenched in our consciousness, and many consider the 1969 and 1970 models the very best.

1969 was arguably the Bonnie's finest year; Malcolm Uphill became the first rider to lap the Isle of Man at 100mph on a production machine, in the Production TT, and T120 riders were also 3rd, 5th, and 6th. Further victories were scored in the Barcelona 24-hr, Swedish GP, and Thruxton 500-mile GP, with Bonnies taking 2nd, 5th, 6th, and 7th places - a sweep.

The Swinging 60's were a period of great profitability and success at Triumph, and their Board were not immune to the temptations of the era. What I am trying to say is, they must have been on drugs to redesign the chassis for the 1971 model, the first oil-in-frame Triumph. The concept was sound, but the execution was troublesome from the very beginning. Cash was shovelled into Umberslade Hall, the new design center for the now-merged BSA/Triumph concern, which assumed control of all drawings for a 'new' range of badge-engineered Tribsas.

The results of their mammoth ineptitude was a 3 month stretch when no motorcycles were produced, and the fully-paid workforce passed the days playing chess on packing cases! The new computer-generated frame was touted as the future of motorcycle design, which it was, but the 'Future' always comes with growing pains, and nobody seemed to notice that the new seat height of 32" destroyed much of the grace and nimble feel of the original Bonnie. There was also the small matter that the engine would not fit into the frame as drawn. Three frame changes during the year were necessary, by which time (July 31st, 1971) the official deficit of the company was £25m.

1973 brought the 750cc T140 Bonneville, which had little extra power but quite a bit more oomph in the midrange, all in an idential chassis. The T120 ran beside it for two more years, although given the option of a larger engine, buyers voted with their pocketbooks. Still, the calamity which was the BSA Group meant that urgent financial action was necessary, and in stepped Dennis Poore to merge his existing motorcycle concerns with Triumph (letting BSA fall into the void), thus Norton-Villiers-Triumph (NVT Ltd.) was born.

But NVT's relationship with the Bonneville was short-lived; on Fri. Sep 14 1973, the practical decision was taken by NVT to close the Meriden factory where Triumph had made every Bonnie, and move production to Kitts Green, under a rationalization of production with their other lines. To a man, the shocked Triumph workers seized the Meriden factory, closing out management completely until Mar. 6 1975. Negotiations with a sympathetic Labour government brought life in the form of loans to the newly created Meriden Co-op, which began making the Bonneville again immediately, now with a left-foot shift, in accord with US laws.

The Meriden Co-op struggled along until 1983, introducing model changes annually, including an electric start in '80, disc brakes, 5 speed gearboxes, even an 8-valve cylinder head based on the Weslake aftermarket design, the 'TSS' model, the workers' swan song. With no real money to develop the range, and dwindling sales from an ancient design, the end was at hand.

John Bloor purchased the Triumph name, and what he could of the original Meriden factory in 1984, and production moved to Newton Abbot, with L.F. Harris Ltd making the 'old style' Bonnie under license from Mr. Bloor. It took almost two years for another Bonnie to roll out of the new factory, and the design was much as Edward Turner had laid down on paper, a continuation of the last Meriden machines. These 'Harris' Bonnevilles were produced for the emerging 'classics' market, in small numbers, and with few changes barring the use of Paoli Italian forks. Production of Turner's Bonneville ceased in 1988.

But Bloor had much bigger plans, which didn't include the 50 year old engine design. Using his personal fortune, he purchased land in Hinckley to create a new factory, and invested an estimated £60m creating a wholly new Triumph line of modern layout and performance. The fruit of his investment was born in 1989 with a totally new range of three and four-cylinder dohc machines. With a modern approach and a new factory, Triumph managed to thrive in a difficult market by making canny choices, and choosing its battles wisely. Reputedly, 13 years elapsed from that initial investment before a profit was realized - such are the deep pockets necessary these days to create a successful new motorcycle line.

In 2000, after a gap of 12 years, a new Bonneville was launched, with styling harking back to the 1960s models, but with a new dohc 800cc twin-cylinder engine, and of course a completely modern chassis. 9 years later, it remains one of Triumph's most popular models, as like the original, it's a good all-rounder, and a comfortably sized machine.

Happy 50th birthday, Bonnie!

50 YEARS OF BONNIE

It seems almost incomprehensible that the old girl turned 50 this year, but Bonnie, who slipped out of sight for a few years, is yet running wild on the streets, and although she's gained a bit of weight (and haven't we all), her wasp waist still turns heads.

Conceived to tame the hunger from the American market for bigger and faster motorcycles, the addition of a twin-carburettor cylinder head to the Tiger 110 model proved to be a resounding success. The timing was perfect; Texan Johnny Allen had just taken (in 1956) his streamlined T110-powered cigar to the Salt Flats of Bonneville, and claimed the World Motorcycle Speed Record at 214 mph. The machine was unsupercharged, and used a surprising number of 'standard' components - including the engine, gearbox, and wheels, although it drank a bit of nitromethane to compensate for the thin air of Utah's high desert.

Edward Turner, Managing Director of Triumph, certainly knew how to capitalize on a bit of free press, and after a publicity tour in England for Allen's streamliner (see it on BBC TV!) christened his new design after the location of this latest triumph. True, he did a bit of legal tippy-toes to keep lawyers from General Motors from scotching the whole project, but the name stuck fast, entirely eclipsing the now-humbled Tiger from which it sprang.

There were other changes within the Bonneville; the legendary E3134 racing camshafts, higher compression pistons, a stronger clutch, and a few other details, giving a theoretical top speed of 120mph (hence the official 'T120' designation) but the twin carb addition was enough to completely differentiate the new model from anything else in the Triumph lineup.

And line up they did; when introduced in 1958 at the Earl's Court Show, there was a great clamor for the machine at home, before it ever reached its intended target, the USA. Britain was still under the edict 'Export or Die', as the country was hobbled by debt from WW2, and needed import cash from abroad, or else. Thus, locals had to wait seemingly forever to see the T120 they had paid a deposit for, while in the US, we were buying them as fast as they were hauled off the boat.

1958 was the very peak of motorcycle sales/production in England, and no Cassandras could see then that the very economic recovery which Triumph were creating in England would prove its ultimate downfall. Motorcycles make excellent commuter and even family vehicles in times of financial duress - great gas mileage, compact size, easy buy-in price - and since the economic crash of 1929, bikes and sidecar sales were mostly for utilitarian purposes. Only the wealthy could afford hot-rod sporting machines of little transport value, at least when transporting a family sidecar. But, as the global economy blossomed in the late 1950's, everyone wanted a car to haul the family around, drive to work, take trips. Motorcycles as utilitarian tools were doomed in the Developed nations, although booms in small utility motorcycles occur in every country like clockwork, once a little money begins to flow; places like Vietnam and Thailand are literally overrun with mopeds and small motorbikes, and it is the Honda Cub which prevails, like the cockroach.

But for quite a few years, the Bonneville was THE glamour machine, and acquitted itself very well in all sorts of venues, from converted military airfields like Thruxton, to the harsh desert sands of Southern California. Some would argue that the Norton 650ss was a better race bike, or the BSA Gold Star was the better dirt bike, but as an all-arounder, it was hard to beat a 404lb motorcycle with 42hp and nimble handling. Yes, you might well encounter weaves at very high speed, but victories in scores of production and endurance races in the 1950's thru 70's should silence critics of Triumph handling forever. They handle just fine, thank you.

The first major change to the T120 came in 1962, when the engine was totally redesigned to follow its smaller brother the T100 into unit-construction, making for a more compact power unit and slightly shorter chassis. The 'look' changed too, gaining a lean yet graceful stance. Power hovered around the same figure for the entire 650cc production series (1959 - 1974). Detail changes included the shape and size of the petrol tank (it tended to get smaller until '73), the shape of the chrome 'Triumph' badge from the early 'mouth organ' to the later 'eyebrow' design, and the design of wheel hubs and brakes. The 1960s were the 'classic' years of the Bonnie, when the look became entrenched in our consciousness, and many consider the 1969 and 1970 models the very best.

1969 was arguably the Bonnie's finest year; Malcolm Uphill became the first rider to lap the Isle of Man at 100mph on a production machine, in the Production TT, and T120 riders were also 3rd, 5th, and 6th. Further victories were scored in the Barcelona 24-hr, Swedish GP, and Thruxton 500-mile GP, with Bonnies taking 2nd, 5th, 6th, and 7th places - a sweep.

The Swinging 60's were a period of great profitability and success at Triumph, and their Board were not immune to the temptations of the era. What I am trying to say is, they must have been on drugs to redesign the chassis for the 1971 model, the first oil-in-frame Triumph. The concept was sound, but the execution was troublesome from the very beginning. Cash was shovelled into Umberslade Hall, the new design center for the now-merged BSA/Triumph concern, which assumed control of all drawings for a 'new' range of badge-engineered Tribsas.

The results of their mammoth ineptitude was a 3 month stretch when no motorcycles were produced, and the fully-paid workforce passed the days playing chess on packing cases! The new computer-generated frame was touted as the future of motorcycle design, which it was, but the 'Future' always comes with growing pains, and nobody seemed to notice that the new seat height of 32" destroyed much of the grace and nimble feel of the original Bonnie. There was also the small matter that the engine would not fit into the frame as drawn. Three frame changes during the year were necessary, by which time (July 31st, 1971) the official deficit of the company was £25m.

1973 brought the 750cc T140 Bonneville, which had little extra power but quite a bit more oomph in the midrange, all in an idential chassis. The T120 ran beside it for two more years, although given the option of a larger engine, buyers voted with their pocketbooks. Still, the calamity which was the BSA Group meant that urgent financial action was necessary, and in stepped Dennis Poore to merge his existing motorcycle concerns with Triumph (letting BSA fall into the void), thus Norton-Villiers-Triumph (NVT Ltd.) was born.

But NVT's relationship with the Bonneville was short-lived; on Fri. Sep 14 1973, the practical decision was taken by NVT to close the Meriden factory where Triumph had made every Bonnie, and move production to Kitts Green, under a rationalization of production with their other lines. To a man, the shocked Triumph workers seized the Meriden factory, closing out management completely until Mar. 6 1975. Negotiations with a sympathetic Labour government brought life in the form of loans to the newly created Meriden Co-op, which began making the Bonneville again immediately, now with a left-foot shift, in accord with US laws.

The Meriden Co-op struggled along until 1983, introducing model changes annually, including an electric start in '80, disc brakes, 5 speed gearboxes, even an 8-valve cylinder head based on the Weslake aftermarket design, the 'TSS' model, the workers' swan song. With no real money to develop the range, and dwindling sales from an ancient design, the end was at hand.

John Bloor purchased the Triumph name, and what he could of the original Meriden factory in 1984, and production moved to Newton Abbot, with L.F. Harris Ltd making the 'old style' Bonnie under license from Mr. Bloor. It took almost two years for another Bonnie to roll out of the new factory, and the design was much as Edward Turner had laid down on paper, a continuation of the last Meriden machines. These 'Harris' Bonnevilles were produced for the emerging 'classics' market, in small numbers, and with few changes barring the use of Paoli Italian forks. Production of Turner's Bonneville ceased in 1988.

But Bloor had much bigger plans, which didn't include the 50 year old engine design. Using his personal fortune, he purchased land in Hinckley to create a new factory, and invested an estimated £60m creating a wholly new Triumph line of modern layout and performance. The fruit of his investment was born in 1989 with a totally new range of three and four-cylinder dohc machines. With a modern approach and a new factory, Triumph managed to thrive in a difficult market by making canny choices, and choosing its battles wisely. Reputedly, 13 years elapsed from that initial investment before a profit was realized - such are the deep pockets necessary these days to create a successful new motorcycle line.

In 2000, after a gap of 12 years, a new Bonneville was launched, with styling harking back to the 1960s models, but with a new dohc 800cc twin-cylinder engine, and of course a completely modern chassis. 9 years later, it remains one of Triumph's most popular models, as like the original, it's a good all-rounder, and a comfortably sized machine.

Happy 50th birthday, Bonnie!