Classic Manx Style

1959 Triton

I found this picture at Silodrome and it appears to reference this bike being actioned at Barber last year (which I was very fortunate to attend, although we didn't see much of the auction).

As with the previous bikes it's a Slimeline with a pre-Unit Triumph. The Norton front brake is easier to spot here. The sweptback pipes and BSA-style muffler all scream classic Triton characteristics.

The large Manx-style tank is very nice but with an unusual approach to the pin striping and logo. I'm not sure why the pin striping seems to not follow the lower front of the tank, but instead diverges. It's either an attempt to break up the body lines of the tank or just a mistake. Ideally the pin striping would follow the tank shape a little more closely. The next jarring item is the Norton logo placement, it's too high and should be more centered in the pin striped area.

Otherwise it's a pure classic Manx-style Triton with all the right bits.

Blue Triton

Here's another Triton to look at. Again it's a Slimline Featherbed and Pre-Unit Triumph but with several interesting design choices.

I'm having a hard time identifying the front brake. It does appear to be a 4LS, but doesn't have the holes of the Suzuki. Might be a Grimeca from something like a Moto Guzzi. The rear wheel seems to be a standard Norton. It also looks to have a Hyde-type fork brace.

The frame has been painted grey/silver which is departure from most Tritons. The tank is a nice Lyta-style and partially polished and partially painted. It's a nice pattern and a tasteful logo too. The blue from the tank is carried to the front and rear fenders, chain guard and oddly, the foot pegs (which appear to be anodized aluminum. Leaving the foot pegs alone probably would have been a better option.

Where things really go bad is at the seat, which appears to be a Corbin seat for a Norton Commando. While it's going to be more comfortable than the type Triton seat it is far too long and complete the wrong style for the bike. This seat was meant to be used with the much shorter Commando Roadster tank. On the Triton the Corbin hangs uncomfortably over the back of the rear fender. The overhang makes a good place to tuck the tail light and turn signals.

Overall a well built bike and just swapping the seat would make for a stunning example of a Triton. The non-black frame adds some uniqueness and the blue a bit of color, which you typically may not see on a Triton.

Painted Lady

I'm going to do a series of posts commenting on various Tritons from photos I find around the web. In most cases all I will know about the bike is what is in the picture. This is not meant as a slight to the builder, just my opinion about what I like or don't like about the bike. I know what it is like to have to make decisions about a bike build and very few people have the luxury to design anything they want, the way they want it. It's almost always a compromise.

Classic Triton

Over the years there seems to have evolved a model for the "classic Triton", especially as driven from the current cafe racer craze. At times those two trends (I can't say they aren't linked) seem to merge and that isn't always a good idea.

You can find two of the clichés from Cafe Racers here, the gaudy "bacon slicers" on the front brake and the checkerboard pattern on the dash.

Otherwise it appears to be a classic Triton, Pre-Unit Triumph, Slimline Featherbed frame and Lyta-style tank. All great pieces. It looks very well done. The swept-back pipes are also very common along with the reverse-cone megaphone.

It appears to have the Suzuki front brake as mentioned in the previous post.

An unusual approach was to paint the tank. Most tanks you see are polished so this one is a nice touch.

The seat is also a good match to the tank, very well proportioned. It has the classic U-shaped opening for the oil tank cap.

There are many things I admire about this Triton. It appears to be very well built, with most, if not all of the classic Triton components. I'd like to see the "bacon slicers" removed as they are not actually functional. Otherwise this is a bike I would like to own.

Don't Forget to Stop

And back to the front of the bike. You need to stop and as the front brake is responsible for something like 85% of your stopping power it should be a good one. You can't go wrong with the Commando 2LS (twin leading shoes) brake, especially if you're using Norton forks. Properly set up they are decent stoppers.

Commando Front Drum Brake

Another option is the Suzuki 4LS, from the "Water Buffalo" which was a 750cc water cooled two stroke. These seem to be getting hard to find.

Suzuki 4LS

While there are many other front brake options some of the more exotic options are the Fontana, Oldani, Ceriani or Grimeca which also have 4 brake shoes. These are popular with the real racers. Ones with deep pockets.

Grimeca 4LS

And equally exotic is a Manx front brake. Shown here with "bacon slicers" which do not amuse this author. Originally intended to help cool the drum brakes they may have performed better on the "works" bikes but most aftermarket ones are about as useful as spinning hubcaps.

Manx front brake

The front brake selection will have a definite influence on the front fork selection (and visa versa). The obvious choice is the Norton forks, the Roadholders. Other choices are Triumph and even Cerianis.

More Parts

Since a Triton is usually an attempt to mimic the great Manx racer, the same or similar parts are often used.

For example the Manx rear hub was a conical design. Of course you can purchase used or replica Manx hubs but they are not cheap. Replicas can easy cost $2000.

Fortunately the rear hub on OIF (Oil In Frame) Triumphs and BSAs from the early 70s are also conical. And a lot cheaper and more plentiful than an original Manx hub. And they work just fine. If you're lucky it might cost you $50.

Other alternatives are to use Norton hub from a Featherbed model, or even a later Commando hub.

Another area that you have some freedom is with the exhaust. Apparently the most popular style is the swept-back exhaust that I first recall seeing on the original Triumph Thruxtons.

Swept Back Exhaust

Another option is a 2 into 1 exhausts such as this one.

2 into 1 Exhaust

And just as uncommon are high pipes probably sources from the off-road Triumph models like the TR6C.

High Pipes

Design

I've describe how the Production Racer is my Ultimate Cade Racer, but I've also alluded that there may be another kind. As you have guessed by now, it's a Triton, the unholy marriage of a Norton frame and a Triumph engine which becomes a wonderful beast. So what goes into a Triton? Let us explore...

There seems to be but two tank options that are popular.

The Manx

The Manx comes from, of course, the style used on the racing Norton Manx. The large size was useful for the longer races.

The Lyta

Right, so I have no idea why it's called a Lyta. Maybe it's named after a race or maybe it's the original manufacturer of the tank. I've seen it called a short-track tank, which would make sense given the smaller capacity. Basically you'd have to push it halfway around the Isle of Man. Well, not really, but you get the idea.

So those are the tanks. Both from the extensive racing heritage of the Manx.

Next up is engine choice, and of course we are going to select from the big Triumphs. Why bother with a 500cc Triumph engine? Go big or go home! Well, at least the little Triumphs are a lighter engine than their bigger brothers. Unlike the BSA "Power Eggs" which should have been called "Dinosaur Eggs" given how big and heavy they are. But I digress, besides a BSA may be a future topic...

So there is the classic Triton engine, the pre-unit Triumph 650. Pre-unit is a term that described the design of the engine prior to the integration of the transmission into the engine case. Or in other words, the transmission is separate from the engine. They are connected by the engine plates and the primary case (if there is one). The advantage of a pre-unit is that you can theoretically use a different transmission such as Norton or Harley, if you so desire. Most people don't so it's a bit of a moot point.

Triumph Pre-Unit

In 1963 Triumph introduced the 650 unit engine (the 500cc engine went to unit construction on 1960). The advantages was a more rigid structure, lighter weight and fewer castings required. With a Triumph the primary chain now shared the lubrication with the engine oil. As the Featherbed frame was designed around a "pre-unit" engine (Norton never went to unit construction even as the Commando was made until the mid-1970s) the unit Triumph has plenty of room in the frame.

Triumph Unit

Of course nowadays there is another Triumph option. And that is the modern Hinkley Triumph engine. It's power output is very similar to the vintage Unit engines but it benefits from modern technology and a balance-shaft, which should make it considerable smoother. The engine size is 865cc (or 900 if you're a marketing type) and the most recent engines also are fuel injected. And it sure fills up the frame.

Hinckley Engine

Speaking of frames, since we already established the Featherbed as the only choice, do you know there are two major variations? There is the original Wideline and the later Slimline. Minor variations are from the original engine choices, either singles or twins.

The Wideline, note the width at the back of the main tubes and the rear loop.

And the Slimline, with no rear loop and a distinctive narrowing at the back of the main tubes.

So which to use? It may depend on which is available at the time. It may also depend on the stature of the rider as the Wideline may be more challenging given the distance across the seat that will be straddled. Both types are available new from a variety of manufacturers, although replica frames are very dear in price (as much as $2500). From a handling perspective I wouldn't expect any difference. Just be aware of which you have as accessories maybe tailored to each design.

My Favorite Blogs

Here's a partial list of my favorite motorcycle blogs:

The Vintagent Great posts on a range of topic about vintage motorcycles. Well written and informative.

The MotoLady She posts several times a day photos of women motorcyclists, women on motorcycles and occasionally just motorcycles. And then sometimes about her Monster project.

Return of the Cafe Racers This blog has a wide range of cafe racers and stories.

Bike EXIF For the best bike photos on the web check out this blog.

I'll post soon on my favorite bike forums.

Cafe Racer Examples

At this point you're probably wondering if this blog is just about me. Well, as a matter of fact, no. It's about the cafe racers that I find to be... Ultimate. You'll soon see there will be a trend. For example:

Which is a great example of a tasty cafe racer. Alloy racing tank, Featherbed frame and a Triumph engine. What else could you ask for?

Ah, yes, here's another example:

What's that you say, another Triton? Hmmm, perhaps you're right, there does seem to be a trend here. Fancy that. Maybe there's something about that combination? Just maybe.

Let me see if I can produce another cafe racer.

Well, I seem to be having an issue with variety. I'd like to point out that one of the examples does have a pre-unit engine. So you can stop playing the "which one is different" game. I'll try to do better next time... but no promises.

AccessNorton.com

At this point I have to mention AccessNorton.com, a site by Jerry Doe with the most active Commando forum ever. I could have never gotten where I did without their help and patience putting up with my thousands (and some there would propose, millions) of questions.

Having the ability to quickly post an issue with pictures and get a rapid response is something that the internet and forum allowed. While you might get a few different opinions, you have the ability to filter out and make your own decision.

In addition you have access to some of the best minds in the Norton world, unlike the old days were you were limited to your geography.

AccessNorton.com Forum

Jerry Doe's Hompage

That is where I have been documenting my Commando build prior to the start of this blog.

You can read about it in much more details here:

72 Combat Proddy Build

Final Proddy Build

It's kind of a misnomer as I'll never really be done but it's the latest info.

My Ultimate Cafe Racer

So in the span of a little over a year the bike went together. From powder coating, assembly, and test riding. A much more detailed tale can be found in the links in the previous post. Much more detail.

I rode the bike around the Summer of 2011 with standard bars (actually Honda MX bars) and no fairing. The fairing was in transit from back east. It wasn't until after the riding season was over that the fairing and brackets were installed. Only to be ready for the 2012. For here in Oregon there is a time to ride a bike like this and that is called Summer. And it starts in July.

So that's my story of My Ultimate Cafe Racer.

More videos here.

Cross Country Norton

Fast-forward a few years and I needed a bit of money. I exchanged the Interstate with my dad for some fundage . The bike(s) and I ended up in NC for a short while (I'm back in Portland now). Maybe one day the Interstate will come back home too.

In the summer of 2009 my brother and family drove from North Carolina to Oregon and in the back of the pickup was the 1972 Commando Combat. In the previous years he had plans to build the bike into a road racer. A lot of new parts were purchased, including a Norvil Production Racer fairing, seat and rear sets. And an aluminum Production Racer tank. He had calculated the cost of vintage road racing and decided that it would be too much for him at the time. So the bike just sat, a mix of old and new parts.

Until it came back to me.

My choice, for now.

What is your Ultimate Cafe Racer? For me it was always the Norton Production Racer.

Now one can argue that the Production Racer isn't a true cafe racer but rather the first racer replica. Perhaps, but really, cafe racers (the real ones, you know, that had actually been to a cafe) wished for nothing more to have than a real racer. Just look at their bikes, if they aren't an attempt to replicate the look and performance of a racer what is?

So you see my point.

Right, where was I? Ah, yes, my lust for a Norton Production Racer. Some 20 years ago I found a Commando basket case. The gearbox was actually in a bucket. So maybe it was more like a bucket case. The rear wheel was off and there was some damage, especially to the brake lever and master cylinder cover.

Of course at the time I couldn't afford to actually rebuild this bike, especially into a Production Racer. In the meantime I fed my need with pictures and, believe it or not a model of a Production Racer.

Keep in mind this is before this whole internet thing, so there wasn't a lot of information about Production Racers. You would be lucky to even find a picture of one in a book (for you kids a book is something that contained information and was made from paper, you know sort of like an iPad but analog) so the model has to suffice. While I pondered the whole Production Racer thing I fed my Norton lust I got another Commando, an Interstate.

To be continued...

It begins.

Welcome to the Ultimate Cafe Racer Blog. This is easily the most pretentious title for a blog I could come up with. But really, isn't tooling around on a cafe racer pretentious? They are horribly impractical for everyday use. They make up for it by being horribly cool.