2011 Honda Motorcycles Models

2011 Honda motorcycles models

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Honda CD 1000R (2010)

Honda CD 1000R (2010)

Triumph Rocket Heavy Bikes Review Images

The company began in 1885 when Siegfried Bettmann emigrated to Coventry in England from Nuremburg part of the German Empire In 1884 aged 20, Bettmann founded his own company, the S. Bettmann & Co. Import Export Agency, in London. Bettmann's original products were bicycles, which the company bought and then sold under its own brand name. Bettmann also distributed sewing machines imported from Germany.

In 1886, Bettmann sought a more universal name, and the company became known as the Triumph Cycle Company A year later, the company registered as the New Triumph Co. Ltd.now with financial backing from the Dunlop Pneumatic Company. In that year, Bettmann was joined by another Nuremberg native, Moritz Schulte.

Schulte encouraged Bettmann to transform Triumph into a manufacturing company, and in 1888 Bettmann purchased a site in Coventry using money lent by his and Schulte's families. The company began producing the first Triumph-branded bicycles in 1889. In 1896 Triumph opened a factory in Nuremberg for cycle production in Bettman's native city.

In 1898, Triumph decided to extend its own production to include motorcycles and by 1902, the company had produced its first motorcycle - a bicycle fitted with a Belgian Minerva engine.In 1903, as its motorcycle sales topped 500, Triumph opened motorcycle production at its unit in Germany. During its first few years producing motorcycles, the company based its designs on those of other manufacturers. In 1904, Triumph began building motorcycles based on its own designs and in 1905 produced its first completely in-house designed motorcycle. By the end of that year, the company had produced more than 250 of that design.

In 1907, after the company opened a larger plant, production reached 1,000 machines. Triumph had also launched a second, lower-end brand, Gloria, produced in the company's original plant.
Confusion between motorcycles produced by the Coventry and Nuremberg Triumph companies led to the latter's products being renamed Orial for certain export markets. However there was already an Orial company in France so the Nuremberg motorcycles were renamed again as"TWN", standing for Triumph Werke Nürnberg

The Triumph Rocket III is a British motorcycle made by the Hinckley Triumph factory and has the largest displacement engine of any mass production motorcycle, (as of September 2010[update], at 2,294 cc (140.0 cu in).

History
The Rocket III Project started in 1998 led by Triumph Product Range Manager Ross Clifford and started with a lot of research—especially in the USA where big cruisers were selling well. The main competitors were the Harley-Davidson Ultraglide and the Honda Goldwing so the initial idea was to develop a 1,600 cc performance cruiser.

The in-house designer was John Mockett, designer of the Hesketh V1000, the Tiger and the new 'nostalgia' Bonneville. He started work with David Stride, Gareth Davies and Rod Scivyer working around an in-line three cylinder engine. At the start of the project in-line four and a V6 engine configurations were looked at but the longitudinally mounted triple design led to the design concept code named C15XB Series S1.

Mockett experimented with ‘futuristic’ styling that included "raygun" mufflers and a large chrome rear mudguard, but consumer focus groups didn’t like it. The S2 model was a simplified version with a more traditional rear mudguard and several features that were to make it through to the final design. Once again, the feedback from market research was that it was still too radical so the lines were simplified and smoothed out to create the Series S3.

Part of the reason for the secrecy was competition from other manufacturers. Yamaha launched the 1,670 cc (102 cu in) (badged as a 1,700 cc) engine in 2002, with the introduction of the Road Star Warrior and Honda launched the VTX1800, so a decision was made to go for a displacement of 2,294 cc.

The first engine was built in summer 2002 and tested in the autumn. Twin butterfly valves for each throttle body were used to increase control and allow the ECU to vary the mixture flow and ignition map according to the gear selected and speed. The torque curve is modified for each gear ratio, enabling over 90% of the engine’s torque output at 2,000 rpm, giving the high levels of flexibility that the designers needed. The 1,500 W starter motor on the Rocket III puts out as much power as the engine on the very first Triumph motorcycle, Siegfried Bettman's 1902 1.75 horsepower (1.30 kW) single.


The final design of the S3 prototype had a large tubular steel twin-spine frame, designed by James Colbrook. Andy Earnshaw was responsible for designing the gearbox and shaft drive to a 240/50ZR16 bike specific rear tyre. High specification front brakes were twin four-piston callipers with 320 mm floating discs and the rear brake, developed specifically for the purpose, was a single twin piston calliper and 316 mm disc. Ride handling is controlled by purpose built rear shocks and 43 mm 'inverted' front forks.

Road tests proved that the weight distribution, low centre of gravity and geometry allowed acceleration up to 135 mph (217 km/h). In 2004, the Rocket III set the world land speed record for a production motorcycle over 2000 cc reaching its electronically set limiter of 140.3 mph (225.8 km/h).

In 2003, the prototype was renamed the 'Rocket', following market research, continuing the heritage of famous British BSA Rocket motorcycles. It was unveiled in the USA on 20 August 2003, in San Antonio, Texas. The Rocket's European launch was at the International Motorcycle Show in Milan, Italy on 16 September 2003. Sold in the UK from the spring of 2004, it was awarded 'Machine of the Year' by Motorcycle News at the 2004 NEC Motorcycle Show. The Australian launch was in Sydney in August 2004, with 230 deposits taken before any had been shipped into the country.

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Triumph America Reviews

One of Triumph’s best kept secrets may just be the Bonnie America. Very rarely do we hear about it, but in 2007 the America got Triumph’s latest 865cc parallel twin engine.

Words: Tor Sagen/Photography: Martin Leyfield & Tor Sagen

Over the years I have tested the whole Triumph modern classics and cruiser range. All but one that is, I had blissfully ignored the America. I had already tested the new 865 in the Bonneville T100 and Thruxton 900. Still people kept asking me whether I could test the America. The very first press bike I ever picked up from the Hinckley press fleet was one Speedmaster around 5 years ago.

The America is the most laid-back in the range with forward mounted foot pegs, raked-out fork and a comfortable seat. The comfortable seat is the first thing that I did notice along with the relaxed forward mounted foot pegs. The engine is also very quiet so I lulled myself into cruiser mode after kicking up into fifth gear which is the top gear on the America.
If you don’t like noise the America is perfect as it is. I did a little pillion comfort comparison too on the Sportster and America and here the America won by a very good margin. Even though I carried a very light passenger, she still had great impact on the slow-speed handling. This tells me something about the weight distribution which perhaps should be slightly more towards the front than today.

Triumph is aiming at a customer group well grown up with the America. After spending a lot of time on one I’d say that the Bonneville America is the perfect born-again motorcycle. Whether it’s perfect for Americans too I don’t know, but the forks look fat, the fork is raked out and the wheels are solid so I guess it is.
You might have guessed that the America is not the most exciting motorcycle on the motorway. I was happiest on the A and B roads where I could slow the pace down and just cruise along and sometimes look at the countryside view with one hand on the throttle and the other scratching my balls. This is what the America was made for and in the US where the 55mph A roads stretches endlessly in a straight line there’s plenty of time for ball scratching (it’s not just me is it?). 69Nm of torque peaks at a low 4.800rpm and riding in fifth gear is possible in most speeds. The double cone chromed silencers are placed low and contributes to the looks of the America. The sound coming out of them is not very American though and we tested the idle noise next to a standard Harley Sportster 1200. There is no competition here, Harley-Davidson is doing resonance research and ads complicated meshing to the inside of its engine covers. I am not so sure Triumph is as advanced in this area in the cruiser market.

There is one thing that keeps surprising me about the 54bhp 865cc parallel twin engine and that is how little vibrations there are. Everything is just smoother than smooth. I am a bit tempted to say that the big Triumph is a bit like a Honda in that respect, but I didn’t say it did I? I know how these engines really come to life just by replacing the stock exhaust with Triumph’s aftermarket items so I’ll shut my gob. So the engine is up to 865cc from the 790 from last year but still fed by two carburettors rather than fuel injection. The carburettors are of the electrically heated type to avoid icing in cold weather. As it happens I got a rough deal on my one long journey on the America. Returning from the Goodwood Festival of Speed in the South of England I rode all the way up to the North We(s)t in constant rain showers. All the way it rained and rained. After more than 120 miles of constant riding at motorway speeds it seemed that the carburettors just drowned in rain somehow and burrrp, the engine died right there on the M40 in the rain. I had a déjà vu moment there from pre-fuel injected Harleys that threatened me to stop in the same way without actually doing it. I am not sure exactly what happens, but it seems to happen if the throttle has been opened fully for a number of miles in pissing rain with little fuel left in the tank. I left it for a minute or so and hit the starter button again. The America started fine and we could ride a few more miles and hopefully to the next garage to fuel up. But no, brrrp again. This time I left it a little bit longer before starting the engine again, crossed my fingers and luckily got all the way to the service station this time. It never happened again after this and I stopped slightly more frequent for fuel just in case. To be fair to the America, it’s not that often that it rains as heavily as it did for so long as this day. When arriving home after this journey I felt like I had swam the odd 300 miles rather than riding them.

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2007 Suzuki GSXR600. Red and white, 6k miles, freshen title. Bone collection only for a Jardine GP1 slipo and BMC filter. Asking $4700 obo. I#ll post up.

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into mountain bikes.

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