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.